37 32 1900 http://seafarerslog.org/archives/files/original/b925226014a2e2715bb088cbe786421b.pdf d3eed750242f854ea6b088289fbbc416 PDF Text Text ** ** *:a* ·~--· · Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 48 No. l l November l 986 One Seafarer Among Victims Blast Rips Ogden Yukon in Pacific, Four Dead An explosion ripped through the SIU-crewed Ogden Yukon (OMI), killing one Seafarer and three other crewmembers Oct. 28. The remaining 32 crewmembers abandoned the ship and were rescued the next morning by a Japanese fishing boat, some 300 miles south of Midway Island. QMED James William Duffy, 52, of Union City, Calif., was killed in the blast. It is suspected to have been triggered in the engineroom or bunkers, according to preliminary Coast Guard and company reports. Also killed in the explosion were Second Assistant Engineer Ed Roy Connolly, 62, of Texas (a member of MEBA-2) and two members of the riding crew, identified as Jim Turk and Jerry Baker. The Yukon had discharged a cargo of Alaskan oil in Honolulu and was on her way to a shipyard in Korea for various repairs when the explosion occurred about 10:30 a.m. The blast destroyed the stack and stack-deck on the 13-year-old, 70,000 GWT tanker. Two of the victims were reportedly working in the engineroom and the other two were near the stack when the blast ripped through the afterend of the ship. See Page 3 for Firstha d Accoun of Explosion The heat from the explosion was so intense, according to reports, that some crewmembers who were in their quarters at the time could not exit through their quarters' doors because they were so hot, and were forced to escape through the kick-out panels at the bottom of the doors. Along with the crew and riding crew, 11 Japanese workers were onboard to muck out the tanks. A company This picture of the Ogden Yukon was taken shortly after the ship was abandoned. The extensive damage is visible at the stern of the ship. (Associated Press Photo) spokesman said all the tanks had been inerted prior to the explosion. The Yukon continued to burn after she was abandoned, and OMI officials were determining their salvage prospects. Following their rescue, the crew (Continued on Page 13.) Maritime Issues Go in Circles Congress Ends Session Still Facing Deficit Crisis Pilot Launching On Chesapeake Pages 16 & 17 Editor's Note: A session of Congress lasts two years, during which time a lot can be accomplished. But it is becoming a Washington tradition for senators and representatives to wait for the pressure of a fast approaching close to the session before they begin to clear the decks of issues they have been facing. Max Hall, LOG associate editor and Washington Report columnist, takes a look at the last-minute activity and reviews the two-year session. With national elections just a few weeks away, and control of the Senate up for grabs, the 99th Congress ended on a frantic note. There were lastminute roll calls, missed deadlines, late nights. In some ways, it was a replay of the 98th Congress. Yet there was one major difference. The 98th Congress didn't accomplish much of anything. The 99th Congress, however, passed several major pieces of legislation. Unfortunately, none had very much to do with the maritime industry. The 99th Congress left many people scratching their heads. The same Congress that was able to produce a sweeping reform of the tax code had difficulty coming up with a simple budget. Split down the middle between a Republican-controlled Senate and a Democratic House, the 99th Congress was able to reach a bipartisan consensus on a surprising number of issues. Even the most ardent critics of the 99th Congress acknowledged that it made headway on many important national issues-tax reform, toxic waste cleanup, reorganization of the Pentagon, sanctions against South Africa, drug abuse and immigration reform. * * * Nineteen eighty-six was supposed to have been the year of GrammRudman. At the start of the 99th Congress, both the House and the Senate passed legislation mandating acrossthe-board cuts if Congress failed to meet certain budgetary goals. The president enthusiastically signed the bill into law. Ironically, the budget submitted by the president failed to meet the goals enunciated in the Gramm-Rudman bill. Parts of the bill have since been declared unconstitutional. Inside: While Congress technically adhered to Gramm-Rudman's budgetary goals for this year, it had to use a variety of political gimmicks to do so: questionable accounting methods and revenues generated from the one-time sale of national assets, such as Conrail. Nevertheless, the budget deficit for next year is expected to exceed $220 billion. Almost no one believes that the Gramm-Rudman timetable can be maintained. Most economists maintained that there was a causal relationship between the budget crisis and the growing trade deficit, which reached an alltime high of $140 billion in 1985 and will likely be broken in 1986. The inability of Congress and the administration to come up with a coherent trade policy threatened the viability of many American industries, including maritime. The SIU tried to highlight the trade (Continued on Page 4.) Navy Group Trains on Crane at SHLSS Page 7 Former VP Cal Tanner, Port Agent SJU-NMU Merger Talks Continue Page 19 at Committee Level Page 3 Rex Dickey Die SIU Files Raiding Charges Against Cruising the Panama Canal With Page 22 National MEBA Page s the Cove Leader �nt' re ep r b Frank D ozak ONGRESS has adjourned, a new Congress has been elected, and we are coming to the end of another year. The coming year will bring challenges and new opportunities. I have made up my mind that what we do with these challenges and opportunities is going to be up to us. A number of our friends have been elected in both the House and the Senate. And the Democrats, with the strong support of organized labor, have won control of the Senate with a 5545 majority. But, let's not kid ourselves. Having friends in Congress does not guarantee that our programs for revitalizing this maritime industry are going to become the C because we, as the unions which represent the unlicensed workers, cannot get our act together, these same companies pit us one against the other to get cheap contracts and lower manning We Are No Longer Going To Be The Ones To Bite The Bullet. Let Those Organizations Representing Ucensed Personnel Take Note .. . policy of this nation. We have had our friends in both the House and the Senate for many years, and they have been willing to do what they can to give new life to this unhealthy industry. What has been lacking is a unity of purpose on our partand I mean both within the industry and within our family of labor. For too long, we have all been victims of our own ''dogeat-dog" attitudes. This has been true of the steamship companies we deal with, and it has been true of our dealings with each other. As our industry shrinks, everyone is out to save his own little piece of the turf. There are fewer than 10 U .S.-flag liner companies left, and all of them are fighting for survival. And scales. And all the while, the licensed unions charge blindly ahead, totally oblivious to the handwriting on the wall. I want to assure the membership of our Union of a couple of things. First of all, we are no longer going to be the one to bite the bullet. If cutbacks are necessary to save a shipping company from going under, it will not be the unlicensed seamen who make the concessions. We have gone that route too many times. No more. Let our contracted companies and those organizations representing licensed personnel take note. I also want our membership to know that we are going to vigorously resist any and all attempts by the engineers to raid our jurisdiction aboard ship. We need your support for this. As you will see in this issue of the LOG, we have filed Article XX charges against the National Marine Engineers Benevolent Association for infringing on the job rights of members of the SIU and the Marine Firemen. See the story on this which is on page 5, and let me know personally of any instances of this contract violation aboard your ship. Finally, I want to assure our membership once again that as we continue to work with the National Maritime Union toward the goal of a merger of our two organizations, the job rights and job security of this membership will be my most important priority. I firmly believe that the merger of our two organizations, and hopefully the merger also of the Marine Firemen and the Sailors Union, is in the best interest of all organized unlicensed seamen and boatmen. We have had our first meetings , and while there remain some very serious differences, I am still hopeful that eventually we will come to an agreement. I think Shannon Wall and I understand that neither of us can afford to go it alone any longer. As our job base continues to shrink because of automation and the irresponsible policies of the Reagan administration, we must all realize that unless we have unity of purpose and of organization we will founder. But again, your job security comes first with me, and I will continue to keep you fully informed. Upgraders See Congress This group of QMED's had a chance to visit Capitol Hill this fall. The members of the class were Edward Desoucey, Kenneth Stratton, David Belkamp, Floyd Acord, John Bertolino, Rex Bolin, Servando Campbell, James Carnell, Jose Castro, Walter Fey, Orlando Flores, Darrell Hurts, Randy McKinzie, David Merida, Clifford Miles, Tim Pillsworth, Alfred Regas, Joe Saxon, Michael Wells, Paul Westbrook, Carlos Coello, Christopher Beaton, George Phillips and Robert Johnston. November, 1986 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf , Lakes and Inland Waters District. AFL-CIO Vol. 48 , No. 11 Executive Board Frank Drozak President Charles Svenson Editor Angus "Red" Campbell Joe DiGiorgio Ed Turner Vice President Secretary Executive Vice President Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Ray Bourdlus Lynnette Marshall Assistant Editor Assistant Editor/Photos 2 I LOG I November 1986 The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md . 20746, Tel. 89906~~· Sec~nd-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md . 20746 . �• SIU, U F rm C m ees To ork 0 t o·ffere ces • As erger Ta s Be PINEY POI T, MD.-Committees named by the heads of the two major unlicensed maritime unions in the U.S. began a series of meetings to work out differences in the structures and shipping rules of their organizations as merger talks got under way here Oct. 20. MU President Shannon Wall and SIU President Frank Drozak opened the meetings with frank admis ions of the many problems involved in a merger, but also with expressions of the "absolute need" for unity in the face of a dwindling job base and an indifferent White House. Opening the meeting, SIU President Drozak de cribed the obvious advantages of a merger: a unity in bargaining with employers; a unity in lobbying for crucial maritime legislation in Congress; and an end to the cut-throat bidding which private companies and the military are using to their advantage and to the detriment of the deep ea membership of both unions. (Continued on Page 5.) SID President Frank Drozak makes a point during the opening ~ion of the merger talks. With him are, from right, John Fay, Joe DiGiorgio, Angus "Red" Campbell and George McCartney. The Sailors Union of the Pacific, and the Marine F1remen, Oilers & Watertenders came to the merger talks as observers. From left are SUP President Paul Dempster, SUP Representative Gunnar Lundeberg and MFOW President ''Whitey'' Disley. Looking at the t o ni pp V"ce President Angus "Red" Camp Representative Ri h Berger. assigned two personal representatives to participate AFL-CIO Pres"dent Lane Kirld e merger discussio , Bill Sidell, at right, and Kevin Kistler. ·ce President Louis Parise and SIU Special Representative John Fay discussed the n prob ems of their " ·de" memberships. November 1986 I LOG I 3 �99th Goes Home, Deficit and Trade Wait 100th (Continued from Page 1.) issue when it supported legislation to open up the auto carriage trade between the United States and Japan, which has been effectively restricted to Japanese and Japanese-controlled shipping companies. Yet opposition by the administration limited any meaningful progre s on correcting the inherent unfairness of the situation. The administration's ''free trade'' bias also prevented enactment of a comprehensive trade bill or a bill aimed at limiting imports of textile products. The trade bill, which passed by a veto-proof margin in the House, never made it out of the Senate. The textile bill, which passed both the House and the Senate, was vetoed by President Reagan. Maritime and Labor For both the labor movement and the maritime industry, the 99th Congress was not unlike a roller coaster ride. There were a few spine-tingling moments, but after everything was said and done, both wound up pretty much where they began. A number of controversial anti-labor bills were introduced, including one that would have gutted the Service Contract Act, which protects the wage security of workers employed on projects contracted out by the federal government. Yet most of these bills were defeated in the Democratic-controlled House of Representatives, or SIU President Frank Drozak spent many hours on Capitol Hill trying to persuade Congress to act on merchant marine problems. through a coalition of Democrats and moderate Republicans in the Senate. Similarly, many pro-labor bills were left stranded in the more conservative Republican-controlled Senate. Numerous attacks were made on the 1954 Cargo Preference Act, which is one of the most important maritime promotional laws in existence. The ability of the maritime industry to repel attacks on the Cargo Preference Act marked an important victory. For most people in the maritime industry, the emotional highpoint of the 99th Congress came one night late in the the session when the industry defeated 20 separate anti-cargo pref- Agency Will Operate, but ... Reagan Vetoes Marad Funding Authorization It may have been only symbolic, but President Reagan's pocket veto of funding authorization for Marad was another slap to an already beat up maritime industry. Marad and the Federal Maritime Commission will be able to operate because the $400 million for those agencies was contained in other legislation already signed. The House and Senate disagreed on the funding levels during conference and the $400 million matched the budget request from the White House, but there were some changes in the way the money was allocated. Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee, called the bill (HR 4175) "routine and noncontroversial'' and said it was needed "to authorize funds for the small maritime program we have left to support our strategic needs." Reagan saw it differently. Observers say the veto was the result of something left out of the bill-the repeal of the Title XI credit guarantee program. ''The maritime industry must be encouraged to rely on the private credit market without federal intervention as its source of capital if we are to con- 4 I LOG I November 1986 tinue our progress toward restoring the industry to full health,'' Reagan said in a veto message. "Nobody can argue that Title XI doesn't have problems, but a lot of people ay that those problems are ~ direct result of this administration's lack of any kind of a comprehensive maritime policy. I'd also like to know what 'progress' the president is talking about. So many companie are dancing on the brink of bankruptcy, I find it hard to believe the administration can claim the industry is progressing to full health," said SIU President Frank Drozak. Because of the other legislation, Marad will continue to operate. The biggest chunk of the $400 million budget is earmarked for Operating Differential Subsidy payments , $320 million. Other budget items include: • $3.5 million for research and development; • $64.6 million for operations and training activities; • $29 .4 million for education and training expenses ($19.2 million to Kings Point and the rest to state maritime schools); • $9.5 million for national security support capabilities, and • $25. 7 for other operations and training. erence amendments to the 1985 farm bill. The maritime industry stood united on that issue, and the results spoke for themselves. Maritime was able to take on one of the most powerful special interest groups in the country. A compromise was eventually reached that satisfied both the maritime and agriculture industries. Cargo preference requirements for concessional agricultural exports increased from 50 to 75 percent over a threeyear period. In exchange, certain programs, such as Payment-In-Kind, BICEP and Blended Credit, were exempted from the provisions of the 1954 act. Maritime unity was also evident in another important victory-renewal of the Export Administration Act of 1970, which resulted in the continuation of the ban on the export of Alaskan oil. Still, maritime unity on Alaskan oil and cargo preference were the exception and not the rule. For the most part, the maritime industry remained fragmented. The inability of the maritime industry to overcome its differences had an important effect in one critical area: subsidy reform. The 99th Congress adjourned before it could deal with this issue. Operating Differential Subsidies, which keep most American shipowners in business, are scheduled to begin running out later this year for some companies. ''The inability of the various segments of the maritime industry to resolve their differences," said Jim Henry, legal counsel for the Transportation Institute, "could lead to serious financial difficulties for several U.S.-flag liner companies. ''While we hope that these predictions aren't accurate," said Henry, "the next three to five months will be critical." Time Ran Out on These Bills Congress came close to enacting several pieces of legislation that the SIU had been pushing for all year, but time ran out. The most important of these bills included a plan to reflag several vessels under American registry and another one to carry U.S. mail on American-flag vessels. There was , however, a growing awareness about the problems that face the American-flag merchant marine. During the 99th Congress, the Navy released the results of a study it had condvcted on strategic sealift. Not surprisingly , the study projected a severe manpower shortage for the American-flag merchant marine. Members of Congress grew increa ingly frustrated at the recalcitrant attitude of the administration. The maritime industry and individual members of the House had to check the actions of the administration to see if it wa carrying out promotional laws already on the books. Maritime continued to remain a low priority of the Reagan administration. Even though it had little real effect, the president pocket vetoed a bill authorizing funding for the Maritime Administration and the Federal Mar- itime Commission. The move was seen as a rebuff to the Title XI loan guarantee subsidy program. A potentially serious controversy between the maritime industry and the Department of Defense involving the carriage of military cargo to Iceland was resolved during the final weeks of the 99th Congress. The compromise prevented the 1904 Military Transportation Act from being gutted. In exchange the maritime industry did not oppo e a one-shot, military transportation agreement between the United States and Iceland which assured Iceland at least 35 percent of cargo which otherwise would have been carried on American-flag vessels. Many segments of the maritime industry were left high and dry during this session of Congress. Little was done, for instance, to revitalize the Great Lakes industry. The fishing and canning industries also were neglected. A bill seeking to resolve the insurance liability crisis in those industries gained considerable support for a while, but never passed. The one major promotional program to come out of this session of Congress involved the tug and barge industry. A port development bill calling for the first major infusion of federal funds in more than a decade was enacted during the final days of the session. The bill almost died because Congress and the administration had difficulty resolving their differences over ways to fund it. Great Chan e The 99th Congress coincided with a period of great change, both for the country and the maritime industry. The lines between railroads, tug and barge operators and deepsea companies are slowly being erased. There is a growing trend towards intermodalism. The worldwide shipping reces ion had gotten so bad that the ftag-ofconvenience registries were trying to undercut one another. The government of orway unveiled a plan to reduce its manning requirement to just six people: one captain, two licensed engineers, two licen ed deckhands, and one unlicen ed seaman. Many transportation companies are being taken over by conglomerate . Sea-Land, which employs a large number of SIU seamen, became the subject of a takeover by CSX Railroad. Meanwhile , structural changes were occurring in the U.S. and worldwide economy. America' s industrial base continued to decline. The number of active ve els registered under the American flag fell below 400. Congress passed a sweeping tax reform bill. Few people were willing to predict the long-range effect of the law. The tax reform proposals enacted by Congress contained one revolutionary provision for the American maritime industry-the elimination of tax avoidance by American companies on the earnings of their foreign-flag fleets. (Continued on Page 5.) �SIUNA Files Article XX Charges Against MEBA; . Seeks End to Jurisdiction Raiding by Engineers The Seafarers International Union of North America has asked the AFLCI O to halt the jurisdictional raiding of the National Marine Engineers Beneficial Association which is threatening the job security of unlicensed seamen. In a detailed letter to AFL-CIO President Lane Kirkland on behalf of the SIUNA' s A&G District and West Coast Marine Firemen , Oilers & Watertenders , SIUN A President Frank Drozak charged that MEBA was engaged in "widespread violations" of contract provisions safeguarding the work jurisdiction of unlicensed engmeroom crew. Drozak further charged that MEBA is in violation of Article XX of the AFL-CIO constitution which provides that ''each affiliate shall respect the established work relationship of every other affiliate.' ' Both the SIU and the MFOW have received several complaints from their members documenting violations of the work jurisdiction of the unlicensed seamen in which licensed engineers , who are members of MEBA, are per- forming work which is specifically set forth in the collective bargaining agreements as being the duties of unlicensed crewmembers. At least one employer has acknowledged violations , and in an effort to settle the dispute has paid a premium overtime penalty to the affected unlicensed personnel. But, Drozak said, payment of penalties does not alleviate the underlying jurisdictional problem. He said that the SIU and the MFOW have already suffered significant reductions in manning because of automation. ''The actions of the MEBA, if not immediately halted by directive of the AFL-CIO, will effectively cause a further diminution of the jurisdiction of unlicensed unions, " Drozak said. He asked President Kirkland to move quickly to prevent further harm to the job security of the SIU and MFOW membership. In the meantime, Drozak is asking SIU and MFOW members to document any further contract violations by MEBA engineers , and to tum in overtime for all violations within 72 hours of the violations. Jones Wins AOTOS Award, Seafarers Honored, Too House Merchant Marine & Fisheries Committee Chairman Walter B. Jones was given the 1986 Admiral of the Ocean Seas award Sept. 26. The award is presented annually by the United Seamen's Service in recognition of outstanding public service to America's shipping industry, and is based on results of a nationwide maritime industry poll. In accepting the award from Sen. John W. Warner (R-Va.), the Carolina congressman promised to continue to work to strengthen U.S. maritime policy. As the 600 guests invited to share in the award ceremonies listened, Chairman Jones outlined work now being done in Congress to construct a viable maritime policy. The congressman was the 20th recipient of the AOTOS award and received the symbolic silver statuette of Christopher Columbus who was one of the earliest recipients of the Admiral of the Ocean Seas award given by Queen Isabella of Spain in the 15th Century. Mariners plaques and rosettes were also presented at the dinner to captains and crews who were selected for special recognition for their outstanding service in carrying out rescues at sea. Among the award recipients were SIU members who participated in the rescue operations of the SS M anukai -Merger Talks- Personals Walter Scott Richmond Anyone knowing the whereabouts of Walter Scott Richmond-please get in touch with his sister, Ola Richmond at 1116 Highland Glen, Westwood, Mass. 02090, or call (617) 296-6203. Marion Unable to reach you concerning Lisa at the phone number listed in the LOG. Please call collect: (301) 969-8600. Jack Rhodes. Stamatios Tsaroudis Please call Mr. Turner at (504) 484-6425. (Matson Navigation Co.) and the !TB Baltimore (Apex Marine Corp.). Those on the M anukai received a plaque for bringing to safety the crew of a sunken yacht in the Pacific. The captain and the crew of the Baltimore were lauded for rescuing the crews of two sailing vessels that had gone down in heavy seas off Cape Hatteras during Huricane Kate. ) Rep. Walter B. Jones (D-N.C.) (center) was presented the Admiral of the Ocean Seas award. Jones was accompanied to the dinner by bis wife Elizabeth (far right). Capt. Robert Hart, president of the Marine Index Bureau and chairman of the AOTOS National Committee, is shown passing the statue of Christopher Columbus to Jones. Book on SUP's First Century Love of the sea and dedication to union ideals are the prime themes of a new book about the first 100 years of the Sailors' Union of the Pacific. Stephen Schwartz, a one-time seaman and SUP member who later became a Railway and Airline Clerks activist, said that writing "Brotherhood of the Sea" was a "humbling experience." His lesson and the one he conveys to readers, he said, is "what a labor organization means to its members and to the community.'' In his preface to the book, California Labor Federation Executive Secretary-Treasurer John F. Henning said labor history "has a highly honored place for union seamen and their wars against violence of nature and the grasp of shipowners." The SUP's history "embodies the story of an organizational militancy that survived decades of combat to win the workers liberation.'' The book is available from SUP headquarters at 450 Harrison St., San Francisco, Calif. 94105. The cost is $35 for union members, $30 for union retirees, and $40 for non-union members, plus a shipping charge of $1.19 per copy for mailing to any U.S. postal zone. (Continued from Page 3.) Speaking for the NMU, Shannon Wall opened by stating that: "I am not concerned with turf. What I am concerned with are the rights and job security of the members of our merged organization. With good will and good intentions , our problems are resolvable." In addition to full meetings attended by representatives of both unions during the two-day sessions, a continuing series of committee meetings was begun. These committees are working to iron out differences in the various programs and structures of the two organizations , including shipping, training, welfare and pension plans, contracts and constitutions. Also attending the meetings were two representatives assigned by AFLCIO President Lane Kirkland, Bill Sidell and Kevin Kistler. Meetings of the various committees are continuing. 99th Congress Ends (Continued from Page 4.) Still, a great many people in the maritime industry felt that tax reform might be something of a wash, especially since depreciation schedules were made more stringent. Most provisions in the tax code concerning the maritime industry were left pretty much untouched, despite attempts by the administration to have them changed. The provisions included the Capital Construction Fund, deduction of business expenses for conventions held onboard passenger vessels, tax breaks for American companies doing business in Puerto Rico and the U.S. Virgin Islands, and deductions for con- tributions made to employee benefit plans. Throughout the latter part of the 99th Congress, the SIU and the NMU publicly talked about the possibility of merging into one unlicensed maritime union. Whether or not that comes about, the continuing decline of the maritime industry and the indifference of the present administration poses a dilemma for all maritime unions. The SIU has been able to protect the job security of its members during this difficult period by helping its contracted companies make bids for vessels that had been contracted out by the military. November 1986 I LOG I 5 �Safe ua OD Shipping Righ T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DU ES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW YOUR RIGHTS 1 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters Di trict makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting repo~ts, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various tru t fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board hy certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as ref erred to are available to you at all times, either hy writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time, any SIU 6 I LOG I November 1986 KNOW YOUR RIGHTS all Union halls. All member should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer i attempting to deprive you of any con titutional right or obligation by any method. such as dealing with charge , trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and a members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed, color. sex and national or geographic origin . If any member feels that he is denied the equal rights to which · he is entitled, he should notify Union headquarters. 11111nu11111n111111t1111111111111111un1111111n1111111n111111111111111lll1111111111111111111111111111111 patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publi hing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing article deemed harmful to the Union or its collective member hip . This established policy has been reaffirmed by member hip action at the September. 1960. meetings in all con titutional port . The re. ponsihility for Log policy i ve ted in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out thi re. ponsihility. PAYMENT OF MONIES. No monie are to be paid to anyone in an} official capacity in the SIU unle an official Union receipt is given for same. Under no circumstances hould any member pay any money for any rea on unle he i given such receipt. In the event anyone attempts to require any such payment he made without supplying a receipt. or if a member i~ required to make a payment and is given an official receipt, but feels that he should not have heen required to make such payment. thi , should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are u ed to further it objects and purposes including, but not limited to, furthering the political, social and economic interest of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct, or as a condition of member hip in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPA D to protect and further your economic, political and , ocial intere ts, and American trade union concepts. H at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ac~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The addr~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Lundeberg School Trains Navy Group on Heavy Crane The Navy Reserve Cargo Handling Training Battalion came to Piney Point recently to receive training on the school's 32-ton Hagglund crane. The battalion, stationed in Williamsburg, Va., is an active duty unit with a primary mission of training all Navy cargo handling force personnel, both active and reserve. It is the primary augmentation unit for the Navy in the event of premobilization action and is a Quick Response Combat Support Unit of the Operational Forces specializing in open ocean cargo handling. The training given to the members of this unit helped acquaint them with the Hagglund crane and reinforced their cargo handling technique . The SIU's support of the sealift community's cargo handling programs is one example of the nation's "Fourth Arm of Defense" in action. Melvin Hewitt (I.) and Gerald LeBar preparing to hook up the spreader in twin operation. The signalman gives the signal to lower the jib in preparation for placing the crane in twin operation. Crane Operator William Northey raises the jib while hoisting the cargo. Signalman Donald Williamson signals the crane operator to lower the jib. Preparations are completed for hoisting the 35 ft container. First row (I. to r.): Richard Dickerson (Instructor), Gerald LaBar, Donald Williamson. Second row (I. tor.) Gary Creech, Mike Prell, Jimmie Maynor. Third row (I. to r.) Melvin Hewitt, Carl Bruce, William Northey. November 1986 I LOG I 7 �Physical Science Instructor Roger Francisco explains the capabilities of an air track to Gary Heatherington (I.) and Kyle White. Plan Ahead for the SHLSS College Program in 1987 The Seafarers Harry Lundeberg School College Program began its fourth session of college courses in November. The November session wraps up the final offering of college courses for 1986, and next year there will be five sessions of college courses, eight weeks in length offered to SIU members. Courses offered during the sessions vary according to student needs. In the past year students have been working on their college requirements by taking English Composition and Rhetoric, General Physical Science and math courses based on placement tests. These seem to be some of the more popular courses as they meet the early requirements in the 2 ...year associates degree program. Next year, these same courses will be offered along with a variety of other courses in the areas of science, social science, psychology and, of course, math and English courses. The dates for the college program sessions for 1987 are published each month in the LOG along with the dates for vocational and adult education upgrading courses. Students who enroll in the college program are treated as any other upgrader at SffiSS. Room and board are provided at no charge and transportation expenses are reimbursed upon successful completion of the program of study. Students are scheduled for their courses with study time built into their day to help them meet the demands of taking college level courses. Depending upon course difficulty and student ability, students are usually scheduled for two to three courses per eight week session. So far, student reaction to the program has been very positive. Some of the benefits of the program cited by students are that the classes run for eight weeks at a time rather than the traditional 16 week semesters at most other colleges and that the classes are small which makes it easy for Third Mate First row (I. to r.) Douglas A. Craft, Rick deMont, Dan Severinson, Shawn Kennedy. Second row (I. to r.) Paul Konstantino, Edwin Rivera, Stephen Gateau, Skip Krantz, Jim Brown (Instructor). Able Seaman First row (I. to r.) Don Gearhart, Thomas Sherrier, Vernon Johnson Jr., Erowin C. Udan, Raymond Kucharczyk, Jake Karaczynski (Instructor). Second row (I. to r.) Joel Miller, Royce Kauffman, Jeff Libby, John Joseph Arnold, Kenneth Gilson. 8 I LOG I November 1986 students to get individual help from instructors. Another benefit of the college program is that there are placement tests and remedial courses available for those students who are not quite ready to step into college level work. Student Kyle White, who just completed a session of the college program, stated that, ''This college program is very beneficial to the seafarers, and I just wish that more people would take advantage of it." Mr. White found his course in Physical Science both challenging and interesting. He added, ''The classes are good because the teachers are very supportive and will give you as much help as you need. The class sizes are small so there is a greater chance to get individual help and really understand the material.'' When asked what he would say to other seafarers about the college program, Mr. White says simply, ''Get back to Piney Point and take advantage of a great educational opportunity,'' The first step to get into the college program is to fill out an application. The application in the LOG can be sent in and then the college programs office will contact the student about scheduling dates, courses available and placement in the program. It's easy to get information about the program. Just contact the College Programs Office at SffiSS. Don't hesitate to call or write if there are any questions. Look at the course schedule for 1987 and start making plans to attend the college program next year. -·-·-·-------·-·---------·-----·, College Program Information D Please send more information D Please send more information and an application Name Address~~~~~~~~~-...-~~~~~~~~~~~~ treet State City Zip Code SIU Book Number Circle whichever applies to you Inland Great Lakes Deep Sea Deck Engine Steward Mail This Coupon To: Tracy Aumann SHLSS Piney Point, MD 20674 -·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-· Lifeboat First row (I. to r.) Joseph Murphy, Stephen Bowden, Veronika Cardenas, Ben Cusic (Instructor). Second row (I. to r.) William Bolling, Judy Barbera, Bill Simmons. Marine Electrical Maintenance First row (I. tor.) Fred Vogler, Robert, Raff, David Hamilton, Paul Olson, Dan Picciolo. Second row (I. to r.) Gary Gateau, Corbin Piper, John Gener. Not pictured: Walter Kimbrough, Richard Williams. Army Training Group First row (I. to r.) SGT John W. Holt Jr., SSG Steven R. Wilson. Second row (I. to r.) SSG Oscar Nadal, Richard Dickerson (Instructor), SSG Charles Williams. Refrigeration First row (I. to r.) Pat Cross, A. H. O'Krogly, Larry Hines. Second row (I. to r.) Eric Malzkuhn (Instructor), Charles Sandino, Joe Pomraning, Alan Hansen, Joaquin R. Miller, Bob Hill. Third row (I. tor.) John Wright, Robert Bunch, Jim McBride. �1987 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry January 1987 The following is the current course schedule for the first six months of the 1987 school year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as po~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Check-In Date March 23 Completion Date June 12 Marine Electrical Maintenance January 5 March 9 February 27 May 1 Diesel Engine Technology April 6 May 15 Welding April 13 May 8 Chief Engineer & Assistant Engineer Uninspected Motor Vessel April 6 June 12 Third Assistant Engineer & Original Second Assistant Engineer Steam or Motor January 5 March 13 Automation June 22 July 17 Conveyorman January 5 January 30 Fireman/Watertender Oiler February 9 June 8 April 3 July 31 Hydraulics May 11 June 5 Refrigeration Systems Maintenance & Operations January 5 February 13 Refrigerated Containers Maintenance February 16 March 27 Course QMED - Any Rating Advanced Deck Upgrading Courses Course Celestial Navigation Able Seaman Radar Observer Check-In Date March 13 July 13 Completion Date April 17 August 14 January 5 March 23 May 18 February 27 May 15 July 10 March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Third Mate & Original Second Mate January 5 May 4 March 13 July 10 First Class Pilot January 12 February 27 Lifeboat March 9 May 4 March 20 May 15 Tankerman March 23 May 18 April 3 May 29 Recertification Programs Course Steward Recertification Check-In Date January 26 June 29 Completion Date March 2 August 3 Bosun Recertification February 24 April 6 June 1987 Steward Upgrading Courses Check-In Date January 27 March 18 May 13 Completion Date Open Ended Open Ended Open Ended Cook & Baker February 4 March 18 April 29 June 10 Open Open Open Open Chief Steward January 27 March 18 May 13 Open Ended Open Ended Open Ended Course Chief Cook Ended Ended Ended Ended All Rating Upgrading Courses Check-In Date January 5 February 2 March 2 April 13 May 18 July 13 Course Sealift Operations and Maintenance Completion Date January 30 February 27 March 27 May 8 June 12 August 7 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: January 5 February 16 High School Equivalency (GED) March 2 April 13 May 4 June 15 January 5 February 13 March 2 April 10 May 4 June 12 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: February 16 March 6 April 13 May 1 Adult Basic Education (ABE) & English as a Second Language (ESL) The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT February 2 February 6 QM ED March 16 March 20 Third Mate April 27 May 1 Able Seaman May 11 May 15 FOWT June 1 June 5 College Programs Course Associates in Arts Nautical Science Certificate Check-In Date January 19 March 30 June 8 Completion Date March 13 May 22 July 31 March 30 May 22 NOTICE To All SIU Members Who Are Scheduled To Attend SHLSS You must present an up-to-date SIU clinic card before attending classes. All students who are enrolled in a U.S. Coast Guard certified class must carry a valid clinic card. November 1986 I LOG I 9 �Upgrading Course Apply Now for an SH LSS ......•........................•..................................................................•.................•.......•............• Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name Deep Sea Member 0 Inland Waters Member D Mo./Oay/Year Telephone -~~.---..------­ (Area Code) (Zip Code) (State) (City) Date of Birth (Middle) (f 1rst) (Last) Pacific 0 Lakes Member D Social Security# _______ Book# _______ Seniority _______ Department _ _ _ _ _ __ Date Book Port Presently Was lssued __________ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: 0 Yes Trainee Program: From _ _ _ _~_to~----(dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No 0 (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: 0 Yes No 0 Firefighting: 0 Yes No 0 CPR: 0 Yes No 0 Date Available for T r a i n i n g - - - - - - - - - - - - -- - - - - - - -- - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D D D D D D D D D D D D D D ENGINE Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial_Navigation Third Mate Radar Observer Unlimited Simulator Course Sealift Operations & Maintenance No transportation will be paid unless you present original receipts and successfully complete the course. 0 0 D D D D D D D D D D D D 0 FOWT QMEO-Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engine Technology Assistant Engineer (Unlnspected Motor Vessel) Chief Engineer (Unlnspected Motor Vessel Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Ref rlgerated Containers Advanced Maintenance Marine Electronics (LASH Crane) Hydraulics Hagglund Crane Maintenance STEWARD D D 0 D Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Welding D Llfeboatman D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Educ:atlon (ABE) D High School Equlvalency Program (GEO) D Developmental Studies (OVS) D English as a Second Language (ESL) 0 ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree 0 Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE_~~~~~~~~~~~~~~-DATE~~~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 10 I LOG I November 1986 c �Kennedy and the 'Monsignor' Members of the Third Mates, Operation and Maintenance, Able Seamen and Refrigeration classes listen to SIU legislative reps Liz Demato and Frank Pecquex explain the Union's role in politics. Below are Seafarers who recently took part in Sealift and Operations, Marine Electrical Maintenance and FOWT upgrading classes at SHLSS. Still monitoring the pulse of politics, retired SIU VP Edward X. Mooney was as active as ever in the recent congressional elections. Working part-time out of the Seattle hall, Brother Mooney was on hand to greet Congressman-elect Joseph P. Kennedy (D-Mass.) during Kennedy's visit to Seattle in July. VP Reports (Continued from Page 14.) Fund Drive Nets $3,000 For John Cleveland Family Mrs. John Cleveland and her son John Travis Jr. were presented with a check for $3,000 last month from Arthur Kalen, SIU director of personnel. The check establishes a trust fund for two-and-one-half-year-old John Jr. SIU staff member volunteers raised money for the trust fund by soliciting donations during a raffle and a picnic held on Paul Hall's Birthday at the Seafarers Harry Lundeberg School August 20, 1986. Chief fund raisers included (I. to r.) Barbara Adams, Jean Brown, Pat Reid, Mary Georghiou, Diane Coleman and Deborah Porter. In addition, the volunteers raised money from direct donations from companies interested in the welfare of John Jr. John Cleveland Sr. was director of the SIU Headquarters Food Services. He was fatally injured last summer following a car accident not far from his home in St. Mary's County, Md. with no sign of reactivating. Up in Seattle, there are a number of laid up ships. Shipping, however, continues to be very good. And unless a member is real choosy, he should have no trouble shipping out. Out in Honolulu, we're still very busy with our military-contracted ships. The Constitution and the Independence were paid off, and the Constitution is coming to the coast for her annual drydocking on Nov. 29. The tanker Ogden Yukon also came through Honolulu before an explosion aboard ship claimed the lives of four crewmembers. I knew the QMED, Jam es Duffy, the one SIU member who was killed. He was a good shipmate and a good Union brother. I'm pleased to report that a contract agreement has been reached between the SIU-AGL&IWD, SUP and MFOW on the one side with the Pacific Maritime Association (PMA), which represents APL and Matson Navigation. The terms of the agreement extend the contract from June 15, 1987 to June 15, 1990. It also includes a 2 percent wage increase effective July 1, 1987, July 1, 1988 and July 1, 1989, as well as COLA adjustments. We also were able to negotiate an increase in wages & benefits for any member 60 years or older who qualifies for a long-term pension under the present plan (25 years sea-time). SIU members throughout California have been assisting striking Kaiser hospital workers by participating in rallies and other forms of support. In closing, I would like to express my sympathies and regrets on the passing of our old friends Cal Tanner and Rex Dickey. They were both great old guys and will be missed. November 1986 I LOG I 11 �Ale h F, mily By Dr. Phillip L. Polakoff Director, Western Institute for Occupational/Environmental Sciences Alcoholism is more than an individual problem. It's a family affair. One-third of all Americans, according to a national poll, admit that alcohol has been a cause of trouble in their families. The alcoholic's symptoms are well known: excessive drinking, blackouts, morning shakes, confusion, irresponsible behavior at home and in public; delirium and even death in extreme cases. What's not widely known is that the wives and husbands, children and parents of alcohol-chemical dependent persons have their own set of symptoms. Unless these family members recognize that they, too, need help and get it, they can carry a burden of guilt, psychosomatic illness, social isolation and sexual problems with them long after the death of an alcoholic parent or the divorce of an alcoholic spouse. Following are some family patterns, or symptoms, compiled by the Marworth Alcoholism and Chemical Dependency Treatment Centers in Pennsylvania. Other sources of information and support are Al-Anon and Alateen, anonymous fellowships modeled after Alcoholics Anonymous. AA groups are usually in the phone book. One of the earliest family symptoms is denial. For whatever reason, family members don't accept or confront the negative effects of another person's drug or alcohol use. The abnormal becomes normal to them. They pretend and act as if everything is okay. They'll often say-and truly believe"It's not that bad." Preoccupation and fear are common. Family members become totally absorbed in the mood, behavior and activity of the chemically dependent person. The addicted person becomes the main focus of the family. The others may neglect their own responsibilities. Because of the unpredictable and often erratic behavior of the alcoholic, family life is full of anxiety and dread. No one knows what will happen next. But based on experience, everybody expects trouble. This leads to tension and irritability. Finally, unable to suppress feelings of anger, shame and worry, family members overreact. They lose their tempers. Raise their voices. Throw things. Guilt feelings follow. Family members assume responsibility for another's drinking and behavior. They believe that if they can do something better or different-or don't do some- Staying Drug-Free: There Is A Way Open A little more than 10 years ago, the first group of Seafarers took that first step in getting their lives back together. They were the first to go through the SIU's Alcoholic Rehabilitation Center. Both the Union and those members realized alcohol was killing them, and it was time to do something. Since then, almost 1,000 SIU members have taken advantage of the help that is available to them, but some things have changed in the last decade. For the most part, it was alcohol that was destroying the lives of that first group. Today almost 80 percent of the Seafarers who enter the program are also addicted to other drugs. Because of that change, the SIU has refocused its efforts to include help for members fighting drug problems. Unless you live in outer space, you are aware of the problems drugs have caused this country, this industry, this Union. Far too many of our brothers and sisters have fallen victim to drug addiction. It can destroy their personal lives and it can ruin their careers. It can maim and it can kill. It is getting to the point that a large percentage of the jobs available to SIU members require Seafarers to be drugfree. If you want to ship, you're going to have to take a test. If you don't pass it, you don't ship. The Coast Guard is cracking down. 12 I LOG I November 1986 New rules may be even tougher. The threat of having- your papers jerked is real if you are found with drugs onboard or if you are caught working under the influence. If drugs or alcohol have become a problem in your life, you have the opportunity to reclaim control over your life. Your Union has provided the tools for you, but you have to use them. The Alcohol and Drug Abuse Rehabilitation Center can be where you take that first step. It's a tough step. But it is a step you will be thankful that you took all your life, because it can be the step that gives you back all your life again. • If thing-the drinking or chemical use will stop. Others take over the alcoholic's role and responsibilities, including parenting, financial obligations and household chores. In alcoholic families , older children often take over for one or both parents . Resentment over these role reversals can persist for years , sometimes even after the alcoholic stops drinking, or dies, or is no longer in the lives of the affected family members. Sexual relationships suffer along with everything and everybody else. Partners stop sharing feelings-and, very often, bedrooms. Children have no role models on which to form their own healthy sexual relationships. High tension and stress levels in an alcoholic home result in a variety of real or imagined physical conditions. Family members of alcoholics don't feel well a lot of the time, and make frequent visits to the doctor for medical attention. One of the most depressing-and useless-things that can happen is for some family members to increase their own chemical use: "If you can't beat 'em, join 'em." They may do this to numb the feelings of pain and frustration. Others may be motivated by revenge or spite. Fortunately, this tactic is usually temporary. This is a somber story. But as the problem becomes more widely recognized, more help is becoming available for families. Educational and support groups are being sponsored by schools, churches, community organizations, hospitals and alcoholism treatment centers. Often these valuable services are provided at no charge. If you need such help, please try to find it and use it. If you have any questions, or suggestions for future articles, write to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. R E ST "Made a decision to turn our will and lives over to the care of God as we understood Him.'' One of the three essential beginning steps on the road to recovery. Practicing Step Three is like opening a door which to all appearances is still closed and locked. All we need is a key, and the decision to swing the door open. There is only one key, and it is called willingness. Once unlocked by willingness, the door opens almost of itself. Looking through it we shall see a pathway beside which is an inscription. It reads: ' 'This is the way to a faith that works.'' To every worldly and practical-minded beginner, this step looks hard, even impossible. No matter how much one wishes to try, exactly how can he turn his own will and his own life over to the care of whatever God he thinks there is? Fortunately, we who have tried it, and with equal misgivings, can testify that anyone can begin to do it. A beginning, even the smallest, is all that is needed. Once we have placed the key of willingness in the lock and have the door ever so slightly open, we find that we can always open it some more. And even though self-will may slam it shut again and again, as it frequently does, it will always respond the moment we again pick up the key of willingness. Once we have made the beginning, we can, in times of emotional stress or indecision, ask for quiet and in that stillness simply say: "God grant me the serenity to accept the things I cannot change; courage to change the things I can, and the wisdom to know the difference." * * * A.A.'s Twelve Steps are a group of principles, spiritual in their nature, which, if practiced as a way of life, can expel the obsession to drink and enable the sufferer to become happily and usefully whole. Step One. We admitted we were powerless over alcohol and drugs, that our lives had become unmanageable. Step Two. We came to believe that a power greater than ourselves could restore us to sanity. @jOOK£D? A cJIJNK/EP DO . SOMerHING ABOUT /Tf' CV/V?ACT YOUR PORTA6ENT OR S'./.U. Ar CAMP SPRING{;, MO. �Captain, Crew Stay Cool After Blast, No Way to Fight Fire, So Crew Waits Brian O'Hanlon never got a chance to finish his pineapple juice. An explosion so powerful that ''it felt like the ship was picked up'' and a fireball blazing across the Ogden Yukon's starboard porthole in the mess sent O'Hanlon heading for what he hoped was safety on the deck of the tanker. ''It was a low and powerful feeling and then I saw a fireball outside the porthole. I thought 'holy shit! '" said the 42-year-old AB from Livermore Falls, Maine. O'Hanlon, who spoke to the LOG several days after the explosion, said he, the chief steward and a BR first tried to make their way to the port side through the darkened and smokefilled deck house. "We weren 't wasting no time. But the port side was on fire when we got there and somebody said, 'We can't get out this way.' There were no lights, the house was full of smoke. I guess it only took about 15 or 20 seconds before we got outside," he said. When he and the others reached the deck, they saw the massive damage the blast had done to the ship's stack and stack deck. They were virtually destroyed. "Later when I thought about it, I was surprised there were only four killed," he said. As the crew gathered after the blast, some men were trying to break out the hoses, but the explosion had left the ship dead in the water-no power, no pumps. no way to fight the fire. The crewmembers who were on the bridge at the time of the blast were forced to lower themselves from the bridge by lines; their other escape routes were blocked by smoke, debris -Ogden Yukon(continued from Page 1.) was transferred from the fishing boat to the Singapore-flag freighter Dresden which took them to Midway Island. The crew was flown to Honolulu where the Coast Guard is conducting interview as part of its investigation into the fatal blast. Four other crewmen suffered minor injuries, including the First Engineer who sustained a broken leg. Seafarer Duffy joined the Union in 1951 and, except for a tour in the U.S. Army Infantry. sailed with the SIU continuously. He first sailed as a wiper but upgraded, earning both QMED and chief electrician end or ements. He completed a Sealift Maintenance and Operation course at SHLSS in 1985. ENJOY THANKSGIVING DON'T BUY MARVEL TURKEYS The explosion is suspected to have originated in the engineroom of the Ogden Yukon. Two of the victims were reportedly working there when the blast ripped through. Above is a picture of the engineroom aboard the Yukon's sister ship the Ogden Dynachem. and fire. A quick head count was taken and that was when the four victims of the blast were discovered to be missing. Also several crewmembers suffered injuries in the explosion. "When I first got out, I saw the first engineer there and carried him midships," O'Hanlon recalled. It was later reported the engineer had suffered a broken leg. Once the captain and crew discovered there was no way to fight the fire, the crew moved forward, toward the bow and hopefully away from any further explosions. One lifeboat had been blown apart in the blast but the other was still serviceable. However, to get to it meant having to return to the area of the fire and explosion. ''The captain asked if we wanted to go back there and bring the boat around. I said 'Well you're the captain ... ,' " O'Hanlon said. O'Hanlon and several other crewmembers made their way back to the lifeboat. "Being good little Catholic boys, we crossed ourselves and went over the portside and got the lifeboat. We lowered it and moved it forward,'' he said. After the lifeboat had been secured, they sat. About an hour later another explosion rocked the ship and it was suspected to have been a bunker tank going up, he said. During the course of the day, several other small explosions were heard and the crew guessed they were from oxygen and acetylene tanks exploding. At about 4:30 p.m., some six hours LNG Aries Rescues 15 After 45 days in a small rickity boat, 15 Vietnamese refugees were finally plucked from the ocean by the LNG Aries (ETC). The refugees (pictured below) said several ships had passed them by during their five weeks at sea. None stopped. At the left is the steward department, which had a lot of extra work to do feeding another 15 people. They are (clockwise) GSU Jacqueline Davis (seated), Steward Abdul Hassan, Chief Cook Henry Daniels, GSU Perry McCall and GSU Juan Ro ario. after the first blast, the captain decided it was time to abandon the Yukon. "We had some people with injuries and we didn't want to have to get them in the lifeboat in the dark, so we started to lower them down,,., O'Hanlon said. Even with the riding crew and the 11 Japanese workers who had been aboard to muck the Yukon's empty tanks, the lifeboat and one life raft were able to accommodate the crew, he said. The weather was fair and the seas calm that night, but the emergency transmitter aboard the lifeboat didn't function properly. However the EPIRB's (an emergency location device) signal had been picked up by the Coast Guard , and a Japanese fishing vessel was on the way to the Yukon's crew. It was quiet in the boat and no one seemed particularly worried that night about being rescued, O'Hanlon said. "By that time we were pretty well exhausted," he said. About 6 or 7 a.m. the next morning, the Shosi Maru reached the scene and took the Yukon's crew aboard. Two hours later they were transferred to the Singapore-flag ship the Dresden which took them the 300 miles to Midway Island. Later the Coast Guard flew the crew to Honolulu. 0' Hanlon said one of the things which surprised him during the initial time after the explosion was, "how calm everybody was. Everbody really kept their cool.'' He also singled out Capt. Terry Kotz and Chief Mate Ed lngermann for their coolness and professionalism in an extremely deadly and stressful situation. SHLSS Launches Student Loan Program Jan. 1 Beginning Jan. 1, 1987 all trainees and upgraders attending clas es at the Seafarer Harry Lundeberg School of Seamanship will participate in a scholarship loan agreement program. Under the agreement, the chool will provide instruction, cour e materials, room and board. All students will sign loan contracts agreeing to repay the loans if they fail to work a certain number of days per year for companies which contribute to SHLSS. The loan is reduced by the amount of time the employee works with a contributing employer. If an employee continues working for an SIU company, it is likely that he or she would totally reduce the amount of his loan and would not be responsible for any repayments. November 1986ILOGI13 �Area Vice Pre ide ts' Report Great Lakes by V.P. Mike Sacco T HE Midwest, which has already been hard hit by the decline of this nation's industrial base, is gearing itself for massive lay-offs in the auto industry. General Motors has announced plans to let go 29,000 workers in the region. While this will further depress the Great Lakes maritime industry, it will have no immediate effect on the job security of our members. A number of long-standing dredging projects were finally finished. Leudtke Engineering completed its Buffalo, N.Y. dredging job. It is moving its equipment to Milwaukee, Wis. to have it ready for the spring thaw. Other dredging companies are trying to beat the winter frost. Still, things are quickly winding down in the area. One good piece of new . The towboat companies are trying to move all the grain they can out on the rivers before the bad weather comes. This has helped pick things up for our members. The Delta Queen and the Mississippi Queen have headed South for the winter. For the next few months, they'll be spending most of their time around New Orleans. An interesting aside: the Paymentin-Kind program, which was exempted from the provisions of the P.L. 480 program as part of a compromise between maritime and agriculture, has recently come under attack. every single group of voters, including registered Republicans. Barbara ikulski became the first woman to be elected to a Democratic Senate seat in her own right. Republican Helen Bentley staged a heroic battle to defeat Kathleen Kennedy Townsend. Townsend had the Kennedy name and a lot more money, but Bentley's long-time ties to the port of Baltimore made the difference. The 1986 elections came at a pivotal time for the American maritime industry. According to the most recent issue of the Navy Times, the American-flag merchant marine has fewer ves els than the Navy for the first time in the history of this nation. As any SIU member contemplating retirement can tell you. the face of the maritime industry has changed almost beyond recognition in ju ta few years. An important sign of that change are the merger talks that the NMU and the SIU are engaged in. Thirty years ago, all anyone who wanted to feel the pul e of the maritime industry had to do was take a walk on the West Side of Manhattan, where the bulk of the MU' s pa senger vessels and the SIU's cargo ship were tied up between runs. Today, the docks are rotting and the eamen's bar are clo ed. When people talk abou a renai ance, they don't mean ships; they mean condominiums, parks and even a proposed superhighway. The deepsea fleet is not the only part of the maritime industry to feel the pinch. Up in ew Bedford, our fishermen are also being hard pre sed by foreign competition a growing antiunion backlash and soaring in urance rates. We will be starting a trial in ew Bedford against the Seafood Producers, who violated the rights of our members during the strike that was held there earlier this year. One last note: Morton Bahr, president of the Communication Worker of America CWA), has been named this year's recipient of the Paul Hall Award. The award is handed out by the New York Maritime ort Council to an individual who has done the most to promote the labor movement, the maritime industry or the port of ew York. East Coast by V.P. Leon Hall Seafarers across the Gulf volunteered their time, passing out leaflets, canvassing, making signs, manning telephone banks and attending rallies for the candidates this Union believed would give s an ear in Washington. The victories we were able to achieve show how important SPAD is to the SIU. It shows our members why we are including voluntary SPAD checkoff clauses in all the contracts we are negotiating or our Inland members. In Louisiana, the efforts of our membership, organized labor and the Democcatic party were able to beat back the millions of dollars and the upport of President Reagan and Vice President George Bush in the Senate election there. Just weeks before the election, the so-calJed experts predicted Republican Hen on Moore would walk away with the election. They gave Rep. John Breaux little chance. Some 5-6 million in GOP funds and various presidential visits later, Breaux won the election handily, a 54--46 percent margin. In Alabama and Florida, our endor ed candidates defeated Republican incumbents. In Florida, Gov. Bob Graham took the Senate eat from Sen. Paula Hawkins, and in Alabama Dick Shelby defeated incumbent Senator Jerimiah Denton. The gras roots work of our member hip, the efforts of the variou Port Councils, and SPAD contribution played a great role. Overall it wa a pretty good victory. · ow e have to loo to 1988 when the pre idential campaign hits full stride, and we have to find a candidate who will support the maritime industry. It may seem a way down the road but ·t is never too oon to start. Staying on litics for minute, I recently had chance to ost, along with other Houston Democrats and labor leaders, Paul Kir head of the Democratic ational Committee. ey were here to look over ouston as a possible site for the 988 Democratic convention. I understand ou ton i in the top three as a po ible site. We've been pretty bu yon the contract fron . We've negotiated contracts with Higman To ing in Orange, Texa which will cover a out 60 Boatmen. We also completed tal with Bay Towing of Hou ton and with estem Towing, also in ou ton. The Red Circle contract has been ratified n ew Orlean. T HE big story this month on the East Coast was the overwhelming success of the SIU's grassroots political efforts. In New York, every single candidate we supported for the House of Representatives was elected. Governor Mario Cuomo and Senator Al D' Amato defeated their opponents. In Pennsylvania, SIU-backed Arlen Specter won re-election to the Senate in a difficult campaign. In Maryland, where some of our members manned phone banks, William Donald Schaefer defeated his Republican opponent for governor by better than a four-to-one margin. This IU-backed candidates cored clo e to a clean sweep in the Gulf states in this off-year election. Part of their success has to be attributed to the hard work and SPAD donations by long-time friend of the SIU carried this membership. 14 I LOG I November 1986 Gulf Coas by V.P. Joe Sacco S Governmen Services by V.P. Buck Mercer T HIS office continues to receive reports from crewmembers on various SCPAC ship regarding the use of drugs, pot, pills, etc., by other crewmembers while aboard ship. On everal previous occa ions, I have spo en on this ubject, but it seems that the more that is aid, the worse the roblem get . e know, of cour e that it takes only a few individual violators to make things unsafe for not only themselves, but for others around them, and can put "heat" on any ship. y concern i afety for all crewmembers, and I know that when one crewmember is "spaced-out," not only does that person fail to perform properly but place every other crewmember in jeopardy. Drugs affect different people in many different ways. f'or that matter, I venture to ay that the basi for some of the di putes that happen aboard ship are due to drugs. Customs officers and dog don't come aboard ships and pull surprise searches for nothing-and if you get caught, "you lo e." If you have a problem with drugs or alcohol, why not help y~mrself by doing omething po itive about it before it's too late? Why continue down the road to destruction when a sistance is as near as your telephone? SCPAC has a policy to offer free and confidential coun eling to all employee who have personal problem which are affecting their job perlormance or conduct. The Civilian Employee Assistance Program (CEAP) can help with a variety of ituation including drug dependency and the u e of alcohol. Why wait to be disciplined before taking advantage of this program? If you feel thi program could be of assistance you are urged to contact the CEAP c ordinator at (415) 466-4732. Remember, you must take the first tep toward recovery by fir t admitting to your elf that you have a problem. Then, make that '"all important" telephone call and help i on the way. est Coa t By V.P. George cCartney HIS past election shows more than ever the need for the SIU to be active in politics to protect our maritime interests. think we did very well out here in California, particularly with the re-election of Sen. Alan Cranston. We had quite a few SIU volunteers working the polls on election day, and I believe thi helped. It is also reassuring that the Democrats ave recaptured the Senate. We are going to need every bit of help we can get to cope with this administration. n the port of San Franci co, we covered 31 ships, 20 payoffs and 11 ships in transit. The SS President Truman came in, paid off, laid up and was turned back to arad. The only other hip we have in lay up here is the SS Transcolumbia of Hud on waterways (Continued on Page 11.) �.., ... Rivers, Ports Set for $5 Billion in Improvements More than $5 billion will be spent to improve the nation's inland waterways and ports under the provisions of a $16 billion water resources/port development bill signed into law late last month. The bill, HR 6, is the culmination of almost 10 years of debate on how to improve the ports and rivers and how much to spend. During that time many inland waterways began to deteriorate as locks and dams grew old and deepsea ports saw the arrival of deeper draft ships which couldn't navigate the shallow channels of many U.S. ports. In the past, almost all work on ports and rivers was paid for by the federal government. But a growing deficit and changes in philosophy resulted in the two new provisions-local cost sharing obligations and user fees-as ways to ease some of the federal burden. Of the $5 billion earmarked for port and river projects , local authorities will have to raise $2 billion. Tax revenues and bond issues are expected to finance the major share of local cost obligations for the projects. The legislation also includes a formula for user fees which will be used for maintenance of harbors and should Dozens of the important locks and dams on the inland waterways will benefit from the port development bill. cut current federal costs of harbor dredging maintenance by about 40 percent. Shippers will pay a .04 percent tax on the value of their cargo moving through U.S. ports. That tax is expected to raise about $140 million a year. The issue of user fees raised questions during the debate, but some modifications of the fee and how it is applied convinced most shippers to go Chesapeake Bay Pilots Navigation laws say cargo ships must seek the assistance of licensed pilots when sailing the inland waterways. SIU members at a number of pilot stations play an important role in providing safe navigation by transporting pilots to cargo carriers. Or they work to bring pilots back to land by launch once a vessel has received pilot assistance. In the Chesapeake Bay, the Association of Maryland Pilots and the Association of Virginia Pilots have several stations and a fleet of pilot launches for just such transport services. During the night hours the Chesapeake is often jammed with traffic. Pilots board cargo vessels to direct shipments through the maze of small and large boats and ships. Launches meet cargo carriers at prearranged buoy locations. The See Pages 16 & 17 For More Photos The Maryland, a pilot launch owned by the Association of Maryland Pilots, is docked at the Association's Solomon's Island, Md. Lusby station. rendezvous route becomes habit. At the Lynn Haven Inlet station on the Virginia side of the Chesapeake Bay, SIU launch operators meet inbound vessels at one of four marked locations off the Virginia Capes. What is unpredictable for SIU pilot launch operators is the weather. And nowhere is this truer than on (Continued on Page 16.) along with the arrangement. Some of the projects and the federal share included in the bill are: • Monogahela River, Pa.-$123 million and $82 million for replacement of two locks and dams. • Black Water-Tombigbee River, Ala.-$150 million for lock and dam replacements; • Ohio River, Ohio and W. Va.$268 million for replacement of Gallopolis locks and dams; Major improvements also are scheduled for Mobile Harbor, the Mississippi River Ship Channel, Texas City Channel, Norfolk Harbor, San Pedro Bay and New York Harbor. In all, 48 projects are included in the legislation. Ex-IBU of Pacific Chief Merle Ad/um, 62, Dies in Seattle Former head of the Inland Boatman's Union of the Pacific, Capt. Merle D. Adlum, 62, died in the Swedish Hospital, Seattle last month. He had cancer. Brother Adlum joined the then SIUaffiliated IBU of the Pacific in 1954 working as an organizer. Later he was assistant to the president of the Union for several years before becoming head of the IBU of the Pacific. At the same time, Capt. Adlum was assistant business agent for the Masters, Mates and Pilots Union , Local 6 and was president of Virginia V Foundation, Seattle. He was also a member of the Seattle Port Commission from 1964 to 1984. As a port commissioner, Capt. Adlum won the Muncipal League of Seattle and King County Outstanding Citizen Award in 1967 and the Puget Sound Maritime Press Assn. Maritime Man of the Year Award in 1972. He was a veteran of the U.S. Navy before World War II serving on the aircraft carriers USS Saratoga and USS Oklahoma. Born in Friday Harbor, Wash., he was a resident of Seattle. Surviving are his widow, Miriam; five daughters, Virginia Houser, Joan Chandler and Jackie Strople, all of Seattle, Judi Blanks of Port Townsend, Wash. and Cindy Larsen of Woodland, Wash.; and two sisters, Sister Victoria Ann Adlum (S.N .J.M.) of Everett, Wash. and Bette Copelin of Napa, Calif. Merle Adlum November 1986 I LOG I 15 �David Callis has worked five years as a launch operator with the Virginia Pilots at Lynn Haven. The challenge for him has been overcoming the risks inherent in the job of transferring pilots, "holding the launch in there when a ship is under full speed." Besides the danger of the boarding itself, Callis adds that northeasterly winds along Virginia's coast can try the patience of launch operators and make navigation unpredictably hazardous. .., .., .. , Engineer Bob Hurst is in charge of seasonal and regular maintenance of Lynn Haven pilot launches. 16 I LOG I November 1986 Deckhand Doug Gardner (below) works to maintain the Calvert, a launch owned and operated by the Association of Maryland Pilots at Lynn Haven. With assistance from SIU members on the pilot launch Old Dominion, Pilot Skip Howard (right) boards the Dutch carrier Rouen as it plowed at 8 knots down the Chesapeake Bay. The Old Dominion is operated by the Association of Virginia Pilots, Lynn Haven. (Continued from Page 15.) the Chesapeake Bay. Heavy fog and northeast winds can make a trip on the Bay treacherous going for SIU launch operators. In fog, a launch operator may see no farther than two feet in front of the prow. In heavy seas, the launch will be hidden in swells and will not be picked up on the radar screen. Launch operators are then forced to rely on radio contact and a compass to find the vessel. Less of a hazard are winter temperatures, since most pilot launches are built with an underlay er of heating ducts that deice decks and railings. Getting there is then only half the challenge. The other half is the boarding itself. It is a delicate undertaking for both the pilot and launch operator. The pilot must climb up several stories by ladder to board the vessel. The launch operator must get close to the ship, but not too dangerously close. The photographs of SIU launch operators and launch engineers that follow show some of the danger inherent in the work SIU members perform for the Association of Maryland Pilots and the Association of Virginia Pilots. And the satisfaction that SIU members express over their work. �elp Laun h Chesa eake ay - The Association of Maryland Pilots and the Association of Virginia Pilots are prominent throughout the Chesapeake Bay region. At the Virginia station a fleet of launch vessels is docked along the shoreline of the Lynn Haven inlet. The two associations have administrative and maintenance shop buildings. Overnight sleeping quarters are provided for pilots. A launch operator at Lusby shows a student from the Seafarers Harry Lundeberg School of Seamanship some industrial arts skills he applies to pilot boat maintenance. SIU members aboard the Old Dominion stood by the Rouen until Pilot Skip Howard had completed the difficult climb up the Jacobs ladder to the safety of a side hatch opening. Story and Photos by Lynnette Marshall For SIU launch operators at Lusby, there is a special perk that comes with their job. Maryland blue crabs are in season in the summer months and may be easily netted from the piers at the Association of Maryland Pilots at Lusby. November 1986 I LOG I 17 �In Memoriam - Michael Keith Birt, 28, died of injuries sustained in a crash when his car went off the highway in Avon Park, Fla. on Oct. 4. Brother Birt joined the Union following his graduation from the Seafarers Harry Lundeberg School of Seamanship Entry Trainee Program in 1979. He sailed as an AB and tankerman for G & H Towing and Dixie Carriers in 1979, deep sea from 1980 to 1981 and from 1985 to 1986, Sabine Towing from 1983 to 1984, Crowley Marine from1984 to 1985 and Red Circle Towing in 1986. Boatman Birt had a semester of South Florida Vocational Junior College. Born in Avon Park, he was a resident there. Burial was in the Bouganvillea Cemetery, Avon Park. Surviving are a son, Richard Birt Ill; his mother, Louise Graham of Avon Park; his father, Richard Birt Sr. of Tarpon Springs, Fla.; a brother, Richard Birt II of Avon Park, and an uncle, Alfred Doherty, chief mate for Sabine Towing in the port of Houston. Pensioner Cleverne Lloyd Bradberry, 66, died on Oct. 8. Brother Bradberry joined the Union in the port of Port Arthur, Texas in 1975 sailing as a cook for Sabine Towing from 1971 to 1984. He was a former member of the Electricians Union. Boatman Bradberry was a veteran of the U.S. Army during World War II. Born in Center, Texas, he was a resident of Port Arthur. Surviving is a brother, J. E. Bradberry of Jasper, Texas. Pensioner Ruel William V. Chandler, 67, died of heart-lung failure in the South Baltimore (Md.) Hospital on Sept. 12. Brother Chandler joined the Union in the port of Baltimore in 1957. He sailed as a captain for Curtis Bay Towing (tug Gremlin) from 1945 to 1981. He was a former member of the HIW Officers Division and the ILA. Boatman Chandler was born in Kentucky and was a resident of Linthicum Heights, Md. Burial was in the Meadowridge Park Cemetery, Baltimore. Surviving are his widow, Erma and a son, William of Woodbine, Md. Pensioner Murriel Deese, 78, passed away on Sept. 13. Brother Deese joined the Union in the port of Mobile in 1956 sailing as a cook. He was born in Uriah, Ala. and was a resident of Frisco City, Ala. Surviving is his widow, Nora Inez. Dennis Wayne Dietz, 36, was reported missing and presumed dead on Jan. 18. Brother Dietzjoined the Union in the port of St. Louis, Mo. in 1977. He sailed as a deckhand and tankerman for ACBL and National Marine Service from 1977 to 1979 and for Crowley Marine out of the port of Wilmington, Calif. from 1980 to 1985. He won a Transportation Institute Towboat Scholarship and attended a 18 I LOG I November 1986 Piney Point Inland Conference in 1979. Boatman Dietz was a former member of the Teamsters Union in 1979. A native of Dickinson, N.D., he was a resident of St. Louis. Surviving are his father, George of Belfield, N .D. and his brother, Lawrence of Fargo, N.D. Pensioner John Joseph Oteri Sr., 78, passed away on Sept. 23. Brother Oteri joined the Union in the port of Port Arthur, Texas in 1961 sailing last as a chief engineer for D.M. Picton. He was born in New Orleans and was a resident of Albuqueque, N.M. Surviving are his widow, Beryl of Jasper, Texas; two sons, John Jr. and Francis of Bridge City, Texas; four daughters, Lois, Iris., Betty and Frances Martin of Bridge City, and a son-in-law, Seafarer Murphy P. Martin of Bridge City. Pensioner Early Jural Rush Jr., 85, succumbed to cancer in the Church Hospital, Baltimore on Sept. 16. Brother Rush joined the Union in the port of Baltimore in 1957. He began sailing in 1946. He was born in Baltimore and was a resident there. Interment was in the Gardens of Faith Cemetery, Baltimore Cty. Surviving is his widow, Estella. brothers, Jules and Charles, both of New Orleans. Pensioner Walter Leon Jarrett, 70, passed away from an ulcer in St. Anthony's Hospital, Louisville, Ky. on Aug. 2. Brother Jarrettjoined the Union in the port of St. Louis, Mo. in 1965. He sailed as a cook for Inland Tugs from 1963 to 1978. He was a former member of the United Steel Workers Union. Boatman Jarrett was a veteran of the lJ.S. Army during World War II. Born in Louisville, Ky., he was a resident there. Burial was in the Resthaven Park Cemetery, Louisville. Surviving is a sister, Norma Edwards of Louisville. Pensioner Harry E. Larson, 71, died on Sept. 8. Brother Larson joined the Union in the port of Philadelphia in 1960. He sailed as a lighter captain for the Independent Pier Co. from 1948 to 1977. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Boatman Larson was a native of Philadelphia and was a resident there. Surviving is a sister, Augusta Szczepanski of Philadelphia. (Continued on Page 27.) New Pensioners Pensioner Freddie Cleber Jean Landry, 77, succumbed to heart-lung failure in the Jefferson Home for Health Care, New Orleans on Sept. 5. Brother Landry joined the Union in the port of New Orleans in 1957 and sailed as a deckhand for Dixie Carriers in 1971. He was born in Plattenville , La. and was a resident of New Orleans. Interment was in Greenwood Cemetery, New Orleans. Surviving are his widow, Anna and two Robert Hall Campbell, 66, joined the Union in the port of Philadelphia in 1961. He sailed as a mate on the tug McGraw. Brother Campbell was born in Pennsylvania and is a resident of Westmont, N.J. Dispatchers Report for Inland Waters OCT. 1-31, 1986 Port Gloucester ... ........... .......... New York ...... ....... .. ....... ... Philadelphia ....................... Baltimore . .. .......... .. .......... Norfolk Mobile .::::: ::::::::::::::::::::: New Orleans ....................... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ... ........... .......... Seattle ........................... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac .... .............. ........ St. Louis .....• .......... . ......... Piney Point ........................ Totals . .................... .. .. .. *TOTAL REGISTERED All Groups Class A Class B Class C 0 0 3 3 68 0 4 1 0 3 0 0 1 7 1 0 91 0 0 1 0 12 0 1 2 0 3 0 0 0 7 1 1 28 0 0 3 0 0 0 7 6 0 8 0 0 4 0 9 0 DECK DEPARTMENT 0 0 0 0 4 3 10 0 47 11 0 0 0 0 1 2 0 0 2 0 0 0 0 0 2 0 1 9 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 8 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 1 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 37 Port Gloucester . ....... . ..... . ..... .... New York .... ..................... Philadelphia ................... ... . Baltimore ............... . ......... Norfolk Mobile .:: :::::::::::::::::::::::: New Orleans ................... ... . Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........................ Seattle ..... .. ............... ..... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac ......... .... ............. St. Louis ...... .. ................. Piney Point ........................ Totals ........................... Port Gloucester ........................ New York ... . ........... .. ........ Philadelphia ................... ... . Baltimore ......................... Norfolk Mobile.:::::::::::::::::::::::::: New Orleans ....................... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington .... ....... ..... . .. . .... Seattle ........................... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac ..... ..... ... ........ ..... St. Louis ......................... Piney Point ... ....... ............ .. Totals ........................... Totals All Departments ................ 0 0 0 0 20 0 0 0 0 0 0 0 1 3 0 0 0 0 0 0 8 0 0 0 0 0 0 0 0 4 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 24 12 2 0 0 0 0 8 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 1 0 11 6 4 126 46 43 76 11 18 7 0 0 4 0 0 0 4 6 0 1 0 0 5 0 9 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 29 0 0 0 3 91 0 3 0 0 17 0 0 4 15 0 1 134 0 0 0 0 25 0 0 0 0 12 0 0 5 35 0 1 0 0 2 0 0 0 3 4 0 3 0 0 7 0 10 0 0 0 1 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 1 22 0 0 0 0 0 0 4 0 0 0 0 0 0 0 2 26 0 0 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 0 78 29 3 31 32 4 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 0 10 0 0 1 0 0 0 0 0 18 0 0 29 0 0 0 0 2 0 0 0 0 0 0 0 0 8 0 0 10 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 194 120 37 10 1 3 97 26 35 4 *"Total Registered" means the number of men .who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. �Retired SIU Retired SIU Vice President William Calton "Cal" Tanner, 69, a charter member of the Union, passed away late last month. Brother Tanner joined the SIU in 1938 in the port of Tampa, his birthplace, sailing as an OS. He first shipped out in 1935 as a member of the International Seamen's Union. Seafarer Tanner retired to Tampa in 1979. In World War U, he sailed in all the war zones as an AB and bosun. In 1943, riding the 23-year-old SS Nonvalk off Cuba with the late SIU VP Claude "Sonny" Simmons, a Nazi U-Boat torpedo blew the ship from under them at about 3 a.m. Tanner helped lower a lifeboat and then made it to a raft. When daylight broke, the crew was picked up by a Norwegian ore carrier and then transferred to a Cuban gunboat which took them to Cuba. Just before the end of the war in the Pacific, Cal was asked to come ashore by the late SIU President Paul Hall, then New Yor port agent. In 1947, Tanner with Hall and Simmons and the former SIU VP Lindsey Williams and the late SIU VP "Bull" Shepherd, organized and igned up the 20 ships of the Isthmian Line. Simultaneously, they organized and put into the SIU fold the Cities Service Oil Co. He also helped organize the Great Lakes Port Councils. Tanner eld the vice pr~sidency from 1947 to 1972. From 1947 to 1960, he was the port of obile agent and a member of the State Dock Board and MTD Port Council. In 1960 he was elected the first executive vice pre ident of the SIU A & G District. In the mid-1970s Tanner was elected SIU vice president in charge of contract and contra~t enforcement. Surviving are his idow, Mary: a son, Robert, and a daughter, Sandra Hurley. nt 41 years serving the Union and its to vie pre ident and held several other edica C Tributes to D . osep Lo ue, SIU Here are wo tributes to the late Dr. Joseph B. Logue, 91, who passed away early last month. Dr. Logue was SIU medical director from 1956 to 1986 establishing health clinics throughou the Union's ports. Previously, he ad spent 36 years in the U.S. Navy Medical Corps retiring as a vice admiral. The first tribute is from Florence Penney, special a sistan to Dr. e at the Pete Larsen SIU Clinic in Brooklyn for almost 30 years: '•During the month of anuary 1957, I had the opportunity of being interviewed by Dr. Logue for a secretarial position with the Seafarers Welfare Plan at which time their main office was located in Manhattan. ''I never realized at the time I was hired I would have the pleasure of working with him for close to 30 years. He was a kind, warm and gentle man whom I loved working with and whom I loved very much. ''I remember well the opening of the first SIU Clinic in the spring of 1957. He was so very proud of it and went on to establish other clinics in the various ports. ''He was a man who was dedicated to his work and the membership, and many times he reached in his pocket to give a helping hand to those in need. "My elationship with Dr. Logue was very special. He was a friend and confidant, and I will cherish his memory in my heart forever." The econd tribute lauding Dr. Logue is from SIU Atlantic Vice President eon Hall: ''Logue was responsible for opening up this Union's nation ide system of clinic . One of the last urviving admirals from World War I, be had a truly remarkable career. ··Logue dedicated the last part of his life to providing quality medical Rex Die ey, Fo e Agent, C arter em Rex Dickey, a charter member of the SIU, former organizer and Baltimore port agent, died Oct. 26 in Deerfield Beach, Fla. He was 84 years old. The cause of death has not een determined. Dickey joined the SIU in October 1938 as the fledging seamen's union was just organizing. He sailed in the deck department as an AB until 1942 when he joined the service. He was wounded in combat and returned to the merchant marine in 1943. He participated in the 1946 General Maritime Strike, and in 1948 then Organizing Director Paul Hall asked Dickey to work as an organizer. He participated in large organizing drives during that time. In 1952 he became a patrolman in Baltimore and was elected portage t there ·n 1960. Dickey retired o·es P Ca Ta al ' • in 1972. Dickey continued o make bis home in Baltimore following his retirement. He was active in several ocial groups. including the Bull Liners and the Over 50 s. Dickey was in Florida or the wedding of a grandson Oct. 25. He wa stricken the following day. He collapsed in a hotel lobby and was taken to Broward ospital here he later died. He is survived by his wido Rosalie J. Dickey; one son, Joseph ofFalston, d. ·two stepsons, obert arldand of Elkton, d. and Richard arkland of orco, Calif., and three grandchildren. He was preceded in death by his first wife Theresa. Dickey was buried at Oak Lawn Cemetery in Highlandtown, d. ov. 1. e care to American seamen. He ad a real affection for this membership.'' After odd War I, Dr. Logue specialized in traumatic urgery for the Haitian government from 1927 to 1930. He was assistant chief of urgery at the aval Hospital in Washington, D.C. from 1936 to 1939 and commanding officer of the a val Hospitals i ey e , a. an from 1945 to 1947. He was with the avy Department's Bureau of Medicine and Surgery, ashington D.C. from 1947 to 1949, and he a in charge of ortho edic and traumatic surgery on the Naval hospital hip U.S. Relief in Brooklyn, N.Y. . Logue also did special wor in surgery at the Mayo Foundation Clinic, Rochester, inn.; as achu etts Genera Hospital, Boston; University of Pennsylvania, Philadelphia and the Po tgraduate Hospital, e Yo City. He was a member of the American edical Assn., Fellow of the American Co lege of Surgeons, Alpha Omega Alpha Honorary edical Society, e Yor State and County edical Society ssn. of Military Surgeon of e .S. and was certified by the . . S. orkmen's Compen ation Board for orthopedic urgery. Funeral services for one of the last surviving .S. avy admirals of World F Dr. oseph B. L gue r. at the time he was ap inted Rear Admiral. War I were held in Br oklyn, .Y. on Oct. 6. Burial with ful1 military honors was at the U.S. ational Cemetery, Arlington,. Va. on Oct. 10. Surviving are hi on, Jo eph B. Logue Jr. of ew York City; a daughter, JoAnne Daugherty of Redwood City, Calif.· two i ter , Rubie Adkins of Georgia and Myrtu Yoder of orth Carolina; a grand on, Paul Daugherty of San Franci co, and a granddaughter, Colleen Daugherty of Alexandria, Va. 's Jo n Lyons Dies, as e o Workers President John H. Lyon , a longtime member of the AFL-CIO's Maritime Trades Departme t and resident emeritus of the Iron orkers, died Oct. 26 following a stro e. He was 66. Lyons erved as Iron or ers president for 24 years and on the AFLC 0 Executive Council for 18 years. He retired in 1985. He pent 48 years with the Iron or ers and was elected to that union's top po t in 1961. Along with serving in the MTD, Lyon al o was a vice president and executive council member for both the etal Trades and Building and Construction Trades departments at the AFL-CIO. He wa appointed to 19 advisory commis ions and panels by s· U.S. presidents and served as cochairman of the 1984 ational Democratic Party Platform Committee. November 1986 I LOG / 19 �• ··::~\ff • Pictured with their awards are Leon Powe Jr., wiper; M. Thompson, engine utility; J. L. Rhodes, third steward; George Grier, SIU representative, and L. Ramon, laundryman. Open Season .for Health Plan Changes The period designated as Open Season this year for federal employees health benefits changes is Nov. l 0 through Dec. 5, 1986. This is the period during which eligible federal employees may change from one health plan to another, or from Self Only to Self and Family. Each plan participant has been sent a personalized Enrollment Change Form and FEHB Plan Comparison Chart along with a brochure. All should be studied very carefully before making a final decision to change plans. In some cases premiums have been increased; in other instances, premiums have been slightly lowered. What is mo t important, however, is whether services have been increased or decreased, and cost-sharing amounts charged for primary care have changed. Answers to these que tions can be found in the brochure. Remember, if you cancel your coverage altogether, and at a later date you enroll again, you must maintain coverage for a fiveyear period prior to your retirement. Otherwise, you lose your benefits. It is also important that the "Privacy Act Statement'' that appears on the reverse side of the ''Enrollment Change Form" be studied and understood. The Privacy Act Statement states in part, "This information may be disclosed to other federal agencies or congressional offices which may have a need to know it in connection with your application for a job, license, grant or other benefit. It may also be shared with national, state, local or other charitable or social security administrative agencies to determine·and issue benefits under their programs. In addition, to the extent this information indicates a possible violation of civil or criminal law, it may be hared with an appropriate federal, state or local law enforcement agency.'' Unlicensed Promotions Announced The announcement ha gone out to all MSCPAC hip and po ted on the bulletin board at Building #310. Naval Supply Center, for civilian marine unlicen ed permanent and competitive temporary promotions in 28 categorie . The categories include: • Boatswain (Unrep). Boat wain (Freighter), Carpenter (Freighter), Boatswain Mate (Day) (Rig Captain). Boatswain-Mate (Cable). Able Seaman and Able Seaman (Maintenance). • Chief Electrician (all clas es), Refrigeration Engineer (Day), Second Refrigeration Engineer. Third Refrigeration Engineer, Deck Engineer-Machinist, Unlicensed Junior Engineer, Second Electrician (Day), Engine Utilityman, Pumpman, Oiler and FiremanWatertender. • Chief Steward, Third Steward, Steward-Baker, Chief Cook, ight 20 I LOG I ovember 1986 Cook and Baker, Second Cook-Baker, A i tant Cook. Third Pantryman, Laundryman, and Yeoman-Storekeeper. All promotion reque t should be submitted to MSCPAC Employment Divi ion (Code P-22), Oakland, Calif. 94625 prior to the clo ing date of Dec. 15. 1986. Interested candidate who are afloat hould ubmit their request via me age, even though you may have ubmitted a previou reque t. In addition, recommendations from hip ' ma ters on behalf of candidate who are under their supervision go a long way when a candidate is being considered for permanent or competitive temporary promotion. Each time there is an MSCPAC marine promotion announcement, it seems that marine employees who are in a leave status fail to get the word. This time, however, MSCPAC will be A Whole Lotta Years-Plus Length of Service and a Sustained Superior Performance Award were presented to four MSCPAC marine employees recently by MSCPAC Commander, Capt. W. T. Dannheim. M. Thompson and L. Ramon each have 40 years federal service while J. L. Rhodes can boast of 41 years. Ramon and Rhodes elected to retire and spend a little time with their families-and the rest of their leisure fishing on the banks of the various California rivers. Thompson remains on the MSCPAC rolls unfit for duty but is thinking strongly of "throwing in the towel." Just think-that's 121 years of federal civil service between the three. That's a "whole lotta years." Leon Powe Jr., who received a ''Special Achievement A ward'' for his sustained superior performance while serving aboard the cable ship USNS Zeus, has worked as a wiper since joining MSCPAC in June 1982. Powe received a check in the amount of$741 for his productive labor, accomplished at times under adverse circumstances. In receiving his award, Powe proved to himself, the crew of the Zeus, and to all MSCPAC unlicensed marine personnel, that individuals can be rewarded for the execution of their duties in an exemplary manner. Tug Catawba Three of the four-member steward department take a break from their arduous duties aboard the USNS Catawba. They are, from left: Charles Abernathy, utility and Thomas Dryden, steward/baker. Seated is Arthur Victor, chief cook. Merry Christmas,_,_-Maybe? MSCPAC unlicensed deck, steward department and yeomen/storekeeper personnel received a one-half (.05%) percent retroactive base wage increase on May 23, 1986 for the period March 16 through August 31, 1984. Only a portion of that half-percent was paid at that time. There remains one-half percent to be paid for the period Sept. 1, 1984 through May 15, 1985. Additionally, there is a retroactive payment of three-and-one-half (3.5%) percent increase on base wages due sending copies of the announcement to tho e employees who are in a leave status in order to give them the same opportunity for promotion consideration as those afloat employees. After the closing date, which is Dec. 15, 1986 it will take the MSCPAC staff some time to compile all the paperwork and set up the ranking order in the different departments and categories. Consequently, the MSCPAC Promotion Board will not meet until some time after the new year. for the period April 1, 1985 through May 15, 1986, plus a two (2%) percent increase in two increments on premium pay rates. This retro money is payable to all unlicensed personnel. Together, these payments represent a sizable sum for each affected employee, and the new MSCPAC Comptroller, CDR R. E. Odegaard, has indicated his staff would do their level best to have the long overdue retroactive money paid before Christmas 1986. Personnel who will be aboard ship and want their checks mailed to them should write to the MSCPAC Comptroller's Office, telling them where they want their check mailed. Alertness Is The Key to Vessel Safety �MV PAUL BUCK-Some of the crewmembers take time out for a snapshot while offloading in Pearl Harbor. They are, from the left: J.L. Carter, AB; George Pino, GSU; Alfred L. DeSimone, DEU; Marion E. Howell, chief cook, and Klaus Tammler, AB. BEAVER STATE-While stopping off in Honolulu, the deck gang, led by Bosun Jack Edwards, takes on parts for the engine room . •• Photos by Steve Ruiz and Bob Hamil ~11 ,~ :·····. SS CONSTITUTION-The deck and engine gang onboard the SS Constitution turn out for a Union meeting while at sea. MV lST LT. JACK LUMMUS-From the port of Honolulu, the crew takes time out to send a warm aloha to the mainland. Seated (I. tor.) are Ellen Jobbers, SA; Luke Meadows, bosun; Mike Tracey, AB; Edward Ellis, SA; Mark Stevens, AB, and Rick Holt, SA. Standing (I. tor.) are Steve Parker, chief cook; Cathy Hobs, baker, and Brad Girliech, SA. SS INDEPENDENCE-SIU Rep Bob Hamil accepts a contribution to the Maritime Defense League from Mrs. Vickie Irving in the port of Hawaii. kf.:·· SS CONSTITUTION-Passenger Service is first-rate aboard the SS Constitution with the help of the lovely and competent purser department. They are (I. tor.) Ivonne Darley, jr. asst. purser; Gay Hammett, chief purser; Heidi McCartney, jr. asst. purser, and Kathy Harper, jr. asst. purser. November 1986 I LOG I 21 �cove Leader Passes Through Panama canal The SS Cove Leader (Cove Shipping Inc.) passed through the Panama Canal Sept. 11 on her way back to the Gulf after shuttling six voyages from Valdez/West Coast this summer. The vessel underwent a shipyard period in Portland, Ore. and recrewed out of the Seattle hall. Thanks to R.A. McClean , master aboard the Cove Leader, for sending us these photographs of the crew. (Look for more pictures of the Cove Leader next month.) C. Smith, bosun M. Bolger, AB H. Lewis, chief cook M. Williams, pumpman 22 I LOG I November 1986 C. Broerman, AB R. Schwender, OMU J. Kass, AB �Help A Friend Deal With Alcoholism Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lfad to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fell ow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to healthy' productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step ·back to recovery is only an arm's length away . ~-------------------------------~ Alcoholic Rehabilitation Center I am interested in attending a six-week prograw at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential. and that they will not be kept anywhere except at The Center. Name ............................. Book No ............ . a Address (Street or RFD) (City) (State) (Zip) Telephone No ................ . Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 I : I ________________________ ---------------------------------' .__ or call, 24 hours-a-day, (301) 994-0010 : November 1986 I LOG I 23 �Hawaii Honors WWI I Merchant Marine Vets Correction Due to an editor's error, the captions on the above pictures which appeared in the October LOG were switched. Above (left) is AB Raymond Rainey. Steward Assistant Mark Fuller is pictured on the right. Going Out on Pension? Here Are Some Tips ... If you are going out on pension, it is to your advantage to plan ahead. Get all the forms and paperwork together so that there will be no delay in getting your pension application approved and your checks in the mail. You will need: • A copy of your birth certificate. • Copy of your wife or husband's birth certificate. • Copy of your marriage certificate. • Copies of your discharges. Especially those for the years prior to 1951 and the last year you worked. • Passport size photograph. If your application is for an Inland pension, you will also need: • A Type I Statement of Earnings from Social Security. • A company letter outlining your service with the company. Additional documents are needed for those of you who are applying for a disability pension: ington, D. C. well ahead of the time you will be submitting your pension application. Your Union's pension and welfare departments are set up to give you prompt service. Your help in giving them the necessary documents to prove eligibility will ensure that you get your benefits on time. • A Social Security disability award. • A Permanently Not Fit for Duty letter from your doctor. If you lost any of your discharges, write to the U.S. Coast Guard, Wash- We want to make sure that you receive your If you are getting more than one copy of the copy of the LOG each month and other important LOG delivered to you, if you have changed your mail such as W-2 Forms, Union Mail and Welfare address, or if your name or address is misprinted Bulletins. To accomplish this, please use the or incomplete, please fill in the special address address form on this page to update your home form printed on this page and send it to: address. SIU & UIW of N.A. Address Correction Department Your home address is your permanent address, 5201 Auth Way and this is where all official Union documents, Camp Springs, Maryland 20746-9971 W-2 Forms, and the LOG will be mailed. -----------------------------------------------------------PLEASE PRINT HOME ADDRESS A Poem of Love The Sailor I Married He is so very special to me, My life without him ... Just wouldn't be. He is gone for four months At a time, But when he comes home to me He is all mine Al tho he's gone from home a lot . . . A wonderful husband and father we got. He calls me often just to say, I love you sweetheart . . . In his own special way. So you see, this sailor I married Was just meant to be . . . The most wonderful, loving, caring, devoted Husband who was specially meant Just for me! I love you sweetheart, tho the miles Between us are far apart . . . It's you I love and keep near my heart. Date: _ _ _ _ _ _ _ _ __ Social Security No. Phone No. ( Area Code Your Full Name Apt. or Box# Street Book Number D SIU City D UIW State D Pensioner ZIP Other-------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - This will be my permanent address for all official Union mailings. This address should remain in the Union file unless otherwise changed by me personally. (Signed)------------------ -----------------------------------------------------------J 24 I LOG I November 1986 Grace Freeman Panama City, Fla. (wife of QMED Mark Allan Freeman aboard the LNG Aquarius) o You Have e tio s Cairns If you have any questions about your welfare claims, contact your port repres~nta­ tive, your area vice president, or call this toll-free number: 1-800-345-2112. �S the 1987 school season begins, it's not too early for high school seniors to start thinking about college. For dependents of Seatare rs and Boatmen the financial burden of college can be greatly eased if they win an SIU scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Seafarers Welfare Plan. For dependents, four $10,000 scholarships are offered. But the Scholarship Program is not exclusively for dependents. A $10,000 award and two $5,000 scholarships are available to active Seatare rs and Boatmen. Also, when there are exceptionally qualified Seafarers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $10,000 award to an active member. The Scholarship Program was begun in 1952 to help members and their children achieve their educational goals. Several years ago it was named after Charlie Logan, a labor consultant and arbitrator who died in 1975. He helped establish the Seafarers Scholarship Program and then worked hard to keep it strong and growing. A Seafarer Requirements Seafarers and Boatmen who are applying for scholarships must: • Be a graduate of high school or its equivalent. • Have credit for two years (730 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment on a vessel in the sixmonth period immediately preceding the date of application. • Have 120 days of employment on a vessel in the previous calendar year. Pensioners are not eligible to receive scholarship awards. Dependent Req'uirements Dependents of Seafarers and Boatmen who apply for a scholarship must be unmarried, under 19 years of age, and receive sole support from the employee and/or his or her spouse. Unmarried children who are eligible for benefits under Plan # 1 Major Don't Wait! Apply Now For Medical are eligible to apply for a dependent's scholarship up to the age of 25. Each applicant for a dependent's scholarship must: • Be unmarried at the time application is made. • Be under 19 or 25 years of age (whichever is applicable). • Be eligible for dependent benefits under the Seafarers Welfare Plan. • Be a graduate of high school or its equivalent. The applicant's parent must: • Have credit for three years (1,095 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment in the six-month period immediately preceding the date of application. • Have 120 days of employment in the previous calendar year. The last two items above covering worktime requirements of the applicant's parents do not apply to applicants who are the children of pensioners or eligible deceased employees. Must Take SAT or ACT For both active members and the dependents of eligible members, the scholarship grants are awarded on the basis of high school grades and the scores of either College Entrance Examination Boards (SAT) OR American College Tests (ACT). The SAT or ACT exam must be taken no later than February 1987 to ensure that the results reach the Scholarship Selection Committee in time to be evaluated. For upcoming SAT test dates and applications, contact the College Entrance Examination Board at either: Box 592, Princeton, N.J. 08540 or Box 1025 Berkeley, Calif. 94701, whichever is closest to your mailing address. For upcoming ACT test dates and applications contact: ACT Registration Union, P.O. Box _ 414, Iowa City, Iowa 52243. Scholarship program applications are available to active members or their dependents at any SIU hall or through the Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced in May 1987. The deadline for submission of applications is April 15, 1987. November 1986 I LOG I 25 �e~=Ir=li=~=@=ll=:========<E>~~~,~,~"~>=====uill)~~~a·w@~~M~~~=' Deep Sea Pensioner Frank Bauer passed away on Oct. 16. Brother Bauer joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1968. Pensioner Steven Boides, 78, passed away from cancer on Sept. 13. Brother Boides joined the SIU in the port of San Francisco. He was born in Greece and was a naturalized U.S. citizen. Seafarer Boides was a resident of San Francisco. Burial was in the Greek Memorial Park Cemetery, Colma, Calif. Surviving are his widow, Areti and a son, Franklin of Walnut Creek, Calif. Herbert "Herb" Gerard Boudreaux, 39, died on Sept. 25. Brother Boudreaux joined the SIU in the port of New Orleans in 1967 working last on the Sea-Land Shoregang, Port Elizabeth, N.J. and on the Waterman Shoregang, New Orleans from 1983 to 1984. He hit the bricks in the 1980 ACBL beef. In 1975, he worked as a spinner maintenance mechanic for the Louisiana Dock Co. (UIW) New Orleans. And in 1977, he was a delegate to the 5th UIW Quadrennial Convention in New York City. Herb worked at the SHLSS from 1969 to 1970 during the school's building period. And he was a veteran of the U.S. Marine Corps during the Vietnam War. Born in Louisiana, he was a resident of Violet, La. Surviving are his widow, Vilma of Honduras and five daughters, Wendy, Lynn, Sue Ann, of San Ysidro, Calif., Cynthia and Carol of New Orleans. Pensioner Francis Edward Burley, 64, died on Oct. 20. Brother Burley joined the SIU in the port of New York in 1951. He sailed last as a cook out of the port of Houston. He was born in New Hampshire and was a resident of Spring, Texas. Surviving are his widow, Mavis; his mother, Dorothy Sargent of Dover, N.H., and a brother, Elmer. Joseph Anthony Dixon, 34, died in a hospital on Sept. 18. Brother Dixon joined the SIU in the port of Mobile in 1969 sailing as a cook and AB. He also shipped out on the West Coast from the port of San Francisco. Seafarer Dixon was born in Mobile and was a resident there. Surviving are his mother, Lavern of Mobile and three Seafarer brothers. Pensioner Harold P. Faisone, 55, died of he"rt-lung failure in the Kaiser Foundation Hospital, San Francisco on Aug. 20. Brother Faisone joined the SIU-merged Marine Cooks and 26 I LOG I November 1986 Stewards Union in 1949 in the port of San Francisco sailing as a porter. He first sailed on the West Coast in 1947. Seafarer Faisone was a resident of San Francisco. Surviving are two daughters, Mercie White of Lubbock, Texas and Sherry Mercedes of San Francisco and a sister, Myrtle Willis of San Francisco. Herbert Van Dunn, 45, died on March 8. Brother Dunnjoined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1978. Brother Dunn first sailed on the West Coast in 1962. He was a veteran of the U.S. Army during the Vietnam War. A native of California, he was a resident of Oakland, Calif. Surviving is his mother, Sybil Wightman of Oakland. Pensioner Lee Hguey Gong, 85, passed away from lung failure in the French Hospital, San Francisco on Sept. 1. Brother Gongjoined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco sailing as a cook for APL. He first sailed on the West Coast in 1935. Seafarer Gong also sailed during World War II. Born in China, he was a resident of San Francisco. Interment was in the Ning Yung Cemetery, Colma, Calif. Surviving are his widow, Len Hai; three sons, Bock Kai; Bock Hung and Michael of San Francisco and a daughter, May Fong. Pensioner George R. Higgs died on June 2. Brother Higgs joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1977. Pensioner Frank Chouza Lijo, 81, succumbed to arteriosclerosis in Brooklyn, N.Y. on Aug. 19. Brother Lijo joined the SIU in the port of New York in 1951 sailing last as a chief steward. He walked the picket lines in the 1946 General Maritime, 1947 Isthmian, 1948 Wall St., 1961 Greater N.Y. Harbor and the 1962 Robin Line beefs. Seafarer Lijo was born in Corona, Spain and was a resident of New York City. Burial was in the Rosedale Cemetery, Linden, N .J. Surviving are a brother, Manuel of Norwood, Mo. and a sister, Josefa of Coruna. Pensioner Manuel Sanjurjo Medina, 57, succumbed to cancer in the Ashford Hospital, San Juan, P.R. on Oct. 4. Brother Medina joined the SIU in the port of San Juan in 1964 sailing as a wiper and AB. He was born in San Juan and was a resident there. Interment was in the Puerto Rico Cemetery, Isla Verde, Carolina, P.R. Surviving are his widow, Ernestina; two sons, Juan and Reyes; a daughter, Santa, and his mother, Adela of San Juan. Pensioner George G. Silva, 77, passed away from cancer at home in Hawaii on Sept. 7. Brother Silva joined the SIU-merged Marine Cooks and Stewards Union in the port of New York in 1955. He first sailed on the West Coast in 1926. He was born in Hawaii. Burial was in the Chapel of the Chimes Cemetery, Oakland, Calif. Surviving are his widow, Bertha of San Leandro, Calif.; three sisters, Ida, Maria Camara of Winchester, Mass. and Alice Gonsalves of San Francisco, and two nieces, Loma Perry of Hayward, Calif. and Jean Gonsalves of San Francisco. Pensioner Harry David Silverstein, 67, died of lung failure in the Virginia Mason Hospital, Seattle on Aug. 5. Brother Silverstein joined the SIU in the port of San Francisco in 1956. He sailed as a cook, waiter and bartender. He also sailed during the Vietnam War. Seafarer Silverstein was a veteran of the U.S. Army in World War II. A native of San Francisco, he was a resident of Seattle. Cremation took place in the Butterworth Crematory, Seattle. Surviving are his mother, Sophie of North Hollywood, Calif; a brother, Maurice of Sacramento, Calif.; a sister, Ethel of Daly City, Calif.; two nephews, Jackie and Herman Gravitz of Daly City, and a niece, Donna Franzen of San Francisco. I" Eugene Van Sobczak, 66, succumbed to lung failure in the Hayward (Calif.) Hospital on Sept. 11. Brother Sobczak joined the SIU in the port of New Orleans J in 1951 sailing as an oiler. He also worked as a railroad brakeman. Seafarer Sobczak was a veteran of the U.S. Navy in World War II. Born in Chicago, Ill., he was a resident of Hayward. Burial was in the Holy Sepulchre Cemetery, Hayward. Surviving are a brother, Harry of Chicago; a sister, Adeline Kafka also of Chicago, and a niece, Barbara Wagner of Oak Forest, Ill. Pensioner Vertis Cook Smith, 74, passed away from a heart attack in St. Joseph's Hospital, Tampa, Fla. on Aug. 30. Brother Smith joined the SIU in 1942 in the port of Baltimore ailing as a recertified bosun, 3rd mate and ship's delegate. He graduated from the Union's Recertified Bosuns Program in 1975. And he was on the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. Beefs. Seafarer Smith was born in Heflin, Ala. and wa a resident of Tampa. Interment was in the Fitzgerald Cemetery, Mulberry, Fla. Surviving is his widow, Irma. Pensioner Alexander Sokolowski Jr., 62, died at home in New Orleans on Sept. 11. Brother Sokolowski joined the SIU in 1942 in the port of New York sailing as an AB. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Sokolowski received a Union Personal Safety Award in 1961 for sailing aboard an accident-free ship, the SS Steel Surveyor. Sokolowski was born in Westfield, Mass. Cremation took place in the Security Plan Crematory, New Orleans. Surviving are his mother, Anna of Westfield, and a sister, Jennie O'Keefe of Springfield, Mass. Pensioner Sven Orage Stockmarr, 62, died on Sept. 13. Brother Stockmarr joined the SIU in 1943 in the port of New York. He sailed as a recertified bosun, graduating from the Union's Recertified Bosuns Program in 1973. Seafarer Stockmarr walked the picket line in the 1946 General Maritime and the 1961 N.Y. Harbor beefs. He also attended the U.S. Maritime Transport Service Schools in Hoffman Is., N .J. and Sheepshead Bay, Brooklyn, N.Y. Bosun Stockmarr was born in Denmark and was a naturalized U.S. citizen. He was a resident of Brooklyn. Surviving are his father, S. Stockmarr of Morley, Denmark and two sisters, Karen Nielson and Gudrun Stockmarr, both of Esbjerg, Denmark. Pensioner Vasser Szymanski, 70, died on Oct. 2. Brother Szymanskijoined the SIU in 1946 in the port of Galveston sailing as a chief steward. He walked the picket line in the 1946 General Maritime beef. Seafarer Szymanski was a veteran of the U.S. Army in World War II. Born in Massachusetts, he was a resident of Springtown, Texas. Surviving are his widow, Queen Victoria, and two sons, John of Salem, Mass. and Ernest. Pensioner Phillip "Blackie" Rodney Wagner, 61, died on Aug. 29. Brother Wagner joined the SIU in 1947 in the port of New York. He sailed as an oiler and engine delegate and helped to organize Tideland Marine Services. Seafarer Wagner hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Wagner was a veteran of the (Continued on next page.) �(Continued from previous page.) U.S. Navy in World War II. Born in Hastings, Neb., he was a resident of New Orleans. Surviving are his widow, Mary and his father, G. W. Wagner of Grand Island, Neb. Pensioner Merle Edward Williams, 79, passed away from heart-lung failure in the Swedish Medical Center, Seattle on Jan. 4. Brother Williams joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1967 sailing as a cook and steward for APL. He first sailed on the West Coast in 1922. Seafarer Williams was born in Wichita, Kans. and was a resident of Seattle. Interment was in the Mt. Pleasant Cemetery, Seattle. Surviving are two sons , Reanuel of Compton, Calif. and Vandrea of Los Angeles, Calif. and two daughters, Casandra of Los Angeles and Jacqueline Franklin of Seattle. Robert Michael Wilson Jr., 36, died in a fall aboard the Sea-Land Endurance at sea enroute to the port of Yokohama, Japan on Sept. 22. Brother Wilson joined the SIU in 1971 following his graduation from the Seafarers Harry Lundeberg School of Seamanship Entry Trainee Program, Piney Point, Md. He sailed as a QMED. He also sailed during the Vietnam War. Seafarer Wilson was born in San Francisco and was a resident there. Surviving are his father, Robert "Sam" M. Wilson Sr. of Port Angeles, Wash.; his mother, Ruby of Pahoa, Hawaii, and a brother, Michael of California. Pensioner John McCabe Yates, 58, died at home in Jacksonville on Aug. 25. Brother Yates joined the SIU in the port of Baltimore in 1953 sailing as a bosun. He was on the picket line in the 1961 N.Y. Harbor beef. Seafarer Yates was a veteran of the U.S. Army in World War II. He was a native of Columbus , Ohio. Burial was in the Seafarers Haven Cemetery, Piney Point, Md. Surviving is his sister, Elizabeth Blackstone of New Concord , Ohio. Great Lakes Pensioner Harry Herion, 79, passed away from heart failure in the Berlin Hospital, Green Bay, Wis. on Sept. 19. Brother Herion joined the Union in the port of Frankfort, Mich. in 1956. He sailed as an AB for the Ann Arbor G ing (Mich.) Car Ferries from 1966 to 1972 and also worked as a journeyman rigger. He was born in Michigan and was a resident of Manitowoc, Wis. Cremation took place in the Jens Crematory, Manitowoc. Surviving are his widow, Luella and a son, Dale. Atlantic Fishermen Pensioner Philip Thomas Parisi passed away on Oct. 10. Brother Parisi joined the SIU-merged Gloucester Fisherman's Union in the port of Gloucester, Mass. sailing as an AB. He retired in 1976. In 1975 he rode the CS Long Lines (AT&T). Fisherman Parisi was a resident of Gloucester. In Memoriam (Continued from Page 18.) Joseph Christopher Muscato III, 34, died of injuries sustained as a passenger in a car crash on Rt. 249, St. George' s Is. , St. Mary 's Cty. , Md. on Sept. 19. Brother Muscato joined the Union following his graduation from the Harry Lundeberg School of Seamanship Entry Trainee Program in 1977. He sailed as a relief captain for Sonat Marine (IOT) from 1979 to 1984 and as an AB and tankerman for Crowley Marine from 1985 to 1986. Boatman Muscato had three years at Jacksonville University studying the liberal arts. A native of New York City, he was a resident of Jacksonville. Interment was in Arlington Cemetery, Jacksonville. Surviving are his parents, Joseph and Myrtice Muscato Sr. of Jacksonville and two brothers, Michael and Joseph Jr. Pensioner James Russell Wathan Jr., 66, died of heart-lung failure in Lake Jackson, Texas on Sept. 20. Brother Wathen joined the Union in the port of Houston -in 1957. He sailed for Dixie Carriers from 1957 to 1983. Boatman Wathen also sailed for the Dow Chemical Co. from 1952 to 1957. Capt. Wathen was a former member of the Carpenters and Joiners Union of America from 1940 to 1941. And he attended a Piney Point Gulf Crews Conference in 1977. Wathen was a veteran of the U.S. Navy in World War II. Born in Carrabelle, Fla., he was a resident of Freeport, Texas. Burial was in the Restwood Park Cemetery, Lake Jackson. Surviving are his widow, Elizabeth; two sons, James II and Daniel of Freeport, and a daughter, Joanne Wicke of Freeport. A P ROVING that the Seafarers LOG will go to any lengths to get a photo of one or two of its contracted ships, LOG editor Chuck Svenson (with Chief Mate Susan Svenson aboard) went to sea in his pea-green boat the Flicka with camera and telephoto lens. The 10-day voyage down the Chesapeake to Hampton Roads, around Cape Charles and up the Atlantic Coast to Cape Henlopen, up the Delaware Bay, through the C&D Canal, and back into the Chesapeake netted three SIU vessels (see photos), two aircraft carriers, 30 foreign-ftaggers , a herd of porpoises and several flights of pelicans. The Flicka. ghosts on the waters of the Chesapeake Bay at the beginning of her 10-day voyage around the Delmarva peninsula. ~:···;:;:,.,,:~·.:· ::~;.···. The Sealand Developer is down to her marks as she steams inbound at Hampton Roads. - The Lt. John T. Bobo lies at anchor at Hampton Roads. The Mount Vernon Victory is silhouetted by the setting sun as she heads outbound on the Delaware Bay. November 1986 I LOG I 27 �Deep Sea Robert Hilton Bell Jr., 56, joined the SIU in 1947 in the port of New York sailing as an AB. Brother Bell last shipped out of the port of Mobile. He was born in Alabama and is a resident of Pensacola, Fla. Clifford "Cliff'' Aubrey Bellamy, 65, joined the SIU in the port of New York in 1953 sailing as a bosun. Brother Bellamy began sailing in 1948. He also sailed on the Great Lakes. Seafarer Bellamy sailed during both the Korean War and the Vietnam Conflict. And he is a former member of the SUP, Hod Car• riers Union and the Mine, Mill Smelters Union and is a veteran of the U.S. Navy in World War II. Bellamy is a published poet. Born in Boone, N.C., he is a resident of Salt Lake City, Utah. Thomas Gregory Boland, 58, joined the SIU in 1947 in the port of Seattle. He sailed as a recertified bosun last shipping out of the port of Houston on the SS Fa/con Princess. Brother Boland graduated from the Union's Recertified Bosuns Program in 1983. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Boland is a Sp/3d Class veteran of the U.S. Army in the Korean War. A native of Davenport, Iowa, he is a resident of Texas City, Texas. - John David Burchinal Sr., 63, joined the SIU in 1944 in the port of New York sailing as a chief electrician. Brother Burchinal last shipped out of the port of New Orleans. He is a veteran of the U.S. Navy in World War II. Seafarer Burchinal was born in Pennsylvania and is a resident of Harvey, La. Juan I. Gomez, 66, joined the SIU in the port of Seattle in 1957. Brother Gomez last shipped out of the port of New York. He was born in Puerto Rico and is a resident of New York City. Francisco "Frank" DeDominicis, 63, joined the SIU in 1944 in the port of New York sailing as an AB. Brother DeDominicis last shipped out on the Sea-Land Economy in the port of New Orleans. He was born in New York and is a resident of New Orleans. of the port of Jacksonville. Brother Rice graduated from the Union's Recertified Chief Stewards Program in 1979. He is a veteran of the U.S. Navy in World War II. Seafarer Rice was born in Federal PakePerry Pt., Md. and is a resident of Ormond Beach, Fla. James Michael Lennon, 61, joined the SIU in 1943 in the port of New York sailing as an oiler. Brother Lennon also sailed in the Vietnam War. He hit the bricks in the 1961 Greater N. Y. Harbor and the 1962 Robin Line beefs. Bearer Lennon was born in New York City and is a resident of Brooklyn, N. Y. Lloyd Douglas Richardson, 65, joined the SIU in 1944 in the port of Norfolk sailing as a bosun last on the SS Long Beach. Brother Richardson is also an electrician. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Richardson was born in Richard, Va. and is a resident of Chesapeake, Va. Herschel Leon Myers, 65, joined the SIU in the port of Wilmington, Calif. in 1968 sailing as an AB. Brother Myers also worked as a plasterer. He is a veteran of the U.S. Navy in World War II. Seafarer Myers was born in Lebanon, Ind. and is a resident of Hawaiian Gardens, Calif. Juan Oquendo Jr., 65, joined the SIU in 1943 in the port of New York sailing as a recertified chief steward. Brother Oquendo graduated from the Union's Recertified Chief Stewards Program in 1981. He walked the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Oquendo was born in Puerto Rico and is a resident of Uniondale, N.Y. Vincent Pascal Pizzitolo Sr., 64, joined the SIU in the port of New Orleans in 1953 sailing last as a recertified chief steward riding the Sea-Land Producer. Brother Pizzitolo graduated from the Union's Recertified Chief St~wards Program in 1981. He is a veteran of the U.S. Army Paratroopers in both World War II and the Korean War. He was wounded in Belgium, France and Korea. Seafarer Pizzitola was born in New Orleans and is a resident there. Charles Martin Rice, 64, joined the SIU in 1945 in the port of Boston, Mass. sailing last as a recertified chief steward and ship's chairman aboard the SS Ponce out John Francis Scully, 58, joined the SIU in 1946 in the port of New York sailing as an AB. Brother Scully last worked on the port of Seattle Sea-Land Shoregang from 1978 to 1986. He was on the picket line in the 1946 General Maritime beef. Seafarer Scully was born in Beverly, Mass. and is a resident of Seattle. Kenneth Hennis Steinmetz, 59, joined the SIU in 1947 in the port of New York sailing last as QMED on the SS Thompson Pass out of the port of San Francisco. Brother Steinmetz hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. He was born in New Jersey and is a resident of Clearlake, Calif. Raymond Payton Taylor, 62,joined the SIU in 1947 in the port of New Orleans sailing as a chief steward last on the SS Arctic (Maritime Overseas). Brother Taylor walked the picket line in the 1946 General Maritime beef. He was born in Louisiana and is a resident of Harvey, La. Great Lakes Joseph Leo Vieira, 65, joined the SIU in the port of Cleveland, Ohio in 1966 sailing last as a chief pumpman for the Erie Sand Co. from 1966 to 1986. Brother Vieira also worked as a turret lathe operator and as a yacht refinisher. He is a veteran of the U.S. Coast Guard in World War II. Laker Vieira was born in Ohio and is a resident of Erie, Pa. Ex-SIU Agent 'Pete' Drewes Retires Longtime SIU official Peter "Pete" Walton Drewes, 59, retired on Oct. 1. Brother Drewes joined the Union in 1945 in the port of Charleston, S. C. sailing this last year as a recertified bosun aboard the SS Ambassador (Coordinated Caribbean Transport) out of 28 I LOG I November 1986 the port of Jacksonville, Fla. Previously, he had sailed Sea-Land ships from 1980 to 1982. He graduated from the Union's Recertified Bosuns Program in 1974. Seafarer Drewes first became a SIU official as a patrolman in the port of Duluth, Minn. serving from 1959 to 1961. He was the portofDetroit, Mich. agent from 1964 to 1967. From 1969 to 1975 he was a patrolman in the port of Houston, Texas mixed in with a 1972 to 1973 stint as agent in the port of St. Louis, Mo. In 1975 he attended a Union Crews Conference at the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md., and in 1981 he was a delegate to the SIUNA Triennial Convention in Washington, D.C. A native of Brooklyn, N. Y., Drewes is a resident of Dunedin, Fla. For more than 33 years, Harold "Buck" Weaver made his living sailing deepsea or inland, until a knee injury forced him to retire last month. Weaver spent the last dozen years working as an AB for G&H Towing in Houston. Throughout the years he sailed as an AB, AB deck/maintenance and recertified bosun. Brother Weaver began sailing with the SUP in 1943 and the SIU in 1951. Houston Port Agent Dean Corgey said Weaver "is one of the more respected and admired members around the Houston hall." �PFC Diaes• of Ships Nee•inas BALTIMORE (Apex Marine), September 21-Chairman C. Mattioli; Secretary Edward M. Collins; Educational Director C.R. Wright. Some disputed OT was reported in the engine department pertaining to the pumpman. There will be a payoff this trip in New York. Both the chairman and secretary thanked the crew for their cooperation and for helping keep the pantry and messroom clean. The importance of contributing to SPAD was aJso stressed. One suggestion brought up was to see the patrolman about getting more movies aboard ship. Next port: St. Croix, V.I. 1st LT. JACK LUMMUS (AMSEA), September 21-Chairman Douglas Luke Meadows; Deck Delegate William E. Ashman; Engine Delegate Larry Brown; Steward Delegate Catherine Kohs; Secretary Wiiliam E. Bragg. No disputed OT reported. There is $129 in the ship's fund. The crew voted to earmark that money, as well as money from the various pools, for the necessary equipment to complete the video system. On the subject of the video system: The crew will handle only the VHS format machine and are prohibited from using the Navy's Beta format machine. The bosun will have a cabinet built to house the tapes in the 0-4 linen locker. The chairman reminded the crew that "we are still members of the SIU" and "we should strive to live and work by the rules of our contract and make every effort to run the ship as any other SIU ship." It was suggested that the crew start football pools to get additional funds for the ship. And regarding the amount of milk allotted by the company, it was decided to wait until the next meeting to file a beef. Next port: Honolulu, Hawaii. to SPAD. A vote of thanks was given to the steward department for a job well done. Next port: Baltimore, Md. JAMES ANDERSON, JR. (Maersk), September 21-Chairman Alfonso Armada; Secretary T. Maley; Educational Director Steve Miller; Deck Delegate Edwin Ortega; Engine Delegate Benjamin 0. Conway; Steward Delegate Gregory Lee. No beefs or disputed OT reported. A telegram was sent to headquarters advising them of the number of Class A and Class B seniority onboard. A Brotherhood of the Sea: The True Meaning We would like to commend the following crewmembers and officers on the Pride of Texas during the boat-dropping incident. Upon accidental release of Lifeboat # 1, AB Tony Dundee fell approximately 70 feet from the lifeboat davits with the lifeboat into the Elizabeth River in Portsmouth Va. at the Moon Engineering dock. Prompt action during this crisis resulted in the safe rescue of this crewmember from the river. Instrumental in the rescue were the following individuals: Chief Engineer Jim Fernandez who did not hesitate to jump into the river upon first seeing the victim. Chief Mate Wayne Edwards, 1st Asst. Engineer Paul Walker, and Engine Cadet Patrick Paddack assisted Brother Dundee who was conscious but obviously disoriented and injured. The Moon Engineering utility boat was quick to the scene to further assist in moving the victim to the awaiting ambulance. The Third Mate and Medical Officer Jerry Jones accompanied Brother Dundee to Maryview Hosptial. We thank and commend these men as well as all others who were part of this successful rescue. They put forth unselfish efforts and kept level heads during this time of crisis and thus deserve recognitition. Sincerely, Ships Committee Robert B. Crane, Master M/V Pride of Texas GROTON (Apex Marine), September OVERSEAS WASHINGTON (Mari- 21-Chairman Neil Matthey; Secretary Marvin Deloatch; Educational Director A. Gardner; Deck Delegate P. Barney; Engine Delegate Tecumseh Williams; Steward Delegate Roderick Bright. No disputed OT reported. The chairman noted that all repairs were made in the shipyard, and the new washing machine that was ordered should be aboard this trip. The ship will pay off in Baltimore Sept. 25. He urged all qualified members to take advantage of the upgrading courses offered at Piney Point. The secretary talked about the decline of the maritime industry. He suggested that all members write their congressional representatives to try to help build a stronger merchant marine. And the educational director reminded members that the Groton is a tanker; therefore, there should be NO SMOKING outside on deck at any time. He stressed that crewmembers practice safety at all times. He also noted the continuing importance of contributing time Overseas), September 18--Chairman W.E. Hampson; Secretary C.A. Guerra; Educational Director H.S. Butler. Some disputed OT was reported in the engine department. It will be taken up with the boarding patrolman in Texas City. There is $62.52 in the ship's fund. The chairman reports everything running pretty smoothly with no major beefs. He stressed the importance of contributing to SPAD and urged all qualified members to upgrade their skills at the SHLSS in Piney Point. The secretary gave the crew a vote of thanks for helping keep everything clean and for their cooperation in taking the 90 days stores. The need for practicing safety at all times was reiterated by the educational director. All hands gave the steward department a vote of thanks for the excellent food and a job well done. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Texas City, Texas. copy of the crew list followed. The chairman reported on the start of negotiations with Lavino Shipping and on the anti-Service Contract Act drive on in Congress, recently defeated by the Kennedy Amendment. The chief steward reported that the captain had cancelled the work order for roach extermination by shoreside professionals, but that the steward would continue to spray. SAMUEL L. COBB (Ocean Ships), August 31-Chairman Ubie E. Nolan; Secretary Kris A. Hopkins; Educational Director Barry Kiger; Deck Delegate Joseph Carver; Engine Delegate Ronald Gordon; Steward Delegate Daniel V. Crawford. Some disputed OT was reported in the deck department over an air conditioner problem. SEA-LAND PRODUCER (Sea-Land Service), September 21-Chairman W.C. Boyd; Secretary C. Hollins; Educational Director P. Thomas. No beefs or disputed OT reported. There is $9 in the ship's fund at this time. The ship will pay off in New Orleans Sept. 27. Anyone getting off should be sure to give 24 hours notice so that a replacement can be obtained from the Union hall. The educational director reminded crewmembers about the upgrading opportunities at Piney Point. He said that anyone interested in attending the school should see their Union rep in the hall they ship out of. Several problems were noted. The first was that the air conditioning system is not working well. The rooms are 82° most of the time. The chief engineer will be advised of this. The steward department aJso had a complaint about the jackets and aprons they are getting which look as if "someone has been wiping the ship down" with them. They have asked the captain to back them up on this point. The steward department was given a vote of thanks for a job well done. Next port: Everglades, Fla. Official ships minutes also were received from the following vessels. LIG GEM I SA ERSEAS OVERSW PFC WIWAM B. A H SEH.UD CO MER SEA ST YAGER F TEXAS Bull Lines Info Sought Anyone with information on the pre-World War II log books for the Bull Line ships SS Carolyn and SS Evelyn please contact: H.C. Hansen 1327 Burleigh Rd. Lutherville, Md. 21093 Hansen is an historic researcher and would like to review the logs or hear from any former crewmembers who sailed on either ship prior to World War II. Monthly Membership M~etings Port The LNG Aquarius softball team was victorious (18-10) over the team of Americans at the com.pound in Indonesia. They are, from left to right (front row): James Roberson, chief coolc; Salim Abrahiln, AB; Jerry Bass, wiper; James P. O'Reilly, SA; Al.an Bartley, SA, and George (Slcip) Hofmann, AB. From left to righJ (back row) are Roger Franz, 3rd mate; Dave EllUJlt, AB; Stewart Davis, 2nd mate; Armando VolunJad, OS, and Jerry Johnson, QMED. The pumpman cautioned all personnel involved to be certain that all tanks are gasfree before entering. A deck officer should be present at that time. Crewmembers are in the process of forming an arrival pool to help raise money for the ship's fund. The garbage problem back aft was discussed as was common courtesy when using the washer and dryer and the VCRs (which are located on the bridge). A vote of thanks was given to the steward department for a job well done. Next port: Subic Bay, P.I. Date Deep Sea Lakes, Inland Waters Piney Point ............... Monday, December 8 ................. 10:30 a.m. New York ............... Tuesday, December 9 ................. 10:30 a.m. Philadelphia .............. Wednesday, December 10 .............. 10:30 a.m. Baltimore ................ Thursday, December 11 ............... 10:30 a.m. Norfolk ................. Thursday, December 11 ............... 10:30 a.m. Jacksonville .............. Thursday, December 11 ............... 10:30 a.m. Algonac ................. Friday, December 12 ................. 10:30 a.m. Houston ................. Monday, December 15 ................ 10:30 a.m. New Orleans ............. Tuesday, December 16 ................ 10:30 a.m. Mobile .................. Wednesday, December 17 .............. 10:30 a.m. San Francisco ............ Thursday, December 18 ............... 10:30 a.m. Wilmington .............. Monday, December 22 ................ 10:30 a.m. Seattle .................. Friday, December 26 ................. 10:30 a.m. San Juan ................ Thursday, December 11 ............... 10:30 a.m. St. Louis ................ Friday, December 19 ................. 10:30 a.m. Honolulu ................ Thursday, December 18 ............... 10:30 a.m. Duluth .................. Wednesday, December 17 .............. 10:30 a.m. Gloucester ............... Tuesday, December 23 ................ 10:30 a.m. Jersey City ............... Wednesday, December 24 .............. 10:30 a.m. November 1986 I LOG f 29 �CL L p .spa c ers -Compa y/Lakes - l kes n Priority Directory of Ports r re t La es OCT. 1-31, 1986 p Cl Port Algonac ..................... 0 3 Port Algonac ..................... 0 12 Port Algonac ..................... 0 4 p Cl 46 1 2 E 0 STEW 0 0 18 0 3 SS 1 0 25 4 0 0 15 0 0 0 6 T 0 0 30 p D EP R 6 E TR DEPAR Port Algonac ..................... Frank Droza , President Ed Turner, Exec. Vice President Joe o· iorg·o, Secretary Leon H , Vice President gus "Red" C mpbe I, Vice President · Sacco, Vice President Joe Sacco, Vice President Geor Roy rcer, Vice President S eve Edney, Vice President BEACH '**REG 0 0 HEADQUARTERS 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 4 7 1 7 1 Totals All Dep rtm ts ........ 6 0 *"Total Registered" means the number of men ho actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 1spa c ers r e 2 60 2 7 10 11 44 26 40 22 30 11 6 45 0 1 317 Gloucester .................. ew York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... obile ..................... ew Orleans ................ Jacksonville ................. San Francisco ............... 1lmington ................. Seattle ..................... Puerto Rico ................. Honolulu .................... Houston .................... St. Louis ................... Piney Point ................. 2 31 4 5 2 13 31 17 14 13 33 8 6 28 0 2 Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... obile ..................... ew Orleans ................ Jacksonville ......... . ....... San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piner Point .... ............. Tota s...................... p rt Gloucester .................. Ne York ................... Philadelphia ................. Baltimore .......... ......... Norfolk ..................... obile ..................... e Orleans ................ Jacksonville .......... ~ ...... San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. T tals ...................... d. 1216 E. Baltimore St. 21202 (301) 327-4900 CLE ELA DJ Ohio *TOTAL REGISTERED IGro Cla A Ca B Cla To Is ...................... Port T Is ...................... p rt ea e c 5 13 3 4 2 3 8 11 6 9 0 18 10 0 5 1 Cl 0 0 0 2 0 0 2 1 6 2 1 1 10 1 43 5 2 6 36 0 1 0 0 255 32 1 8 1 3 4 2 6 3 6 5 10 0 6 4 0 3 2 0 1 0 0 0 0 1 0 4 0 0 0 9 0 0 0 5 2 4 1 1 0 1 1 2 8 2 3 0 23 1 0 3 52 0 1 0 0 0 0 0 0 5 0 0 EACH Tri Ii p rt Gloucester .................. e York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. ich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTl ORE, • OCT. 1-31, 1986 ALGO AC, 9 11 34 32 21 20 21 11 9 1 14 5 7 2 8 27 15 7 8 17 6 5 21 0 1 1 0 6 0 5 .o 0 7 0 0 0 0 0 3 2 9 1 1 1 2 7 7 100 0 2 0 0 6 0 0 n 7 E EP 0 4 1 0 4 2 1 3 5 3 5 0 7 4 0 1 0 0 0 0 0 0 2 0 2 0 0 0 4 0 0 0 9 6 5 1 10 4 0 0 0 4 1 0 0 1 5 4 1 2 8 0 3 3 0 0 32 2 11 13 16 70 42 71 27 59 25 7 64 0 4 51 72 3 12 8 12 39 30 36 20 45 12 4 41 0 7 345 c Cl A Cla 8 20 4 4 4 4 7 12 21 7 12 3 22 7 0 5 1 D LU H, GLO CESTER, HO OLUL , Hawa·i 636 Cooke St. 96813 (808) 523-5434 OUSTO , Tex. 1221 Pierce St. 77002 (713) 659-5152 J CKSO VILLE, Fla. 26 7 1 2 7 1 2 2 1 3 4 10 2 7 3 28 0 0 4 0 1 0 0 1 0 2 0 4 0 0 0 30 0 0 0 3315 Liberty St. 32206 (904) 353-0987 JERSEY C TY, 1 3 0 21 0 3 2 1 22 2 38 14 24 7 8 17 0 0 159 1 36 2 3 8 6 10 9 14 10 15 8 86 6 0 17 231 0 21 0 0 0 27 0 8 0 1 1 0 18 0 9 2 0 0 188 3 0 0 0 19 0 1 2 3 19 13 22 7 13 6 6 12 0 1 12 0 17 2 1 1 2 11 3 18 5 16 0 3 9 0 0 1 2 2 0 0 0 0 5 2 5 1 0 23 1 0 4 0 1 0 0 0 0 0 0 5 0 1 0 17 0 0 0 24 0 7 0 0 0 9 0 6 1 0 0 123 0 0 0 T Is All D *"Total Registered" means the number of men ho actually registered for s ipp·ng at e port last month. **"Registered on the Beach" means the total number of men registered at e port at e end of last month. 0 3 1 0 0 0 7 2 7 5 5 0 34 0 2 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 2 31 2 5 5 10 33 8 73 5 32 10 5 20 0 7 2 2 43 1 11 5 0 29 6 71 22 35 13 13 25 0 0 27 ,397 76 2 57 3 5 8 11 24 11 26 6 31 14 104 10 0 9 331 626 38 B LE, la. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 I E BEDFORD, NE ORLE S, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-80 -325-2532 E ORK, .Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 ORFOLK, a. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 Pl EV POI T, d. St. Mary's County 20674 (301) 994-0010 SA FRA CISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SA TURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, ash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, o. 4581 Gravois Ave. 63116 (314) 752-6500 43 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 IL GTO , Calif. 510 30 I LOG I November 1986 ass. 50 Union St. 02740 (617) 997-5404 0 6 0 1 2 0 23 2 5 2 2 1 310 4 0 0 358 .J. 99 Montgomery St. 07302 (201) 435-9424 D DEP 1 16 2 2 2 7 27 6 6 13 14 4 6 15 0 ass. 11 Rogers St. 01930 (617) 283-1167 0 1 0 1 0 0 0 0 3 0 2 2 0 0 8 0 0 0 inn. 705 Medical Arts Building 55802 (218) 722-4110 0 0 0 2 1 1 3 0 5 2 0 0 10 1 4 11 2 5 3 5 4 6 7 11 1 6 4 0 6 5443 Ridge Rd. 44129 (216) 845-1100 . Broad Ave. 90744 (213) 549-4000 �Trade New Congress Must Act W HAT may have been the dirtiest off-year election ever is finally over. The voters showed why the process works, in spite of their bombardment by nasty television ads, personal attacks and mudslinging. They went into the voting booths across the country, scrapped the muck off the ballots and, for the most part, sent people to office on the basis of the issues and facts. The Democrats won suprisingly big in the Senate and gained a few seats in the House. The GOP made some big strides on the state level, picking up several new governors' seats. What that shows is that people voted on the issues, which hopefully will carry over to representatives and senators when they come back to Washington in January. That may be a good sign for the SIU and the maritime industry. While there was no nationwide theme to the balloting, the word is out that one of the first priorities for the new Congres will be trade, an area sorely neglected ring the past several years. Trade is the lifeblood of the merchant marine, and it plays an important role for American industry as a whole. Every month this country imports billions of dollars more of goods than it exports. Six years worth of handsoff, so-called free trade have left the nation's balance of trade in shambles, and America's industrial workers jobless. The last Congress had a chance to attack the trade problem when the House overwhelmingly passed a trade bill which would have put American industry on a more equal footing with its trading partners. The Republicancontrolled Senate failed to act. The administration has shown no signs of implementing any kind of fair trade policy. It will be up to the new Congress. A fair trade policy will put more American's back to work. A fair trade policy will help seafarers and the maritime industry stay afloat. But it will take a bipartisan effort to ensure action on trade legislation. If the new Congress takes a good look at the election results, they will see the voters selected them on the basis of the issues and the candidates' qualifications, not necessarily blind party loyalty. The new Congress should act accordingly. Miracles Never Cease (But Prayers Often Go Unanswered) ommentary by Capt. Robert Kesteloot (USN Ret.) T WO important reports were made public recently, and their common and miraculous feature was that they were in agreement and, in fact, complement one another. This was particularly unusual since the first report came from the Transportation Institute, a trade association supported by companies with the Seafarers International Union, and the second report from (of all places) the U.S. Navy. Both studies concluded that the Navy program to lay up additional ships in the Ready Reserve Force (RRF) was an unsound policy since the absence of an adequate sized U .S.-flag fleet precluded the existence of sufficient numbers of citizen mariners to man the government-owned ships in time of war. The Navy study, as well as the industry study, concluded, in the words of the Navy study, that the only "fail-safe solution" was a "robust peacetime U .S.-flag fleet that supports as a minimum an active seafarer pool of adequate size sufficient to meet all shipping requirements in time of war.'' Capt. Robert Kesteloot (USN Ret.) is the vice chairman of the Transportation Institute. He is the former director of the Navy's Strategic Sealift division. We find it paradoxical that this administration is so strongly supportive of national defense, yet so noncommittal on maritime policy. This country has a forward defense posture. That is, we intend to meet enemies on soil other than our own and keep the war fighting away from our own shores. To this end we spend billions on defense, but we have ignored the crucial investment in our U .S.-ftag fleet that is required to deploy our forces where needed. The cost, in terms of cargo preference laws, bilateral trade agreements, tax incentives to shippers or even outright subsidies, is ··in the grass" compared to defense outlaws and would be, therefore, highly leveraged dollars because they would ensure the executability of this nation's forward defense strategy. It is regrettable that our maritime policy. has been left to those in the Office of Management and Budget when it should be included, by definition, as a part of national defense on which this administration rightfully prides itself as a strong advocate. It's too bad that an entire industry's prayers go unanswered simply because the definition of ··national defense" is too narrow. To The Editor 'A Colleague and Friend • • • ' With great sorrow I have heard of the passing of Dr. Logue, and wish to extend my condolences to you and the S.I.U. membership. Dr. Logue has been a pioneer in maritime occupational medicine. We were fortunate that he was able to provide his expertise to the meetings of the Seafarers Health Improvement Program, where he and Mr. Tom Cranford made valuable contributions. I shall miss him as a colleague and as a friend. Sincerely, C. J. Urner, M.D. Medical Director Lykes Bros. Steamship Co. DEALING WITH STRESS By Phillip L. Polakoff, M.D. Director, Western Institute for Occupational/Environmental Sciences Learning how to deal with stress is more important to you than trying to avoid it altogether, which is impossible in modern life. Unfortunately, many people experiencing unusually high amounts of stress tend to do all the worst possible things to remedy the situation. They may start to smoke more. Or eat more. Or drink more. At the same time, they may cut back on physical activities. All of these reactions to stress-overindulgence and lack of exercise-just perpetuate the cycle. It's helpful in getting a handle on stress to recognize that it's a normal, fundamental element in our existence. The stress mechanism is present and working for us whenever we respond to a sudden danger. Some stress can be an exhilarating experience. You've felt it at any exciting athletic contest-whether you were playing or rooting for your side. That's the good side of stress-a sort of shifting into high gear to help us protect ourselves, or to heighten enjoyment. The trouble comes when the system doesn't ease back into equilibrium when the peak has passed. Then stress becomes a nagging, ever-present condition. Besides understanding what stress is and how it works, developing a healthy life perspective is another good step in learning how to cope. Robert Eliot wrote a book called "Is It Worth Dying For?" In it, he said there are basically two rules for stress management: * First, don't sweat all the small stuff. * Second, it's all small stuff. But keeping cool and following a good diet and exercise program still may not be enough. That tape recording in your brain keeps repeating the same tension-filled messages. Talk it over with your doctor. If you 're concerned about your health, the doctor probably will want to make sure you've had a recent physical examination. That's to rule out any organic disease as a source of your problem. Then together you should make an honest behavioral asses ment of your lifestyle, including diet, exercise, smoking, social support, and other potential risk factors that are under a person's control. According to Dr. Dennis Davidson, a heart specialist at the University of California in Irvine and director of a • disease prevention program, "The next step would be to see how interested the patient is in change. We'll have to confront the reasons why stress has become a problem and the motivations for change.'' Therapists generally can help analyze the sources of your discomfort and assist you in developing a means of tackling anxieties. Studies also show that social support is important for a better mental outlook. Invest some time in developing close friendships. You may also wish to explore such stress-reducing techniques as biofeedback, meditation, self-hypnosis, progressive relaxation and behavior modification. Although its total impact on the body remains a matter of controversy, there's little doubt that stress to some degree may contribute to a variety of health problems. These include back pain, headache, high blood pressure, cardiovascular disease and a number of intestinal disorders, including ulcers, colitis and irritable bowel syndrome. Controlling stress is worth working at. Just remember, it's easy to fall back into old habits. Once you get a handle on stress, you have to make a continual effort to help ensure longterm change. Otherwise, stress can recur. November 1986 I LOG I 31 �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1986 Description An account of the resource HEADLINES BLAST RIPS OGDEN YUKON IN PACIFIC, FOUR DEAD CONGRESS ENDS SESSION STILL FACING DEFICIT CRISIS SIU, NMU FORM COMMITTEES TO WORK OUT DIFFERENCES AS MERGER TALKS BEGIN 99TH GOES HOME, DEFICIT AND TRADE WAIT 100TH REAGAN VETOES MARAD FUNDING AUTHORIZATION SIUNA FILES ARTICLE XX CHARGES AGAINST MEBA; SEEKS END TO JURISDICTION RAIDING BY ENGINEERS JONES WINS AOTOS AWARD, SEAFARERS HONORED, TOO BOOK ON SUP’S FIRST CENTURY 99TH CONGRESS ENDS LUNDEBERG SCHOOL TRAINS NAVY GROUP ON HEAVY CRANE PLAN AHEAD FOR THE SHLSS COLLEGE PROGRAM IN 1987 AFTER BLAST, NO WAY TO FIGHT FIRE, SO CREW WAITS HELP LAUNCH PILOTS UP AND DOWN THE CHESAPEAKE BAY RETIRED VP CAL TANNER DIES TRIBUTES TO DR. JOSEPH LOGUE, SIU MEDICAL CHIEF REX DICKEY, FORMER BALTO. AGENT, CHARTER MEMBER, DIES MTD’S JOHN LYONS DIES, WAS FORMER IRON WORKERS PRESIDENT A WHOLE LOTTA YEARS-PLUS OPEN SEASON FOR HEALTH PLAN CHANGES UNLICENSED PROMOTIONS ANNOUNCED EX-SIU AGENT ‘PETE’ DREWES RETIRES TRADE NEW CONGRESS MUST ACT RIVERS, PORTS SET FOR $5 BILLION IN IMPROVEMENTS EX-IBU OF PACIFIC CHIEF MERLE ADLUM, 62, DIES IN SEATTLE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 11 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/7566209bf9c3c140e7fc7b7026178451.pdf 2b342e5aedffd5e3c880a72d4744abfc PDF Text Text Official Publication of the Seafarers International Union • Adantic, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 48, No. I2 December I986 ''We have to look at new i.deas . .. " Frank Drozak (page 2) Annual Reports for: Seafarers Pension Plan, Great Lakes Tug & Dredge Pension Fund Page 19 �President's Report by Frank Drozak I have reported to this membership several times about discussions that our executive board and myself have had with MEBA-2. We have been reviewing this maritime industry and taking a hard look at what we should do about it. I do not see any growth potential given the present situation of our industry, and I do not see any of our companies growingin fact, I see them declining. I think we have to look at a new approach. With automation taking effect, crews on U.S. ships are down to 21 top to bottom, and soon to be down to 18. On the foreign side of it, West Germany, Norway and Sweden are running ships with 12 people onboard. We have to look at new ideas and take new views. We have discussed alternatives in what we can do and what we should do, and we are looking at what is in the best interest of trying to revitalize this maritime industry. We have come up with some ideas and thoughts. We discussed it for a week or two in Miami, Fla. at Ray McKay's MEBA-2 training school, and we discussed it in Piney Point back in July when our two executive boards held joint meetings. How do we put a joint program together? We cannot and will not be able to sign one new company up under the present conditions of having three and four unions on board the ship, or even having just two. So we have come to a resolve that we set up a separate unit, a top to bottom unit, combining the resources of our two unions, meaning the SIU and MEBA-2. If we try go down before and we have seen it come back. In the 1800s, in the 1920s, in the years prior to World War II, after World War II, after the Korean War, and after the Vietnam War we have seen it all happen to us. We have been down before, but the one good part about it is that we are living and we still have job security. Let's maintain that job security by cooperating with each other and together building for the future. We can do it under the concept I am talking about, and I would ask your approval for it. 1986 was a tough year. It got jobs for this membership. There's not an A man that can't go to work, and B men are taking 54 percent of the jobs. That's good. But as I said to you, how long will it last and how long can we keep it up with no growth out there under the present conditions? So I strongly believe that we must continue our efforts to put together this new concept with MEBA-2. This will mean new job opportunities across the board for our membership, and expanding potentials for new operators in our industry. I view as the only answer to revitalize this maritime industry. "... We have to look at new ideas and take new views if we are to organize and grow ..., the only way it's going to work is with new concepts ... " are to organize and grow, that's the only way it's going. to work. It's not going to work any other way. We cannot be sitting here with six crewmembers and the other organization be sitting there with six people. We have to begin to look at how we can move in this direction to revitalize our industry and preserve the jobs and job security of our membership. In order to revitalize this maritime industry, we must try new approaches to restructure our efforts and put our objectives into proper order. We will be continually reporting to this membership on the activity of this program. I believe it's the only way we can go. I don't know of any other way for us to go, and believe me, I have tried every angle I know to bring new life to our industry. While this membership is doing quite well, we have to ask ourselves, how long can it last? Right now, we have I would ask your cooperation on it and I would ask your support for it. It's a tough decision for me to come to you and tell you what the real facts are. But that is what you pay me for, to look out for your security. If I don't level with you, then I'm not treating you right and you should not treat me right. That's just how simple it is. I believe in laying the cards on the table to you. I have always leveled with you and I have always told you the facts. Sometimes it's hard. It would be very easy to tell you everything is rosy, but I have never done that to you and I don't intend to do it now. I'm going to tell it just like it is, and hope that you will understand and hope that you will cooperate with us, and that you will work together with us because there is a future for us and for our industry. Look at history. Time and time again history repeats itself. We have seen. this indus- December 1986 was hard, no question about it. But I believe that if we can get over this hump we'll be on our way. It means you have to understand what the issues are all about. You have to understand that you cannot go to the well and get water when there is no water there. You've had no help from this administration. They made it very clear that they are not going to put one thin dime into this industry. Even those who are enjoying some subsidy can't make it. U.S. Lines, which is subsidized, is going under. And Lykes, which is also subsidized, is in deep financial trouble. Sea-Land is not subsidized, and I don't know what we do with it. But we have got totrytosavethosejobstothe best of our ability. In closing out 1986, I want to wish you all a very Merry Christmas and Happy New Year. Hopefully, as we work together in the coming year, we will turn·this thing around. I will keep you informed. Official Publication of the Seafarers International Union of North Amenca, Atlantic, Gulf. Lakes and Inland Waters District, AFL-CIO Vol. 48, No. 12 Executive Board Frank Drozak President Charles Svenson Editor Angus "Red" Campbell Joe DiGiorgio Ed Turner Vice President Secretary Executive Vice President Leon Hall Joe Sacco Mike Sacco Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Ray Bourdius Lynnette Marshall Assistant Editor Assistant Editor/Photos 2 I LOG I December 1986 The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union , Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO , 5201 Auth Way, Camp Springs , Md . 20746 , Tel. 8990675 . Second-class postage paid at M.S.C. Prince Georges , Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG , 5201 Auth Way, Camp Springs , Md. 20746 . �America's Oldest and Largest U.S. Lines Files for Bankruptcy, Slashes Service United States Lines (USL), the largest and oldest U.S.-flag line, has filed for bankruptcy. Facing some $1. 7 billion in debts, the company has asked for protection while it tries to reorganize and get itself back on its feet. Under the terms of Chapter 11 of the federal bankruptcy laws, USL will have at least 120 days of protection from its creditors in the United States. During that time USL will draw up plans to restructure the company, set a schedule to pay its debts, and perhaps turn a profit down the road. Initial plans call for the line's 12 giant container ships (4,420 TEU) to be laid up. The ships are the largest container ships ever built and were just delivered to the line in the past two years. Two of those ships are currently under arrest in foreign ports. The line will disconti1me its North Atlantic service and its around-theworld service, but maintain sailings in the Pacific and South America with 12 smaller container ships. An NMU spokesman said the USL (that union's largest contracted company) is responsible for about 360 unlicensedjobs. In addition, according to USL filings in the proceedings, it owes the NMU's pension and welfare plans about $5.7 million. Worldwide, the company has laid off about 1, 100 employees. Shortly after filing for bankruptcy, the company announced it was bringing in former Sea-Land Chief Executive Charles I. Hiltzheimer to run McLean Industries (USL's parent company which has also filed for Chapter I I protection along with USL (SA) which operates the South American runs). Hiltzheimer, who spent seven years running Sea-Land and making profits, is considered one of the more able shipping executives in the nation. At one stage of his career, when he was in charge of Sea-Land's Pacific operation, that division turned more profit than all the other company's operations combined. Predictions are mixed as to whether the giant line will be able to emerge from Chapter 11 and continue to operate. While the SIU-contracted Waterman Steamship Co. recently came out of bankruptcy and is operating three ships and chartering three others to the military, there is little similarity between the two operations, experts say. First, the size of USL's debt is massive, $1. 7 billion. Also, USL operates 27 container ships as opposed to the small number of LASH vessels Waterman operated. But insiders also say if anyone can turn USL around, Hiltzheimer has the best chance. Reaction to USL's bankruptcy filing echoed the same thoughts , disappointment and the call for some sort of help for the U.S.-flag merchant fleet. "Here's a company with competent management , a history in the ocean freight business and modern equipment, and what happens? It's ready to go down the tubes. If this doesn't motivate Congress and the White House to do something about this country's merchant marine, nothing will. We all might as well march right down to the end of the pier and jump in ,'' said SIU President Frank Drozak. But the administration has indicated it will do little or nothing to help out USL or any other American-flag company. ''I don't expect that policy to change ... The U.S. government houldn't be in the business of guaranteeing the success of any U.S. corporation,' ' said Jim Burnley, deputy secretary of transportation. He added the administration had not thought of bailing out USL. The bankruptcy and the lack of action by the White House is ''further evidence of the indifference of the administration" to the U.S.-flag merchant fleet and the role it plays in defense, said Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee. "I hope ... Congress can get together with the administration and work out'' some sort of new promotional policy for the industry, Jones said. "All U.S.-flag companies must have some sort of financial assistance,'' and be given a competitive edge that other countries give to their merchant marine, said Sen. Daniel K. Inouye (DHawaii). The USL bankruptcy is a reflection of a ''government without a (maritime) policy,'' said Rep. Mario Biaggi, chairman of the House Merchant Marine Subcommittee. He called for ODS reform and enhanced cargo preference regulations. ''If the shipping public continues to be supportive of United States Lines, we believe we can turn it around," Hiltzheimer said. Norway Faces Flag Shift More and more maritime nations are looking to the "quick fix" to solve long-term problems of maintaining adequate deep-sea fleets for national defense and national economic growth. Norway, which along with Sweden and Denmark had maintained a strong national merchant fleet, has lost 80 percent of its merchant fleet in the past 10 years. In 1977, the foreigngoing merchant fleet registered in Norway stood at more than 48 million deadweight tons. Today their fleet is scarcely 9 million DWT, and the flight from Norwegian registry continues. Part of the fleet continues to be Onboard the owned by Norwegian interests but is registered under the "convenience flags'' of Liberia, Panama and other third-world nations. The reason given by shipping companies for transferring to foreign flag is the "high costs involved in Norwegian-flag operations." Norwegian seafarers are "too expensive" to be able to operate the ships profitably, it is said. In addition, several shipping companies have such weak economies that they have been forced by their creditors to sell or operate under foreign flag. ea-Land Explorer SIU Airs Charges Against MEBA At AFL-CIO Hearing The Seafarers International ·Union pressed it charges of "widespread violations" ofjurisdictional work rules by members of the National Marine Engineers Benevolent A sociation (MEBA) at a mediation ession held at AFL-CIO headquarters in Washington, D.C., Dec. 2. At i sue is the widespread practice of licensed engineers taking over the work responsibilities of unlicensed engineroom personnel. This practice of workjurisdiction raiding has increased as automation has forced cutbacks in crew size. Both the SIU and the West Coast Marine Firemen's Union have collective bargaining agreements spelling out workjurisdictions for their members. The SIU and the Marine Firemen filed charges with the AFL-CIO after receiving a number of complaints from their members that the engineers were performing their work. SIU and MFOW representatives told the AFL-CIO me- diator that the issue could not be re olved under the collective bargaining agreements. "What is needed is a firm agreement from MEBA that it will advise its members and its contracted companies that no licensed engineer would perform duties that are traditionally and contractually reserved for unlicensed workers,'' asserted SIU Counsel Leslie Tarantola who is representing both unions. Also attending the hearing were SIU Vice President George McCartney and Marine Firemen President "Whitey" Disley. The AFL-CIO recommended that all parties should meet again to try to resolve the dispute before scheduling arbitration. Plans to schedule another meeting are being made. In the meantime, SIU and MFOW members are being asked to continue to document any contract violations by the engineers, and to turn in overtime for any violations. The steward department of the Sea-Land Explorer takes a moment to pose after preparing the first meal of the day. The threesome is (I. to r.) Lee Grant, GSU; William Hawkins, steward/baker and Jose "Pepe" Bayani, chief cook/delegate. New Jacksonville Clinic Opens SIU members who ship out of Jacksonville, Fla. will receive physical examinations at a new location. The rxams will now be perlormed at Memorial Medical Center, Department of Emergency Medicine, P.O. Box 16325, 3625 University Blvd. South, Jacksonville, Fla. 32216. The center will be open 24 hours a day, seven days a week, and Seafarers will be attended by Dr. M. Dagher. The Plan provides for one medical examination each year and Seafarers should bring a medical examination request form with them to the hospital. The form may be picked up at the Jacksonville hall. According to SIU Port Representative George Ripoll, the center specializes in heart trauma, oncology, cerology and back pain. Any additional information on the Union's welfare plans will be published in the LOG. December 1986 I LOG I 3 �Ocean Mining Could Mean Future SIU Jobs Large scale ocean mining for valuable minerals may be years away, but the SIU is already working to ensure that U.S. workers and ships have a place in this new industry. The SIU has supported a proposed rulemaking from the government which would ensure that each ocean mining vessel and at least one transport ship be registered under the U.S. flag. ''That provision . . . offers tremendous potential for our nation's vital maritime industry and related employment. This in tum will lead to greater United States self-sufficiency in both the supply and transport of strategically important minerals," SIU President Frank Drozak said. Drozak's comments came in a letter to the National Oceanic and Atmospheric Administration (NOAA) which is in the process of setting up rules and regulations regarding Deep Seabed Mining, following the passage of ocean mining legislation by Congress. Part of the proposed rulemaking charges NOAA with determining that U.S . equipment and personnel have Sailing the Overseas Vivian the technological capabilities needed. That i , Drozak said, where the Union's SHLSS comes in. "The school's programs have evolved to reflect the changing needs of the maritime industry and are fully capable of providing qualified personnel to safely and efficiently operate the vessels engaged in ocean mining technologies,'' he said. In addition, Drozak suggested that NOAA set specific training and certification standards for ocean mining crews. "Supplying the industry with trained seafarers should help lower the risk of accidents and reduce insurance rates,'' he said. Along with requiring trained and certified crewmembers, Drozak urged that NOAA require rigid and modem safety standards including annual inspections and modern safety equipment. " Despite the infancy of the industry, it is still necessary to establish standards for the technologies that have yet to be developed ," he said. Grabbing a quick bite on the Overseas Vivian are (I. tor.) OMU Ken Harder, AB Kent Dominguez and Wiper Almuftihi Ahmed. Protesting South Atrican Racism Straight from the Overseas Vivian (Maritime Overseas) in Sobie Bay are (I. to r.) Bosun John Stout, AB Marcelino Bolante, AB Bruce Smith and AB Jerry Barnett. SIU Tests New Tagos Vernon Douglas, chief steward. Do You Have Claims Questions The white hats of the Seafarers could be seen everywhere as more than 100 trade unionists marched and chanted in front of Shell Oil's Washington offices protesting that multinational's key role in fueling the apartheid system of South Africa. The Seafarers, trainees and upgraders from SHLSS in Piney Point, and headquarters staff members from Camp Springs, were led in songs of protest by Piney Point Port Agent John Russell. 4 I LOG I December 1986 If you have any questions about your welfare claims , contact your port representative , your area vice president , or call this toll-free number: 1-800-345-2112. The USNS Indomitable (TAGOS7) crewed up with SIU and MEBA II members Nov. 29 in Pearl Harbor, Hawaii. The vessel was built last year for the Military Sealift Command and is the fourth T AGOS ves el stationed in Hawaii. Three other TAGOS vessels are home-ported in Norfolk, Va. With 18 unlicensed and licensed crew and even RCA technicians onboard, the Indomitable will be in Pearl Harbor for several week preparing for ea duty. The mi ion of the ves el will be to conduct ocean surveillance operations for the U.S. Navy. It will have a range of tours for a maximum period of 75 days. Each of the T AGOS ve el is contructed from the ame blueprints. They are 220 feet long, and have a 40 foot beam. They draw 16 feet of water and are 1,600 gross ton . But what makes these vessels of special note to SI U members is the comfort they provide the crew. Each person will have a private room with a bath and shower. The vessel also has recreational facilities with a fully equipped gymnasium. There is a library of VHS movies with enough of a variety to provide a new movie each day of the week. The USNS Indomitable will begin its first tour of duty the end of December. �. , InIan ews Part of Outreach Marine Fight Strike Brings New Pact The SIU and its Boatmen at BakerWhitely Towing Co. in Baltimore were able to beat back attempts to cut their wages and benefits to half the harbor standard following a two-week strike which ended last month. Some 25 Boatmen took to the picket lines Nov. 6 when the Baker-Whitely management attempted to unilaterally slash their contract. ''These were very difficult negotiations. I think it ' s fair and equitable for us and the operator. But it still hasn't eliminated the company's liabilities, " said SIUNA Vice President Jack Caffey. Those liabilities go back some twoand-a-half years because Baker-Whitely is the latest player in the McAllister Brothers/Outreach Marine struggle in Baltimore. In 1984, McAllister Brothers , which had operated in Baltimore Harbor with SIU labor for many years , announced it had gone out of business and sold its operations to Outreach Marine . Outreach fired some 50 employees and then refused to rehire 26 who had been active in Union activities. The SIU charged that Outreach was nothing more than an "alter-ego" for McAllister. In other words, it was simply an attempt to start a new company to circumvent the Union's contract. The SIU took the case to the NLRB and it ruled in favor of the 26 fired Boatmen and the Union. It ordered Outreach to reinstate the fired employees with back pay and interest last summer. Outreach went out of business, although it was appealing the NLRB action. In November, Baker-Whitely was formed by McAllister. It hired the old employees, including the 26, but did not return the ordered back wages. That is still before the courts. When Baker-Whitely made its attempt to slash wages, benefits and conditions, the strike began. "All the guys are back to work at the harbor rate ," Caffey said. The contract is a I 0-month agreement and will expire when the rest of the Baltimore Harbor pacts end in September. New Inland Contracts Ok' d It's been a busy few weeks for Inland Boatmen and SIU negotiators and committee members. Eight new contracts covering companies in four ports have been negotiated and ratified. In Houston four new con-· tracts were reached. Boatmen at Sabine Towing and Transportation ratified their new contract. Higman Towing Co. workers voted yes on a new pact, as did the Inland Boatmen at Bay Houston and Western Towing Co. Out of Algonac, Mich. comes the news that two new contracts have been inked. Tampa Tug Corp. and The Island of BobLo Co. Boatmen agreed to contract terms. In the busy port of Norfolk. Va. SIU negotiators hammered out a pact with Carteret Towing Co. which was approved by the membership. And in Baltimore (see story above) Baker-Whitely signed a contract with the SIU following a short strike. Boatman Bags Michigan Pike Sabine's Samson and Goliath will be running in Houston under new SIU contracts. Boatman Mike Kelley shows off the northern pike he caught in Michigan. Kelley works as a tankerman for Tampa Tug Co. December 1986 I LOG I 5 �Aboard the Irene Chotin New Pensioners Paulo Gastaneda Cabaluna, 62, joined the Union in the port of Norfolk in 1973. He sailed as a cook for Allied Towing from 1970 to 1974. Brother Cabaluna is a veteran of the U.S. Navy during World War II. He was born in the Philippine Islands and is a resident of Portsmouth, Va. John Daniel Gribble, 62, joined the · Union in 1948 in the port of Galveston, Texas. He sailed as a deckhand , mate and captain for the Galveston wharves from 1960 to 1962 and for the Texas City Refinery Co. in 1964, last out of the port of Houston. Brother Gribble hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. He is a veteran of the U.S. Navy in World War II. Boatman Gribble was born in Birmingham, Ala. and is a resident of Dickinson, Texas. Raymond Norbert Hughes Sr., 60, joined the Union in the port of New Orleans in 1956 sailing as an AB. Brother Hughes is a veteran of the U.S. Navy in World War II. He was born in Algiers, La. and is a resident of Belle Chase, La. Amzi Ernest Prine, 63, joined the Union in the port of St. Louis, Mo. in 1965. He sailed as a lead deckhand and mate for Inland Tugs from 1964 to 1979. Brother Prine last shipped out of the port of Algonac, Mich. He is a veteran of the U.S. Army during World War II. Boatman Prine was born in Paducah, Ky. and is a resident there. Henry Samuel Putegnat, 68,joined the Union in the port of Houston in 1970. He sailed as an AB and mate for the Houston Pilots from 1952 to 1969 and for G & H Towing from 1969 to 1974. Brother Putegnat is a veteran of the U.S. Army before World War II and the U.S. Coast Guard in World War II. He was born in Kingsville, Texas and is a resident of Galveston, Texas. Melvin Lewis Szarek, 59, joined the Union in the port of Baltimore in 1956. He sailed as a lead deckhand for Curtis Bay Towing aboard the tug Drum Point from 1950 to 1974. Brother Szarek was born in Baltimore and is a resident there. 6 I LOG I December 1986 l Boat Delegate Bob B. Alfers Jr. is also the cook aboard the Irene Chotin. This photo was taken aboard the Irene Chotin (Orgulf) several months ago when she was in Wood River, Ill. on the Upper Mississippi. The crewmembers are (I. tor.) Roy Mattson, Steve Risner, Charles Werner and Bob Kennedy. In Memoriam Allied Towing on the tug Taurus in 1977. He also sailed for Ocean Towing from 1975 to 1985. He was born in Isla de Pinos, Cuba and was a naturalized U.S. citizen. Boatman Smith was a resident of Brownsville. Burial was in Pensioner Lantt Lord Smith, 65, died of heart failure in the Valley Medical Center, Brownsville, Texas on Oct. 23. Brother Smith joined the Union in the port of Houston in 1957. He last sailed as a chief engineer for the Roselawn Gardens Cemetery, Brownsville. Surviving are his widow, Raquel; two sons, Richard and Michael, and a daughter, Norma of Houston. Dispatchers Report for Inland Waters NOV. 1-30, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester ...... .... ............. . New York ........................ . Philadelphia ... . .................. . Baltimore ........................ . Norfolk ......................... . Mobile ........ . . ....... .. . ..... . . New Orleans ...................... . Jacksonville ...................... . San Francisco ..................... . Wilmington ....................... . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac ......................... . St. Louis ............ ... .. ...... . . Piney Point ....................... . Totals .......................... . Port Gloucester ....................... New York .......... .... .......... Philadelphia ............ . ......... Baltimore ............ ... ......... Norfolk ........ ................. Mobile .. .. ......... .. ......... .. New Orleans ...................... Jacksonville ...................... San Francisco ..................... Wilmington ................ ....... Seattle .......................... Puerto Rico .............. . ....... Houston ......................... Algonac ... ...................... St. Louis . ....... ..... .... . ...... Piney Point ..... .... ........ ..... . Totals .......................... . . . . . . . . . . . . . . . . . Port Gloucester ....................... New York ........................ Philadelphia ...................... Baltimore ........................ Norfolk ......................... Mobile ....... . ......... .. ....... New Orleans . ........ .... ... ...... Jacksonville ...................... San Francisco ..... ... . ............ Wilmington ....................... Seattle .......................... Puerto Rico ...................... Houston ......................... Algonac ... ........ ... .. ..... .... St. Louis ........................ Piney Point ............. ... ....... Totals .......................... . . . . . . . . . . . . . . . . . TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 0 5 5 49 1 2 0 0 2 0 0 5 6 0 0 0 0 2 0 8 0 1 0 0 1 0 0 1 4 0 0 0 0 3 1 0 0 2 5 0 3 0 0 3 0 4 0 75 17 21 0 0 0 0 0 2 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8 0 0 0 0 0 0 0 0 0 0 0 3 2 0 22 0 0 40 0 0 6 2 0 8 0 0 20 4 2 0 0 2 0 0 0 0 0 5 55 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 2 22 1 2 11 0 0 8 0 0 10 2 0 0 4 0 0 2 31 0 0 0 0 2 0 112 65 0 0 0 0 7 0 0 0 .0 0 0 0 2 19 0 0 0 0 0 0 2 0 0 0 0 0 0 0 4 17 0 0 0 0 1 0 0 0 6 3 0 4 0 0 8 0 9 0 31 ENGINE DEPARTMENT 0 0 0 9 0 0 0 0 0 0 0 3 2 0 0 14 5 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 0 3 11 0 2 4 0 0 0 0 0 0 0 0 0 1 28 23 0 0 0 1 0 0 1 0 0 1 0 0 0 4 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 5 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 95 35 STEWARD DEPARTMENT Totals All Departments ............. .. . 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 1 0 4 0 0 1 0 0 0 0 0 0 0 0 5 0 4 1 0 1 0 0 0 0 0 0 0 1 0 3 94 26 24 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 6 1 0 8 0 0 0 0 0 0 0 0 11 0 0 19 57 11 8 159 *"Total Registered " means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. �~c=~: " ·--T:qmnz;;m ·· t.=·~•==• Air Force Logistics Brass at SHLSS Gets Good Look Vice Chairman of Transportation Recently Lieutenant General Alfred G. Hansen USAF and Brigadier General Richard L. Stoner USAF visited the training facilities at Piney Point, Maryland. General Hansen is Director for Logistics and General Stoner is Deputy Director for Plans, Concepts and Analysis, J-4, Organization of the Joint Chiefs of Staff in Washington, D.C. Accompanying them was Navy Captain David R. Bolden of the same office. Institute, and taken on an extensive tour of SHLSS facilities. The Air Force is very involved in sealift by virtue of the massive amount of equipment that would have to be transported by ship in a national emergency to support their forces. This falls into the ]LOTS Ooint Logistics Over the Shore) concept. During the tour many ideas and concerns were shared by both sides for the betterment of a strong merchant marine which would be available at all times to support our armed forces . Upon departing the school again by helicopter, it was felt that both sides had a little deeper insight into the job that each organization does and how both are part of the total sealift picture . In the Shiphandling Simulator Feedback Room, Computer Operator John Morgan (seated) and Simulator Manager Abe Easter (I.) explain the vast capabilities of the computer simulated bridge. (I. to r.) Vice Chairman of Transportation Institute Bob Kesteloot, Brigadier General Richard L. Stoner USAF, Lieutenant General Alfred G. Hansen USAF, SHLSS Vice President Ken Conklin, SHLSS Sealift Training Coordinator Bill Hellwege, Captain David R. Bolden USN. December 1986 I LOG I 7 �------Electro-Hydraulic Systems------- <f}n~~hM~A. ~~~~~ AND BEST WISHES FOR THE ..!Yem- Ween From the Staff of SHLSS ====Course Changes at SHLSS== To better serve the needs of the industry, the courses offered at SHLSS are constantly being updated and revised. New courses are created as technology advances and outdated materials are deleted. In 1987 two of the Engine Department courses have been extensively revised and are being offered under different titles. The title changes are: Marine Electronics has been changed to Marine Electronics (Variable Speed DC Drive Systems) and Hagglund Crane Maintenance has been changed to Electro-Hydraulic Systems. Following 1s the course description, eligibility and prerequisites for the new courses. This course consists of the principles of Electrical Control of Hydraulic Systems. Systems that employ these principles are cargo winches, deck cranes, anchor windlass, ships steering systems, ramps, stern ramps, fire doors and a wide variety of ship board systems. The course reviews the hydraulic components and their functions as well as basic hydraulic systems. Application of electrical controls and some typical shipboard electroh ydraulic equipment is also covered. The first weeks are devoted to the electro-hydraulic deck crane (Hagglund 16 through 50 ton cranes), electrical relay sequenced hydraulic operation together with trouble shooting and maintenance. The remainder of the course will be devoted to other electro-hydraulic ship board systems. Eligibility I Prerequisites All applicants must hold a QMED Any Rating endorsement and must have satisfactorily completed the Marine Electrical Maintenance Course and should have completed the SHLSS Hydraulic course or equivalent. They should have an Electricans Endorsement, but must be knowledgeable of AC and DC machinery, have good test equipment skills and an eighth grade reading comprehension. Due to the small print used on the electrical schematics, good eyesight is important. If you have problems reading small print, you should consider having your eyes checked before you report to class. Original Third Mates License received through SHLSS ---------Marine Electronics--------(Variable Speed DC Drive Systems) This course consists of electronic control of direct current drive systems found in Gantry cranes, container cranes, constant tension mooring winches and a variety of deck machinery. Systems which require precise speed I torque control frequently employ these systems. They are highly advanced versions of the Ward-Leonard Speed Control System. The very latest versions utilize computer I microprocessor drive control. The student learns basic control systems, casualty procedures, card pak replacement, system tune-up, relay logic and development of system sequence charts. He learns how to use the manufacturers instruction book, properly utilizing troubleshooting procedures and system maintenance. A certificate of graduation will be issued upon satisfactory course completion. Eligibility I Prerequisites All applicants must hold a QMED Any Rating endorsement and must have satisfactorily completed the Marine Electrical Maintenance Course. They should hold an Electricians Endorsement but must be knowledgeable of DC machinery, AC machinery, have good test equipment skills and an eighth grade reading comprehension. Due to the small print used on the electrical schematics, good eyesight is important. If you have problems reading small print, you should consider having your eyes checked before reporting to class. Shawn Kennedy, who ships out of Jacksonville, Florida, studied at SHLSS for his Original Third Mates License. He passed the U.S. Coast Guard License exam in November of 1986 and is anxious to ship as a Third Mate. --:SHLSS COURSE GRADUATES Refrigeration Containers Advanced Maintenance (I. to r.) Eric Malzkuhn (Instructor), Alan Hansen , Patrick Cross, Jim McBride, Tom Neville. 8 I LOG I December 1986 Seallft Operations & Maintenance First row (I. to r.) Robert L. Smith , Mark A. Grendahl, Chuck Greer. Second row (I. to r.) George J. Diefenbach, Flavio Pena, John Adams . Third row (I. to r.) Fred Jensen, John Lasky, Steve Fonua, Bill Gizzo. �1987 UPGRADING COURSE SCHEDU[E Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry January 1987 The following is the current course schedule for the first six months of the 1987 school year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as po~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Check-In Date March 23 Completion Date June 12 Marine Electrical Maintenance January 5 March 9 February 27 May 1 Diesel Engine Technology April 6 May 15 Welding April 13 May 8 Course QMED ·Any Rating Chief Engineer & Assistant Engineer Uninspected Motor Vessel April 6 June 12 Third Assistant Engineer & Original Second Assistant Engineer Steam or Motor January 5 March 13 Automation June 22 July 17 Conveyorman January 5 January 30 Fireman/Watertender Oiler February 9 June 8 April 3 July 31 Hydraulics May 11 June 5 Refrigeration Systems Maintenance January 5 February 13 February 16 March 27 & Operations Refrigerated Containers Maintenance Advanced All Rating Upgrading Courses Course Sealift Operations and Maintenance Check-In Date January 5 February 2 March 2 April 13 May 18 July 13 Completion Date January 30 February 27 March 27 May 8 June 12 August 7 Steward Upgrading Courses Check-In Date January 28 March 18 May 13 Completion Date April 3 May 22 July 17 Cook & Baker February 4 March 18 April 29 June 10 May 15 June 26 August 7 September 18 Chief Steward January 28 March 18 May 13 April 3 May 22 July 17 Course Chief Cook Recertification Programs Course Steward Recertification Check-In Date January 26 June 29 Completion Date March 2 August 3 Bosun Recertification February 24 April 6 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) January 5 February 16 March 2 April 13 May 4 June 15 Adult Basic Education (ABE) & English as a Second Language (ESL) Deck Upgrading Courses Check-In Date March 13 July 13 Completion Date April 17 August 14 Able Seaman January 5 March 23 May 18 February 27 May 15 July 10 Radar Observer March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SH LSS before entering this course. Third Mate & Original Second Mate January 5 May 4 March 13 July 10 First Class Pilot January 12 February 27 Lifeboat March 9 May 4 March 20 May 15 Tankerman March 23 May 16 April 3 May 29 Course Celestial Navigation June 1987 January 5 February 13 March 2 April 10 May 4 June 12 Seafarers applying for the upgraders Lifeboat class and _who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: March 6 February 16 April 13 May 1 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT February 2 February 6 QMED March 16 March 20 Third Mate April 27 May 1 Able Seaman May 11 May 15 FOWT June 1 June 5 College Programs Course Associates in Arts Nautical Science Certificate Check-In Date January 19 March 30 June 8 Completion Date March 13 May 22 July 31 March 30 May 22 December 1986 I LOG I 9 �Apply Now for an SH LSS Upgrading Course ·······························•················•·················································•··············•······················• Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (City) Mo./Oay/vear Telephone --.-.-----.____,...-.,.-----(Area Code) (Zip Code) (State) Deep Sea Member D Date of Birth -~~~~---­ (Middle) (first) Inland Waters Member D Pacific D Lakes Member D Social Security# _______ Book# _______ Seniority _______ Department _______ Date Book Port Present ly Was lssued _ _ _ _ __ _ __ _ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ Are you a graduate of the SH LSS Trainee Program: D Yes Trainee Program: From _ _ _ _l""T'""""l.---to-.....-.......---(dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed ENGINE DECK O 0 O O 0 D O O O O O o O O O Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Mites Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course 0 FOWT 0 QMED-Any Rating D Marine Electronics (Variable Speed DC Drive) D 0 0 D D D D D D o No transportation will be paid unless you present original receipts and successfully complete the course. O Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engine Technology Assistant Engineer (Unlnspected Motor Vessel) Chief Engineer (Unlnspected Motor Vessel Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Refrigerated Containers Advanced Maintenance Hydraulics Electro-Hydraulic Systems STEWARD D 0 0 0 Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS O Welding 0 Llfeboatman D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) 0 English as a Second Language (ESL) O ABE/ESL Lifeboat Preparation COLLEGE PROGRAM 0 Associates in Arts Degree 0 Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~~~-DATE~~~~~~~~~~~~~~­ S~afarers RETURN COMPLETED APPLICATION TO: Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 , 12186 •............................................................................... ._.....................................••• .._.-:::;:;;;.....-..-.......... Rev. 10 I LOG I December 1986 �Area Vice Presidents' Report West Coast by V. P. George McCartney S HIPPING on the West Coast has been surprisingly good this month. The only downturn occurred in Hawaii, and that was because the SS Constitution was in San Francisco for its annual drydocking and overhaul. Because of the extra cargo available out on the West Coast, Matson Lines has earmarked $1 million to refurbish the Maunalei. The company will keep it running until the Matsonia is completed. APL is going over plans for five new C-IO's which are being built in Germany. The SIU represents the steward department on these vessels. The stewards employed on APL were at one time represented by the Marine Cooks and Stewards Union. As a result of the foresight of former MCS President Ed Turner, the MCS merged with the A&G District of the SIU. The SIU-MSC merger was an important step in the long struggle for maritime unity. Turner, who became an executive vice president in the A&G District, has decided to step down after a long and colorful career. Turner is an institution to West Coast seamen. He was a close associate of the legendary Harry Lundeberg, who founded the SIUNA in the 1930s. Lundeberg and the late Joe Curran, founder of the NMU, took over following the death of Andrew Furuseth and the break-up of the old International Seamen's Union. Bitter enemies, they provided leadership and vision to a weakened and embattled maritime industry. The philosophical differences that divided the two men and their organizations have been eroded by time. All seamen have benefitted from Lun. deberg's uncompromising commitment to democracy and "Business Unionism'' and by Joe Curran's in1 sistence on social justice and racial equality. Great Lakes by V.P. Mike Sacco M UCH of the work on the Great Lakes and upper rivers is seasonal. Once winter comes along, things pretty much come to a grinding halt. In Algonac, we've been busy trying to beat the winter deadline. Leudtke completed a job in Buffalo and has towed its equipment to Milwaukee, Wis. so it can have everything in place when work begins next spring. The dike construction job that Leudtke began in Lorain, Ohio is expected to be finished shortly. The company was awarded a major dredging project at Fighting Island, which is in the middle of the Detroit River. Work is expected to begin next spring. Dunbar and Sullivan is continuing work on its breakwater project in Racine, Wis. There was a decent amount of work for our members on the rivers this season. Next year's projects look promising. The federal and state governments have put off a number of important maintenance projects for so long now that it is a matter of doing them or just writing off the rivers and harbors forever. quently, in any business endeavor, when financial troubles exist, something must be done to bring the operation into focus with incoming revenue. In this respect, the SIU is no exception. The SIU Executive Board has, therefore, made the decision to close the SIU operation in the port of Olongapo City, P .I., this move to be made as soon after Jan. 1 1987 as feasible. Also, staff personnel in all SIU ports will be reduced. These reductions will also take place as soon after the first of the new year as feasible. Port closures and the laying-off of office personnel is never a pleasant task. No doubt there will be some of the membership who do not agree with these moves. In so far as the SIU government and commercial ships in the Far East area are concerned, they will be serviced by a team of SIU officials on a regular basis. As the frustrating 1986 year comes to a close, let us all hope that the new year under the new Congress will improve the sad condition of the American merchant marine. Meanwhile, let me wish all of you the very best during this Yuletide season as well as prosperous New Year. steered this organization in that direction. Yet it must be emphasized that obtaining this kind of military work is a difficult process. Most of our contracts for military work are for short periods-two, three years. When the time period is up, then the Union will have to go through the bidding process all over again. At best, the military work has helped cushion the effects of the decline in the maritime industry. As Vice President ''Red'' Campbell is fond of saying, ''the rest of the maritime industry is on the critical list in the intensive care unit of the hospital. The SIU is ambulatory.'' What is needed is a long-term plan to revive this ailing maritime industry. That is why SP AD is so important. Each month, I make a special point of urging the members to support SPAD. I do that because political action translates directly into job security. If we hadn't had a capable legislative staff monitoring the actions of Congress last session, then many of our ships would have been laid up. It is no longer possible just to get by in the maritime industry-the days of coasting are over. The SIU has been able to survive because we've worked twice as hard as anyone else to get new jobs during this crisis period. Gov't. Services by V. P. Buck Mercer T HE year 1986 has not been particularly fruitful for marine or staff personnel at Military Sealift Command, Pacific. Because of the administration's decision to contract out to the private shipping industry ships in the MSC nucleus fleet under the Circular A-76 program, and because of the multiple changes in shoreside department heads and staff that handle the affairs of seagoing personnel, there has been much consternation among seagoing and staff personnel who wonder about job security, seniority, medical coverage and a host of other questions that the} may think of. It does not stop there, however. The cable ships are also on the bidding block, and the verdict is not yet in on those ships. In the past 12 months there were some marine employees who left MSCPAC for one reason or another, and the SIU was and is able to furnish further seagoing employment to those mariners who wish to continue a career at sea. From Nov. 18 through 21, 1986, the SIU Executive Board met in Dania, Fla. for the purpose of discussing all phases of the Union operation and making hard deci ions in efforts to correct problems that have developed in various areas. The big problem is the mechanization and highly technical ships that are being built today. These ships represent reduced crew . Reduced crews repre ent reduced union member hip, and reduced member hip repre ents reduced union revenue. Con e- Gulf Coast by V.P. Joe Sacco S HIPPING in the Gulf .Coast has been surprisingly good. Seamen have been able to ship out of almost any port with little trouble. In Jacksonville alone the Union recrewed the Cape Douglas, the Westchester Marine, the American Heritage, the Panama and the American Eagle. We even have had difficulty filling all our ratings. Part of this is due to the holiday season. Job opportunities always open up around this time because a lot of people just want to stay home with their families. But there's more to it than that. The reason why there are so many jobs available is that President Drozak, Vice President Campbell and the rest of the organization have been successful in capturing a large share of the military work being generated by the Navy's decision to contract out vessels to the private sector. Yet it would be a mistake for seamen to take these jobs for granted. If too many ships sail short, then the Navy will just bypass u because we will be an unreliable source of manpower. SIU members owe the existence of many of these jobs to the vision and dedication of the late Bob Vahey. He wa one of the fir t people to see the potential of this kind of work, and he '"""'·'·"""~..:--:; : . · 111ki.. East Coast by V.P. Leon Hall G OOD news for East Coast seamen this holiday season. Contracts have been ratified in a number of ports. In Baltimore, members employed by Baker-Whitely Towing voted unanimously to accept the company's final proposals. It was a difficult set of negotiations, but the Union and the members held tough. A special vote of thanks to SIUNA Vice President Jack Caffey for helping to wrap up this one. In Philadelphia we wrapped up two contracts: Coleman Launch and IOT. The IOT negotiations, which have dragged on for several years, pertained only to the so-called non-supervisory personnel. The company refused to negotiate with the Union in regards to the captain, the chief mate and the barge captains. The matter is presently tied up in courts. The IOT negotiations highlight up an important dilemma for this country and for the labor movement. How can workers and their unions make concessions to make companies more productive if they can't trust the companies' ultimate intention ? Labor-management relations are by nature adversarial. Yet a certain degree of cooperation and trust must (Continued on Page 17.) December 1986 I LOG I 11 �Linking Past and Present Independence Day Reminiscences on the Great Lakes By Rick Metcalf S ITTING in the darkened rec room with my watch partner and a few shipmates, we watched silently as the tall ships paraded by on the television screen, passing the l 00-year-old Statue of Liberty. The Fourth of July celebrations continued. We, however, were on Lake Superior downbound from Marquette, Mich. to South Chicago. The big Lakes freighter was heavy with red iron ore. It was rumored to be our last run for a few months. Over half the Great Lakes fleet was laid up; lack of cargo. The man on the television said it was warm and sunny in New York as 60,000 ships and boats peppered the harbor. A thousand miles away on the "sweetwater" of these freshwater seas, the skies were gray and cool. I told my shipmates about my visit last January to New York City-about how I ventured to the South Street Seaport, a collection of ships, exhibits, galleries and theaters near the Brooklyn Bridge. It was quite impressive, I told them. The creaking tall ships, the movies and the music all captured the aura and romance of I 9th Century sailenough to stir even the most dedicated landsman into casting off the lines and watching the last vestiges of land disappear. Afterward, I told them of my stroll southward to visit the Seaman's Church Institute, affectionately known as the ''doghouse'' which, for more than I 00 years, stood at the foot of Manhattan facing the harbor and the seas beyond. Built and staffed by the Episcopal Church, the Seaman's Church Institute was a sturdy respite from the perils of the big city (where too often a sailor's reward for months or even years at sea was a quick separation of his wages or even his life by untold numbers of con artists, pimps, crimps and bad women). The "doghouse" was a secure retreat where sailors of all creed and nationality could berth in safe and snug quarters. Mail and messages could be sent and received, gear stowed, and the mind, body and spirit administered to. And for many seafarers, this was their only home from the sea. Yes, I told them all this-and how clearly I recalled that sharp January afternoon and how my head seemed to boil with the echoes ofjackhammers A modern skyscraper in New York's Wall Street district serves as a backdrop for a mast of the square-rigger Wavertree. Now a part of the South Street Seaport Museum in New York City, the Wavertree is one of the few square-riggers left that tell the tale of a bygone sailing era. (Wide World Photos) as workmen split apart the last few standing walls of the Institute. Land is very valuable in New York City, especially in the financial district. The man on television quoted Conrad and Melville liberally: ''. . . a universe unto itself,'' ''Whenever I grow weary ... " For many men and women whose calling is the sea, the works of Melville and Conrad hold a deep and personal meaning. ''And it is a very fine feeling, and one that fuses us into the universe of things, and makes us a part of the All, to think that, wherever we ocean-wanderers rove, we have Information, Please still the same glorious old stars to keep us company: that they still shine onward and on, forever beautiful and bright, and luring us, by every ray, to die and be glorified with them." Maybe this passage was written by Melville on the site of the "dog- house." He once had a house there. Inside the Institute was the Conrad Library, displaying a large wooden bust of Conrad alongside some personal articles and manuscripts. He was one of us. The man on television said, ''This Liberty Centennial and the tall ships should remind us that as a nation we should preserve our maritime history and heritage." How simply we like to remember our past. And in the process of romanticizing it, we make it neat and tidy by jerking the link of the present from the past. But one would be a fool to say a modem container ship or a squat oil tanker is as graceful as a tall ship which sailed when much of the world and our souls were still a mystery. Of course, the ships have changed as have the men; steam for sail, satellites for stars, a VCR for a concertina, a vocation instead of a sentence. Yet much hasn't changed; the fear, the isolation, the bone-crushing loneliness that no woman or bottle can cure. And who will tell me New York is any safer now than in the past? Let me ask how many citizens whose pride swelled with the tall ships' parade or found the South Street Seaport's display of 19th Century sailing life "quaint" recoil at the sight of his contemporary staggering by-lost-or by the rage of the dispirited men in the seamen's union halls waiting for the non-existent jobs with an everdwindling U.S. merchant fleet. I presume it's safer to keep our seafaring present in the past-a phantom like the billowing sails ready to be unfurled at the next celebration or when a gentrification project needs a theme. Men encased in glass can never ask for too much. Before I could complete my tale, my watch partner and I were called out on deck to secure cargo hatches. A rain squall blew in from the East, the drops tasting bitter on that Fourth of July afternoon. .g;#/f( toad* The law office of Birnberg & Associates is representing Louis Mora and is seeking witnesses to an accident which Mr. Mora suffered on the Overseas Juneau on Dec. 7, 1983. A seaman named Jesus is believed to have seen this accident. Any witness should contact the LOG office in Camp Springs, Md. as soon as possible(301) 899-0675. Anyone having information on the SS John Barry, sunk Aug. 28, 1944, or information on Purser G.L. Richards, please contact Kerry McCarthy at (202) 331-8160. 12 I LOG I December 1986 FRO YOUR UNION'S OFFICERS and ~ .,_ -~<­ .,~, ... ' Stall ~~~~ �Seafarers Display Skills Smithsonian Highlights Century Of U.S. Labor The Seafarers were the center of attention when the Smithsonian Institution opened a two-day conference last month on American Labor History. The focus of the conference, which was a celebration of the heritage and accomplishments of American workers over the past 100 years, was a live exhibition of the skills of American craftsmen. The conference and exhibit was held at the Smithsonian's National Museum of American History in Washington, D.C. At an opening night reception, AFLCIO Secretary-Treasurer Thomas R. Donahue congratulated the Smithsonian for giving the public an opportunity to see the kinds of craftsmanship in live demonstrations ''that has created most of the artifacts that are kept under glass and behind velvet ropes throughout this museum and others like it." Donahue noted that Dec. 10 marks the lOOth anniversary of the day the American Federation of Labor was formed with Samuel Gompers elected as its first president. Among the labor unions which participated in this first in a two-year series of exhibits were the Graphic Communications Union, Bakery, Confectionery & Tobacco Workers, Hotel & Restaurant Employees, Clothing & Textile Workers, Communication Workers and the Flint Glassworkers. The Seafarers drew large crowds of interested adults and delighted children to the area where the maritime industry has a permanent exhibit in the museum. The SIU's executive chef at its training and upgrading school in Piney Point, Romeo Lupinacci, sculpted fancy hors d' oeuvres which were savored by grateful spectators. Jim Moore, also from the SHLSS, captured everyone's attention with his hands-on display of the art of marlinspike seamanship. And Bud Adams, from the school's arts & crafts department, brought to life the skill and history of scrimshaw. Seafarers and their families who are planning visits to Washington are urged to drop by the Museum of American History's maritime exhibit to see the many photos, models and artifacts which trace the proud history of American seafaring men and women. AFL-CIO Secretary Treasurer Tom Donahue welcomed visitors and trade unionists to the first in a two-year series of exhibits on Labor in America that are on display at the Smithsonian Institution. Chef Romeo Lupinacci delighted visitors with his culinary treats and snacks. Jim Moore, Lundeberg School deck instructor, demonstrated the art of marlinspike seamanship, including some fancy ropework, to delighted children and adults. This is an example of the ancient mariner art of scrimshaw by SHLSS instructor Bud Adams. SHLSS Arts and Crafts Instructor Bud Adams sketched a scrimshaw design on glass to show visitors how the detailed drawings for scrimshaw are begun with a first draft. December 1986 I LOG I 13 �I Cruise Ship Health Exams Begin Again by Hill Order Help Is Available refrigeration , sanitation and crew cleanliness. When the CDC announced the inspection halt , the number of ships failing the exams was climbing. But the CDC cited improving records for the cruise vessels and said the industry was capable of policing itself. After the uproar, a group of House and Senate conferees meeting on federal health appropriations ordered the CDC to begin the health inspections once again. They will begin Jan. 1. In March when the Centers for Disease Control (CDC) announced it was dropping its health and sanitation inspections of foreign-flag cruise ships calling at U.S . ports , it created an uproar from Congress, health officials and consumer groups. Last month the CDC said it would begin the inspections again. At the time of the program's cancellation, more than 40 percent of the ships were given failing marks in 1985. The inspections cover water, food , Help A Friend Deal With --- ~ ~ IrlG=J~ Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lud to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SI members who are fighting the same tough battle he is back to healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. .__ a \ 1-------------------------------, : I I : I I : l Alcoholic Rehabilitation Center I am in1ere,1cJ in allcn<lrng a "'"''eek pmgrall' al lhe Alcoholic I Rehahiln.ati<>n Cenler. I un<ler-tanJ tha1 all my me<lical and counseling I recnr<h "ill t>c kepi 'lricll~ ronfidential. and 1hat the~ will nnt be kept I an~ where c"cpt al The tenter. 'lame I I I Audre" I . . . •• ... .. ( ~1rcc1 or RFD ) Book " · ...••....... 1Sta1cl <Zip) I I : I Tclcph<>ne '-n................ . "1 ail 10: THF. CF. TF.R Siar Route Rox 153-A Valle~ Ltt. '1d. 20692 ______________,_______________________________ _ J I I or rnll. ~4 }1111,n-a-dm·. 1301) 9CJ4-00JO If You Think You Have a Drug or Alcohol ProblemThen You Have a Problem Millions of Americans have turned to drugs and alcohol to avoid problems they encounter in their personal and professional lives. Whether they know it or not, these people have taken on more than they can handle. Drugs and alcohol are killers. For some people, like basketball star Len Bias, death can come right away. For others, it comes only after years of decline, which are marked by ill health, worry, financial insecurity and family problems. The effects of alcohol and drug abuse are not confined to the addict. The New York Department of Health reports that two-thirds of all alcoholics seeking treatment in city clinics had at least one alcoholic parent. One recovering alcoholic said recently that he decided to seek treatment when he became aware of what his addiction was doing to his family. ''How could I be there for my kids when I wasn't even there for myself?'' he said. It is conservatively estimated that drug and alcohol abuse costs American businesses tens of billions of dollars each year in lost productivity, absenteeism and work-related accidents. For some companies, it is the difference between staying in business or relocating overseas. 1986 marked a turning point in the fight against drugs. Americans finally became aware of the dimensions of the drug problem in this country. As a result, the number of drug users as a percentage of the overall population is starting to decline. Unfortunately, those still using drugs are using more potent and dangerous chemicals, such as MDA and crack. Private clinics are flooded with people who are trying to beat their drug and alcohol addictions. Yet there aren't enough private facilities in this country to accommodate this increased demand. People often have to wait months to get accepted to programs that cost several thousand dollars a month. * * * Seafarers who become addicted to drugs or alcohol are lucky in the sense that they can make use of the Seafarers Addiction Center in Valley Lee, Md. As long as they meet the eligibility requirements, it won't cost them a dime, and there's usually not that much of a wait. The program was started more than 10 years ago, before alcohol and drug abuse became a fashionable issue. This says a lot about the foresight of this Union and its leadership. To date more than 670 of your fellow Seafarers have regained their sobriety and drug-free status by making use of this program. If you think that you might have a problem with drugs or alcohol, then contact your Port Agent. It might be the most important contact you make in your lifetime. And, don't worry-your coq.fidentiality will be respected . /)RUGS' ARE ,t:()R f)lJNCES'{/ YOU CAN 9TOP ANO eEr NELP/ CON?'ACT YOUR POR7AGENT OR ~IU /JRU6 I I AND ALCOllOl PROGRAM PINEY POINT, MD. DOI/ /VOW/ AT 14 I LOG I December 1986 �New Hospital Ship Christened by Bob Borden, PAO, MSCPAC The world 's largest hospital hip was christened in San Diego, Calif. Nov. 8 at a shipyard that's also building her twin sister. The USNS Mercy {T-AH 19), the third American hospital ship to bear that compassionate name, was officially christened when guest of honor and newspaper publisher Helen K. Copley smashed the traditional bottle of champagne into the hull of the 894-foot long ship built by National Steel and Shipbuilding Company. Mercy and her twin, the USNS Comfort (T-AH 20), will be crewed by 68 MSC mariners. The floating hospitals, larger than any on shore naval medical facility, will be staffed by about 1,300 medical and support personnel when fully operational. The ships are designed to be floating surgical hospitals with a mobile, flexible response capability to provide acute medical care in support of amphibious task forces. Ten years ago, the since-converted ships were being built by NASSCO as 90,000 dwt supertankers to haul Mideast crude oil through the Suez Canal. The USNS Mercy (T-AH 19) on sea trials off San Diego, Calif. (Photo courtesy of NASSCO) Laid up several years later when too much oil glutted world markets, the concept of converting existing tankers to hospital ships was first proposed. Not only could the government save money and time working with a ship already built, reasoned naval architects, but also the added advantage of supertankers was their low center of gravity which reduces roll, a comfort to patients and crew alike. NASSCO won a $400 million contract to convert the two ships to hospital vessels in 1983. The Navy has since spent another $110 million out- fitting the ships with the latest medical equipment.' The floating hospitals each have a total patient capacity of 1,000 beds (the average U.S. hospital has 300 beds), 12 operating rooms, radiological services, medical laboratories, dental service, physical therapy and burn care facilities, an optometry lab, a pharmacy, a morgue and two oxygen producing plants. The ships' massive landing pads are large enough to accommodate the military's biggest helicopters. ''Under the old concept of hospital ships, the idea was to carry casualties M SC's Safety Poster Walks Away With Honors Two MSCPAC employees and the command itself walked away with first place honors in the marine safety poster contest at the National Safety Council's annual congress in Chicago recently. The Golden Safety Poster Award was given to Jack Reich, head of MSCPAC's safety branch; Steve McKnight, an MSCPAC illustrator, and to Military Sealift Command, Pacific, for the creation of a poster that promotes safety in the marine indus- try. The National Safety Council is composed of government and industry representatives to promote safety and occupational health at home and at work sites. Reich and McKnight teamed up a few months ago for the design of their winning safety poster as part of an overall plan to get the message out about safety. The National Safety Council, which automatically had rights to all poster submittals, will reproduce the MSCP AC design and provide it to Accepting first place honors in the marine safety poster contest are (I. tor.) Jack Reich, Capt. W. T. Dannheim and Steve McKnight. Council members nationwide. MSCPAC's entry was creative, informative and thought provocative," said Frank J. Poliafico, awards committee chairman, when he announced the poster contest winners. ''The command obviously has a winner's attitude toward safety, and for this we admire MSCPAC.'' At the same time Reich was in Chicago Oct. 20 to accept the safety poster award, Capt. William T. Dannheim, COMSCPAC, was sending a message to all MSCPAC ships commending them for their efforts in reducing lost-time injuries. In fiscal year 1984, President Reagan set a government-wide goal to reduce work injuries in the federal sector by 3 percent a year over a five-year period, using fiscal year 1983 as a baseline. With MSCP AC mishap figures compiled for the past three years, the command has attained a cumulative 15 percent reduction in lost-time injuries, far exceeding the presidential goal to date. Said Capt. Dannheim in his Oct. 21 message to MSCPAC ves els, "The continuing reduction in mishap rates onboard our ships is a tribute to the collective efforts of all hand . I commend you all for your effort in helping MSCP AC exceed the presidential goal for the third straight year. Well done." back home for care," said Albert Midboe, the MSC construction representative assigned to the T-AH project at NASSCO. "With these ships, a patient receives instant care." A licensed chief engineer, Midboe knows hospital ships. He first served on one with the Army Transport Service before that organization became part of MSTS in 1949. "We're getting a couple of pretty good ships at an economical price," he claims. "The ships had well known designs and propulsion plants which aren't terribly complicated." The USNS Mercy is driven by a single screw, geared steam turbine with 24,500 horsepower. The ship's four distilling plants produce 75,000 gallons of fresh water daily. Three 400-ton air conditioning plants will help keep hospital spaces comfortable. Originally scheduled to be maintained in a Reduced Operating Status in Oakland, Calif. with a five-day deployment capability, the USNS Mercy is now scheduled to go into service next March on a four-month goodwill tour to the Philippines. The purpose of the deployment will be to train MSC and Navy personnel in the operation and support of the ship and its embarked medical treatment facility during extended operations in a remote area. Coincidentally, it provides an opportunity to enhance the U.S. presence in the region and meet medical (Continued on Page 17.) Not Yet for Retro Money Although retroactive money was tentatively expected to be paid around Christmas time, the MSCPAC comptroller has now indicated that because of a major error in computing retroactive wages and overtime increases for unlicensed marine personnel, retro money will not be paid until late February or early March 1987. December 1986 I LOG I 15 �Safeguard Your Shipping ·ghts \ .J~ ! ~ /' I ''""'\ .., ~--..J-~ T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved , you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your respon- sibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW YOU RIGHTS - FINANCIAL REPORTS. T he constitution of the SIU Atlantic , Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership 's money and Union finances. The constitution requires a detailed audit by Certified Public Account ants every three months, which are to be submit1ed to the membership by the Secretary-Treasurer. A qu arterly finance committee of rank and file members , elected by the membership , makes examination each quarter of the finances of the Union and reports fully their findings and recommendation s. Members of this committee may make dissenting reports, specific recommendations and sep arate findings . TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. ..,,- KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights. as well as your obligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 16 I LOG I December 1986 KNOW YOUR IGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should ohtain copies of this constitution so as to familiarize themselves with its contents . Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no memher may be discrimi nated against because of race . creed , color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111n1111111111111n111111lll1111111111111111n1111111111111111111111111n1111111111111111111111111111111 patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempt to require any such payment he made without supplying a receipt. or if a member is required to make a payment and is given an official receipt. but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION --SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force. joh discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the ahove improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The add~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �cove Leader Passes Through Panama canal S. Byerley, OMU A. Sharif, asst. cook Last month, R.A. McClean, master aboard the Cove Leader (Cove Shipping Inc.), sent us some photos of the vessel's crew. Here are a few more, including (above) G. Carter, OMU. A. Flatts, GSU USNS Mercy (Continued from Page 15.) training and care needs of the Philippine people. The Mercy's medical teams, consisting of military and civilian medical personnel (both U.S. and Filipino), will provide health care and preventive advice, training, consultation and patient screening. Detailed planning for this mission i currently under way. The USNS Mercy is expected to be delivered to MSC in mid-December. A Post Delivery Availability, along with crew training and the onloading of supplies and provisions, will keep the ship in San Diego until late February. The ship will deploy on her humanitarian mission in March. The Mercy's pro pective commanding officer i Capt. Richard Hosey , a 34-year veteran of MSCPAC. Capt. Ho ·ey is no stranger to taking hips out of the yard and out to the open sea. He's done it before with a tracking ship, a survey vessel, an ammunition ship, and now the Mercy. "This can be a frustrating time for those of us who will crew the ship , '· says Hosey. "Someone else is administering the shipbuilding contract for a vessel we have to sail, and we have L. Thrasher, steward/baker E.Ott,AB little say over how the ship is built or converted.'' Capt. Ho ey, Chief Engineer Dennis Leggett and a few other prospective crewmembers have spent the past two month climbing up, down and around the massive ho pital ship attempting to learn everything they can about the vessel. They've taken detailed notes, scanned blueprint and technical specifications and submitted some recommendations to the Supervisor of Ships and the MSC construction representative to help bring the hip into compliance with MSC rules and regulations. "We 're trying to identify all the deficiencies of the hip which mu t be corrected before we sail, and those that can be deferred," aid Capt. Hosey, working out of a mall trailer hi five-per on crew hare with the MSC con truction repre entative at N ASSCO. U ing hi experience aboard the USNS Kilauea, Ho ey recently wrote a 78-page operation, manual for the ho pital hip. "The INSURV board liked it," he miled. Though some problem. urfaced during the Mercy's sea trial in late October. the re olution of the problem. is ongoing and Navy official expect the hip to deploy as planned. Unlike other MSC hip with the familiar gold and blue ·tripes on the ship stacks, the USNS Mercy and the Comfort will carry no other markings other than red crosses against the allwhite ships. Military or government markings on hospital ships are prohibited by the Geneva convention agreements which cover such items as maritime warfare and the treatment of prisoners of war. Old-Timers earner Vice Presidents' Report (Continued from Page 11.) exi t if this country is to get on with the business at hand, which is to make American products more competitive. In New York, the Maritime Port Council there handed out its annual Paul Hall Award to Morty Bahr, president of the Communications Workers of America. SIU Pre ident Frank Drozak appeared at the dinner. He poke of Bahr' many contribution to the labor movement, especially in the field of organizing. Drozak also gave a frank as e sment of the state of the industry. "Maritime t dying," he told the 1,000 people in attendance. "We've gone past the point of no return." He pledged to devote hi full energie in per uading the 1OOth Congrc s to enact a trade policy. Pensioner Reino J. Pelaso (P-8) from Vallejo, Calif. sends his Christmas greetings along with a photo of his latest catch. Seems Reino had a good year fishing in San Pablo Bay and Bodega Bay, hooking four sturgeon (25-100 lbs. each), 15 salmon (5-15 lbs.) and 80 pounds of rockfish. "I wish to say hello to all my old shipmates. I hope everyone has a Merry Christmas and that the New Year wiU be good to all my friends." December 1986 I LOG I 17 �Lennard Edward Fuller r., 74, joined the SIU in the port of Houston in 1957 sailing both deep sea and inland. From 1956 to 1972 he sailed as a mate and captain for · G & H Towing. Brother Fuller was a former member of the NMU from 1941to1953. HewasborninLynchburg, Texas and is a resident of Baytown, Texas. Deep Sea George Adamisin, 62, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Adami sin was born in N anty Glo, Pa. and is a resident of Pittsburgh, Pa. A.G. Alexander, 62, joined the SIU in 1947 in the port of Galveston sailing last as a recertified bosun. Brother Alexander graduated from the Union's Recertified Bosuns Program in 1975. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beers and last shipped out of the port of Houston. Seafarer Alexander is a veteran of the U.S. Navy in World War II. A native of Arkansas, he is a resident of Milan, Texas. Fred C. Gissubel, 63, joined the SIU in the port of New York in 1976 sailing as a recertified chief steward. Brother Gissubel graduated from the Union's Recertified Chief Stewards Program in 1981. He began sailing during World War II. A native of New York City, he is a resident of Deerfield Beach, Fla. Carl Harcrow Jr., 65, joined the SIU in the port of Houston in 1970. He sailed as an AB, most recently aboard the MV Aurora. Brother Harcrow was a former member of the NMU. He is a veteran of the U.S. Navy during World War II. Seafarer Harcrow was born in Little Rock, Ark. and is a resident of Franklin, Texas. David Huffer Ikirt, 66, joined the SIU in 1947 in the port of Philadelphia. He last sailed as an AB and deck delegate out of the port of San Francisco. Brother Ikirt also sailed during the Vietnam War and walked the picket line in the 1946 General Maritime beef. He was born in Dayton, Ohio and is a resident there. Bennie J.B. Anding, 58, joined the SIU in the port of Lake Charles, La. in 1953. He sailed as a cook, most recently out of the port of Houston. Brother Anding began sailing during World War II. He was born in Louisiana and is a resident of Orange, Texas. Edgar Bivens, 62, joined the SIU in the port of Mobile in 1969 sailing as a cook. Brother Bivens last sailed aboard the SS Navigator. He is a veteran of the U.S. Army during World War II. Born in Mobile, he is a resident there. - Clyde Allen Kent, 58, joined the SIU in 1948 in the port of Norfolk. He sailed as a deck delegate and recertified bosun last aboard the Bay Ridge out of the port of Baltimore. Brother Kent graduated from the Union's Recertified Bo suns Program in 1982. He hit the bricks in the 1946 General Maritime beef. Seafarer Kent was born in Danville, Va. and is a resident of Laguna Hills, Calif. Edelmiro Colon, 61, joined the SIU in 1945 in the port of San Juan, P.R. sailing as a chief cook. Brother Colon was born in Puerto Rico and is a resident of Caguas, P.R. Henry Joseph Koppersmith, 58, joined the SIU in 1946 in the port of Mobile sailing as a cook. Brother Koppersmith last rode the SS San Pedro. He was born in Mobile and is a resident there. Billy Gailian Edelmon, 59, joined the SIU in 1946 in the port of New York. He last sailed as a recertified bosun out of the port of Honolulu, Hawaii. Brother Edelmon graduated from the Union's Recertified Bosuns Program in 1975. He also sailed during World War II. Seafarer Edelmon was on the picket line in the 1946 General Maritime beef and attended the 1971 Piney Point Crews Conference. Edelmon was a former member of the SIUmerged Marine Cooks and Stewards Union and the Operating Engineers Union. Bosun Edelmon is a veteran of the U.S. Army during the Korean War. Born in Houston, he is a resident nf Honolulu. Horace Carl Long Jr., 59, joined the SIU in 1946 in the port of Savannah, Ga. He sailed as a cook, most recently out of the port of San Francisco. Brother Long was on the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. He is a veteran of the U.S. Navy during the Korean War. Seafarer Long was born in Titusville, Fla. and is a resident of San Francisco. John Fanoli, 61, joined the SIU in 1947 in the port of New York sailing as a cook. Brother Fanoli hit the bricks in both the 1946 General Maritime and the 1965 District Council 37 beefs. He is a veteran of the U.S. Navy in World War II. Seafarer Fanoli was born in New York City and is a resident of Brooklyn, N.Y. Peter Lypen, 61, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Lypen worked on the Sea-Land Shoregang, Port Elizabeth, N.J. in 1981. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Lypen attended the U.S. Military Transport Command School, Sheepshead 18 I LOG I December 1986 ,., Bay, Brooklyn, N.Y. in is a veteran of the U.S. the Korean War. Born in sey, Lypen is a resident beth, N.J. 1943. He Army in New Jerof Eliza- Warren Manuel Sr., 55, joined the SIU in the port of Lake Charles, La. in 1952 sailing as an AB last out of the port of Houston. Brother Manuel is a veteran of the U.S. Army during the Korean War. He was born in Mamou, La·. and is a resident there. Cecil Harles Martin, 62, joined the SIU in the port of Mobile in 1950 sailing last as a chief cook. Brother Martin was on the picket lines in 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. He was born in Alabama and is a resident of Mobile. Wilbert James Miles Sr., 60,joined the SIU in the port of Mobile in 1951 sailing as a chief steward. Brother Miles was born in Mobile and is a resident of Prichard, Ala. John Dow Moore, 65, joined the SIU in the port of New York in 1951. He sailed last as a recertified bosun out of the port of Houston. Brother Moore graduated from the Union's Recertified Bosuns Program in 1975. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Moore is a veteran of the U.S. Marine Corps in World War II. A native of New Orleans, he is a resident of Houston. Richard Ward Moore, 65, joined the SIU after attending a training program at the SIU's Andrew Furuseth School. Brother Moore last sailed as an AB out of the port of Jacksonville. He is a veteran of the U.S. Navy in World War II. Seafarer Moore was born in Dunn, N.C. and is a resident of Jacksonville. Jimmie Lee Morris, 56, joined the SIU in 1949 in the port of Tampa sailing last as a recertified bosun. Brother Morris last shipped out aboard the OM/ Champion from the port of Jacksonville. He was on the picket line in the 1946 General Maritime beef. Seafarer.Morris was born in Pensacola, Fla. and is a resident of Fort McCoy, Fla. Guillermo Ortiz, 62, joined the SIU in 1949 in the port of Philadelphia sailing last as a chief electrician out of the port of Santurce, P.R. Brother Ortiz hit the bricks in the 1946 General Maritime, 1947 Isthmian, 1948 Wall St. and the 1961 Greater N. Y. Harbor beefs. He is a veteran of the U.S. Army in World War II. Seafarer Ortiz was born in Ponce, P.R. and is a resident of Bayamon, P.R. (Continued on Page 19.) �. . C a t Guard in World II. Riutta was born in Astoria, a resident of Las Vegas, William "Bill" Maurice Parker, 61, joined the SIU in 1945 in the port of Mobile. He sailed as bosun. Brother Parker graduated from the Union's Recertified Bosuns Program in 1975. He last shipped out of the port of New Orleans. Parker walked the picket line in the 1946 General Maritime beef. He was born in Illinois and is a resident of Lacombe, La. Emil Henrick Riutta, 65, joined the SIU in the port of Seattle in 1957 sailing as an oiler. Brother Riutta last sailed out of the port of San Francisco. He was on the picket line in the 1961 Greater N.Y. Harbor beef. Seafarer Riutta was a former member of the Teamsters Union, Local 569 and is a veteran Raymond John Christina, 66, joined the Union in the port of Duluth, Minn. in 1956 sailing as a FOWT. Brother Christina last sailed out of the port of Algonac, Mich. He is a veteran of the U.S. Navy during World War II. Laker Christina was born in Houghton, Mich. and is a resident of Hubbell, Mich. Ray Ellis Schrum, 58, joined the SIU in 1947 in the port of Miami, Fla. He sailed last as a recertified bosun aboard the MV Courier out of the port of Houston. Brother Schrum graduated from the Union's Recertified Bosuns Program in 1976. He was on the picket line in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Schrum was born in North Carolina and is a resident of Lincolnton, N.C. (Continued from Page 18.) Stanley "Stan" Partyka, 57, joined the SIU in 1947 in the port of Mobile sailing last as a bosun out of the port of New York. Brother Partyka graduated as a 3rd mate from the HLSS-MEBA District 2 Deck Officers Training School, Brooklyn, N.Y. in 1966. He was on the picket line in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Partyka also attended Piney Point Crew Conference No. 9 in 1970. Born in Pennsylvania, he is a resident of Chicago, Ill. Great Lakes Albert Joseph Verwilt, 69, joined the SIU in the port of New York in 1961 sailing last as a chief electrician. Brother Verwilt also sailed during World War II. He hit the bricks in the 1962 Robin Line and the 1963 Rotobroil beefs. Seafarer Verwilt worked on the Sea-Land Shoregang, Port Elizabeth, N.J. from 1971 to 1978 and also at the Federal Shipyard, N.J. from 1939 to 1944. Born in Hoboken, N.J., he is a resident of Highlands, N .J. ......... L... 'm George L. Vourloumis Sr., 62, joined the SIU in 1943 in the port of New York. He sailed deep sea from 1942 to 1962 and inland from 1962 to 1986 for Independent Towing. Brother Vourloumis last sailed as a recertified chief steward aboard the SS Caguas. He is a veteran of the U.S. Navy in World War II. Seafarer Vourloumis was born in Fitchburg, Mass. and is a resident of Philadelphia. Summary Annual Report Seafarers Pension Plan This is a summary of the annual report of the Seafarers Pension Plan EIN 13-6100329 for the year ended Dec. 31, 1985. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). BASIC FINANCIAL STATEMENT Benefits under the plan are provided by the Trust. Plan expenses were $20,887,199. These expenses included $2,749,495 in administrative expenses and $18,137,704 in benefits paid to participants and beneficiaries. A total of 18,444 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, wa $343,248,323 as of Dec. 31, 1985, compared to $294,255,794 as of Jan. 1, 1985. During the plan year the plan experienced an increase in its net assets of $48,992,529. This increase included unrealized appreciation or depreciation in the value of plan assets; that is, the difference between the value of plan assets at the end of the year and the price the plan originally paid for those assets. The plan had total income of $47 ,232,448, including employer contributions of $7 ,930,434, gains of $9,460,509 from the sale of assets, earnings from investment of $29,639,855 and other income of $201,650. MINIMUM FUNDING STANDARDS An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the minimum funding tandards of ERISA. * * * Summary Annual Report Great Lakes Tug & Dredge Pension Fund This is a summary of the annual report of the Great Lakes Tug and Dredge Pension Fund EIN 13-1953878 for the year ended Dec. 31, 1985. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). Donald D. Witt Menter Sr., 51 , joined the Union in the port of Sault Ste. Marie, Mich. in 1961. He sailed as an oiler for the Great Lakes Dredge and Dock Co. from 1957 to 1986, most recently out of the port of Cleveland, Ohio. Brother Menter was a former member of the Laborers Union. He was born in Oswego, N.Y. and is a resident of Conneaut, Ohio. Henry Reinhold Schultz, 65, joined the Union in the port of Alpena, Mich. in 1960 sailing as a wiper and gateman. Brother Schultz last shipped out of the port of Algonac, Mich. He was born in Hubbard Lake, Mich. and is a resident of Hudson, Fla. Shipping Rules Copies of the Shipping Rules as amended by the Seafarers Appeals Board through Sept. 15, 1986 are available on request by contacting the Seafarers Appeals Board at 5201 Au th Way, Camp Springs, Md. 20746. BASIC FINANCIAL STATEMENT Benefits under the plan are provided by the Trust. Plan expen e were 539,518. These expenses included $103,779 in administrative expenses and $435,739 in benefits paid to participants and beneficiaries. A total of 552 per ons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $10,540,242 as of Dec. 31, 1985, compared to $8,692,743 as of Jan. 1, 1985. During the plan year the plan experienced an increa e in its net a sets of $1,847,499. This increase included unrealized appreciation in the value of plan assets; that is, the difference between the value of plan assets at the end of the year and the price the plan originally paid for those assets. The plan had total income of $1,641,211, including employer contributions of $239, 758, employee contributions of$96,204, gains of $521,395 from the sale of assets, and earnings from investment of $783,854. - MINIMUM FUNDING STANDARDS An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the minimum funding standards of ERISA. * * * YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An Accountant's report 2. Assets held for investment 3. Tran actions in excess of 3 percent of plan assets 4. Actuarial information regarding the funding of the plan. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Leo Bonser, who is the Plan Administrator, 5201 Auth Way, Camp Springs, Md. 20746-(301) 899-0675. The charge to cover copying costs will be $4.10 for the Seafarer Pension Plan report and $1.90 for the Great Lakes Tug and Dredge Pension Plan report, or $.10 per page for any part thereof. You also have the right to receive from the plan administi:ator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statement and accompanying note will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furni hed without charge. You also have the legally protected right to examine the annual report at the main office of the plan at 5201 Auth Way, Camp Springs, Md. 20746 and at the U. S. Department of Labor in Washington, D. C., or to obtain a copy from the U. S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclosure Room, N4677, Pension and Welfare Benefit Programs, Department of Labor, 200 Constitution Ave., N.W., Washington, D. C. 20216. December 1986 I LOG I 19 - �Pensioner Leonard Stanaslaus Bugajewski, 72, passed away on Nov. 9. Brother Bugajewski · joined the SIU in 1943 in the port of New York. He sailed last as a bosun and quartermaster during the Vietnam War. He hit the bricks in the 1947 Isthmian beef. Seafarer Bugajewski was born in Delaware and was a resident of Aberdeen, N .J. Surviving are his widow, Alice; a brother, Bernard of Chester, Pa., and a sister, Mary Connaugh of the Bronx, N.Y. Pensioner George F. Butler, 64, succumbed to heart-lung failure in the Dominquez Valley Medical Center, Long Beach, Calif. on Oct. I. Brother Butler joined the SIUmerged Marine Cooks and Stewards Union in the port of Wilmington, Calif. in 1958 sailing last as a chief steward. He was born in Los Angeles, Calif. and was a resident there. Burial was in the Woodlawn Park Cemetery, Colma, Calif. Surviving are his widow, Bertha and a daughter, Ara Griffith of Sacramento, Calif. Pensioner John James Cox, 94, succumbed to pneumonia at home in Tempe, Ariz. on Oct. 18. Brother Cox joined the SIU in (a charter 1938 member) in the port of Baltimore, sailing last as an oiler. He hit the bricks in the 1946 Greater Maritime, 1963 Rotobroil and the 1965 District Council 37 beefs. Seafarer Cox was born in London, England and was a naturalized U.S. citizen. Cremation took place in the East Valley Crematory, Mesa, Ariz. Surviving is a daughter, Janice Dawe of Tempe. Pensioner Wilson FrampRandolph ton, 89, passed away in November 1983. Brother Frampton joined the SIU in 1943 in the port of New Orleans sailing last as an oiler. He was born in Huntington, W.Va. and was a resident of New Orleans. Pensioner Fortunato N. Drilon, 88, passed away in the St. Francis Hospital, San Francisco on Oct. 12. Brother Drilon joined the SIU in 1948 in the port of New York sailing as a cook for 50 years. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Drilon was born in the Philippines and was a resident of San Francisco. Interment 20 I LOG I December 1986 was in Holy Cross Cemetery, Colma, Calif. Surviving are his widow, Jung Soon; a son, Jame, and a brother, Felix of Cerigara, Leyte, P .I. Bernard Raymond Kitchens, 67, died on Oct. 30. Brother Kitchens joined the SIU in 1943 in the port of Savannah, Ga. He sailed last as a recertified bosun aboard the Sea-Land Producer from 1985 to 1986. He graduated from the Union's Recertified Bosuns Program in 1979. Seafarer Kitchens walked the picket line in the 1961 Greater N. Y. Harbor beef. Born in Georgia, he was a resident of Savannah. Surviving are his widow, Hattie and a daughter, Nannie of Adrian, Ga. Pensioner Daniel Gerald "Jerry" Lynch, 75, died of a heart condition in the Kaiser Hospital, Portland, Ore. on Nov. 6. Brother Lynch joined the SIU-merged Marine Cooks and Stewards Union in 1943 in the port of Seattle. He last sailed as a chief steward aboard the SS Hawaiian Refiner in 1970. He sailed his first ship, the SS George H. Harris as a steward utility in 1943. Seafarer Lynch was a veteran of the North Dakota National Guard and was a former member of the Knights of Columbus. Born in Scott Mills, Ore., he was a resident of Portland. Pensioner Jack Baron Mauldin, 75, passed away on Oct. 27. Brother Mauldin joined the SIU in 1946 in the port of New Orleans sailing last as a cook. He began sailing in 1929. Seafarer Mauldin was on the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. He attended a Piney Point Educational Conference and was a veteran of the U.S. Navy before and during World War II. Leathercraft was his hobby. A native of North Carolina, he was a resident of Gretna, La. Surviving are two daughters, Evelyn Lovalla of Gretna and Marlene Lee of San Pablo, Calif., and a sister, Mrs. R.R. Vaughn of Ft. Myers, Fla. Pensioner Walter Frederick Mueller, 84, passed away on Nov. 9. Brother Mueller joined the SIU in 1945 in the port of Tampa, Fla. sailing last as a bosun. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beef . Seafarer Mueller attended the 1972 Piney Point Educational Conference. Bosun Mueller was born in Germany and was a resident of Tampa. Surviving is his son, James of West Milton, Ohio. Pensioner Emile Joseph Olive, 69 succumbed to heart failure at home in Pennsville, N.J. on Sept. 30. Brother Olive joined the SIU in 1947 in the port of New York sailing last as a bosun and deck delegate. He was on the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Olive was born in Charlotte Amalie, St. Thomas, V .I. Surviving is his widow, Grace. Pensioner Sloan Mitchell Orr, 65, died on Oct. 9. Brother Orr joined the SIU in the port of New York in 1950 sailing last as a FOWT. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Orr was a veteran of the U.S. Navy in World War II. Born in Walhalla, S.C., he was a resident of Jacksonville. Surviving is his sister, Katie O'Berry of Cashiers, N.C. Pensioner William Ansell Pittman, 63, died on Oct. 13. Brother Pittman joined the SIU in 1942 in the port of New Orleans sailing last as a bosun. He was born in Louisiana and was a resident of Ponchatoula, La. Surviving is his widow, Mabel. Catherine E. Young, 38, died on Nov. 5. Sister Young joined the SIU in the port of Seattle in 1981 sailing as a saloon messwoman. She was born in San Francisco and was a resident of Seattle. Surviving are her parents, Mr. and Mrs. F.R. Young of Concord, Calif. Pensioner Hipol. ito Sanchez Ramos, 78, passed away on Nov. 16. Brother Ramos joined the SIU in 1939 in the port of New York sailing last as a bosun. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Ramos was born in Arecibo, P.R. and was a resident of Baltimore. Surviving is his widow, Antonia. Pensioner Clarence Eugene Roney, 81, passed away on Nov. 15. Brother · Roney joined the SIU in 1947 in the port of Mobile sailing last as a FOWT. He was on the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Roney also attended the 1970 Piney Point Pensioners Conference No. 6. A native of Chatom, Ala., he was a resident of Mobile. Surviving is his widow, Alice. Pensioner Lawrence Smith, 69, died on Nov. 3. Brother Smith joined the SIU in 1947 sailing last as a cook. He was on the picket line in the 1946 General Maritime beef. Seafarer Smith was a veteran of the U.S. Army in World War II. Born in Gretna, La., he was a resident of New Orleans. Surviving is his widow, Inez. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, January 5 ................... 10:30 New York ............... Tuesday, January 6 ................... 10:30 Philadelphia .............. Wednesday, January 7 ................ 10:30 Baltimore ................ Thursday, January 8 .................. 10:30 Norfolk ................. Thursday, January 8 .................. 10:30 Jacksonville .............. Thursday, January 8 .................. 10:30 Algonac ................. Friday, January 9 .................... 10:30 Houston ................. Monday, January 12 .................. 10:30 New Orleans ............. Tuesday, January 13 .................. 10:30 Mobile .................. Wednesday, January 14 ............... 10:30 San Francisco ............ Thursday, January 15 ................. 10:30 Wilmington .............. Tuesday, January 20 .................. 10:30 Seattle .................. Friday, January 23 ................... 10:30 San Juan ................ Thur day, January 8 .................. 10:30 St. Loui ................ Friday, January 16 ................... 10:30 Honolulu ................ Thursday, January 15 ................. 10:30 Duluth .................. Wednesday, January 14 ............... 10:30 Gloucester ............... Tuesday, January 20 .................. 10:30 Jersey City ............... Wednesday, January 21 ............... 10:30 a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. �Dlaest of Ships Meetlnas -,... t AMERICAN HERITAGE (Apex Marine), November 9-Chairman Donald D. Fleming; Secretary Jon Cruz; Educational Director R. Wilson ; Deck Delegate S. Perdiks; Engine Delegate William Casapo; Steward Delegate F. Gonzales. Some disputed OT was reported in the deck and engine departments. There is $1 00 in the ship's fund collected from an arrival pool. The chairman reminded all hands that the Union has a very good school in Piney Point, Md. and that qualified members should upgrade their skills and be prepared to fill the jobs available, especially on the military-contracted ships. Crewmembers also were told if they have a drinking or drug problem, they have a Union that cares and programs to help. "So take advantage of them because losing your papers is one thing, but if you lose your life or loved ones, you don't get a second chance." The educational director stressed the importance of contributing to SPAD. He noted that after six years of the Reagan administration, we should all know how important SPAD is for us-to make sure the Union has the resources to elect our friends who, in turn, will help us. All departments were given thanks for their hard work and for the smooth trip-especially the steward department. "Steward Jonny Cruz and Chief Cook Leopold Faulkner sure know how to feed a hungry sailor with all their goodies and spread. Too bad the ship will be laid up during Thanksgiving because we're going to miss out on some good food." Next port: Jacksonville, Fla. BALTIMORE (Apex Marine), November 1&-Chairman James S. Rogers ; Secretary Edward M. Collins; Engine Delegate Paul Summers; Treasurer Tom Herbert. No beefs or disputed OT. The captain reported that payoff would take place Nov. 20 and that the ship will remain in the shipyard for about 20 to 25 days. All crewmembers leaving the ship were reminded to return dirty linen to the dirty linen locker. New movies were one of the requests, and the patrolman will be asked about the possibility of getting some soon. A vote of thanks was given to the steward department for a job well done. Next port: Norfolk, Va. CONSTITUTION (American Hawaii Cruises) , October 1~Chairman D. Ellette; Deck Delegate J. Balentine; Engine Delegate G. Brown. The chairman noted that a new contract was signed, and the bosun has given a copy to each department delegate. So, if there are any questions about the contract, members should see either the bosun or their delegate. The Constitution is going into the shipyard at Aboard the MV Sugar Islander the end of November and is due out around Dec. 15. The ship should be back in Hawaii by Dec. 20. The chairman will keep the delegates informed as to specific dates. All communications have been read and posted. The bosun mentioned the importance of reading the LOG in order to be informed on what's going on in the Union. The new TVs and refrigerators for the unlicensed crew lounges were received , and a new TV, VCR and refrigerator have now been ordered for the pursers' lounge. The chairman gave the ships' committees and delegates a vote of thanks for their good work. Next port: Honolulu, Hawaii. GUS W. DARNELL (Ocean Ships), November 9-Chairman Louie Diesso; Secretary DA Brown; Educational Director H. Green; Engine Delegate Ronald Aubuchon; Steward Delegate Marc D' Ambrosio; Deck Delegate J. McPherson. No beefs or disputed OT. There is $200 in the treasury, shared jointly with the ship's officers. Members were urged to upgrade their skills at the training center in Piney Point, Md. A request was made on the part of the gang to have lifesaving equipment available during the cleaning of the tanks. Respirators should be checked, and a rescue demonstration be given. Next ports: Guam, Singapore and Japan. LNG LEO (Energy Transportation Corp.), November 2-Chairman John P. Davis; Secretary H. Jones, Jr.; Educational Director Roy C. McCauley. No beefs or disputed OT. There is $372.50 in the ship's fund. From that sum, "We have to buy a net for the swimming pool, so we won't lose the ball each time we play water polo." There is also $50 in the communications fund. The chairman reported that the ship will undergo the annual Coast Guard inspection during the northbound voyage. He reminded all hands, however, that safety is a daily concern-not just necessary at inspection time. He also mentioned the reports of meetings with other maritime unions regarding a possible .merger and believed that such signs are encouraging. "We've got to stick together." Movies are still a problem aboard ship. The same box of movies was received that was sent last year. A vote of thanks was given for all members aboard ship for the respect they are showing their fellow Seafarers by not slamming doors or playing radios loudly. A vote of thanks also went to the steward department for the pool parties and good food. Next ports: Osaka, Japan and Arun , Indonesia. OMI DYNACHEM (OMI Corp.), November 1&-Chairman Horace B. Rains ; Secretary Donnie W. Collins ; Educational This photo, sent to us by Chief Steward Milton Thrash, shows crewmembers enjoying one of the many fine cookouts aboard the Sugar Islander (Pacific Gulf Marine). Director Guy Venus; Deck Delegate Michael S. Pell; Engine Delegate John E. Trent; Steward Delegate Bruce Mesger. No beefs or disputed OT reported. The ship is to lay up in Jacksonville for repairs. Payoff will be Wednesday, Nov. 19. The repair list will be posted and all movies are to be returned to the movie locker. The secretary suggested that everyone read the LOG for up-to-date informaton on what's happening in the Union and in the maritime industry. He also stressed the importance of donating to SPAD. "SPAD helped to get us where we are. So let's all donate. Look at the last election and you can see what we can do together. " The educational director reminded anyone who wants to upgrade their skills-" lt's never too late to go to the SHLSS. " All kinds of courses are available. The steward suggested that one minute of silence be observed in memory of those who died aboard the OM/ Yukon during a recent explosion. A hearty vote of thanks was given to the steward department for the fine food and excellent menus. Next port: Jacksonville, Fla. ST AR OF TEXAS (Seahawk Management), November 1&-Chairman Gene Paschall ; Secretary J.R. Fletcher. No beefs or disputed OT reported . There is $32.20 in the ship's fund. Everything is going smoothly aboard the Star of Texas . The ship will pay off Tuesday, Nov. 18 in Norfolk. According to the chairman , " It has been a good trip with a very good crew. " The ship's fund is in the captain's safe and will be handled by the ship's chairman. Members report that they had a nice trip to Rotterdam, although they did encounter some rough weather on the way back. The crew is looking forward to shore time in Norfolk. A vote of thanks was given to the steward department for a fine job. STUYVESANT (Bay Tankers), November 9-Chairman NA Nagy; Secretary W.J. Smith ; Educational Director Rolando Gumanas. No beefs or disputed OT reported . The ship will pay off on arrival in Long Beach, Calif. on Nov. 15. Two ABs left the ship this trip due to medical reasons. One replacement came aboard in Valdez. Members talked about the future of shipping and the elimination of jobs on some ships. The importance of upgrading at Piney Point was stressed , especially to help train crewmembers for some of the newer, military ships. A vote of thanks was given to the bosun and deck department for refinishing the deck in the crew mess- _ room and a complete cleaning of the bulkheads. A vote of thanks also went to the steward department for their fine food and clean mess areas. Official ships minutes also were received from the following vessels: CAGUAS GOLDEN ENDEAVOR OAKLAND OVERSEAS CHICAGO PUERTO RICO SEA-LAND CONSUMER SEA-LAND EXPRESS Mt. Washington Crew Enjoys Barbeque """°"'' .· :. .; :•..·:;· ..... .. . . , .. ,~ ... . ::=: .· ·. ' 1111111 ....... ~ Chief Cook J .D. Wilson gets the steaks on the grill. Steward/Baker Nazareth Battle, Bosun William L. Davis and AB Robert S. Livermore are ready for the barbeque. Helping out with cooking and tasting are GSU John Briggs Jr., OS Julio C. Arzi and QMED Horacio A. Arnold. December 1986 I LOG I 21 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes NOV. 1-30, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac . . ............. .. .. . . Port Algonac . . .. . . ..... ... . ...... 0 12 3 ENGINE DEPARTMENT 18 0 0 5 0 STEWARD DEPARTMENT 8 1 0 0 4 0 0 19 0 6 0 0 Frank Drozak, President Ed Turner, Exec . Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 1 47 6 0 9 Port Algonac .... . . .... ... . . . ..... TOTAL SHIPPED All Groups Class CL Class L Class NP HEADQUARTERS ENTRY DEPARTMENT Port Algonac ..................... 0 0 12 0 0 73 8 0 2 1 1 22 Totals All Departments .. . ..... *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 4 40 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. Dispatchers Report for Deep Sea NOV. 1-30, 1986 Port Gloucester ... . ......... . . New York .... ... .. .. .... Philadelphia . . .. . ..... .... Baltimore ... . .. . ........ Norfolk ... . . . ... . . . ..... Mobile ........ . ........ New Orleans ... .. ........ Jacksonville ... ... ...... . . San Francisco . .. .. .... . .. . Wilmington . .... . . . . . . .. . Seattle ..... . . ...... .. .. Puerto Rico ... ... . . .. . . .. Honolulu .. .. . .. ... . . . .. . Houston .. . . ............ St. Louis ...... . .. .. ... .. Piney Point .. ... .. . .. .. . . Totals ... . .. ........... Port Gloucester .... .. . ... . . . .. New York . ........... ... Philadelphia .. . . . .. . .. . . .. Baltimore ... .. .. ........ Norfolk ......... .. . ... . . Mobile ... . .. ..... . ..... New Orleans . .. . ... . ..... Jacksonville .......... . .. . San Francisco .. . .. ........ Wilmington . .. . . .. . ...... Seattle . . ........... . .. . Puerto Rico .. . .......... . Honolulu . . . ............. Houston . . . . . . . . . . . . . . . St. Louis .. . ... . .... . .... Piney Point ....... . ...... Totals . .... ............ Port Gloucester ...... . ........ New York ... . ........... Philadelphia .............. Baltimore ............... Norfolk .. .... . .......... Mobile ................. New Orleans ............. Jacksonville .............. San Francisco . ............ Wilmington .............. Seattle . . ......... . . .. .. Puerto Rico .............. Honolulu ..... . ... . ...... Houston .... .. .......... St. Louis ... . .. . ......... Piney Point .. . . . .. . . ..... Totals ..... .. . ... ...... Port Gloucester ..... . .... . .... New York .. . ..... . ... . .. Philadelphia .... .. ... .. . . . Baltimore ......... .. . . .. Norfolk .. . ... .. .. . . ... . . Mobile .. .... . . . ... . .... New Orleans . . . . . ........ Jacksonville .. ... .. ... .... San Francisco .. . . . .... . .. . Wilmington .. .. . ..... . . .. Seattle .............. .. . Puerto Rico . ......... .. . . Honolulu ... ..... . .... ... Houston . . . .. . . . . ....... St. Louis .. ... . . ... .. .. . . Piney Point . ... . . . ... . . . . Totals .. ... . . .. . .. . . .. . ,.~ - 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio *TOTAL REGISTERED All Groups Class A Class B Class C 1 54 5 10 12 9 40 35 41 17 32 5 13 34 0 1 3 15 6 4 7 3 7 7 6 3 7 1 11 3 0 1 1 0 0 0 6 0 6 1 1 2 1 0 6 1 0 0 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 35 3 7 7 12 26 15 26 10 28 3 8 27 0 2 311 84 25 209 0 31 2 7 5 9 23 24 19 11 15 2 5 29 0 3 0 5 2 0 5 1 7 1 2 4 6 0 1 0 0 2 0 0 0 4 1 1 0 7 0 0 0 0 29 1 8 4 6 20 17 11 9 18 2 6 12 0 2 0 12 2 0 5 185 52 16 145 0 1 3 1 0 1 0 0 14 0 0 3 1 6 16 6 22 4 11 2 4 7 20 1 3 7 4 16 11 33 7 19 3 6 14 0 1 1 0 0 0 2 2 3 3 1 5 0 0 0 28 0 0 0 0 2 0 29 0 0 3 145 48 37 0 15 1 6 10 3 8 10 34 13 24 1 5 9 0 0 1 24 6 6 6 1 10 6 7 12 15 3 109 10 0 9 0 139 225 3 0 1 3 0 6 4 12 0 2 0 174 0 0 1 206 0 0 1 97 0 7 0 1 1 1 10 4 16 11 18 0 6 8 0 0 83 Trip Reliefs **REGISTERED ON BEACH All Groups Class A Class B Class C 1 0 0 1 4 0 4 1 1 3 0 0 10 2 0 1 0 0 0 0 2 1 3 0 1 1 1 0 4 0 0 0 0 9 2 0 1 1 12 4 7 4 4 4 17 7 0 0 73 575 141 28 1 5 0 0 1 0 3 0 1 4 7 0 8 3 0 1 0 0 1 0 0 0 4 0 1 0 10 0 0 0 17 0 9 0 1 2 0 3 4 1 4 6 1 7 5 0 1 4 64 3 6 8 10 41 34 37 21 35 17 2 50 0 5 2 8 4 4 8 3 10 4 8 4 9 0 11 2 0 8 0 1 0 0 1 0 2 66 13 ENGINE DEPARTMENT 0 1 34 STEWARD DEPARTMENT 0 3 1 0 2 1 0 2 3 0 0 2 25 0 0 3 0 0 0 0 0 0 1 0 3 0 0 0 14 0 0 0 42 18 ENTRY DEPARTMENT 1 14 1 1 6 5 5 5 6 7 6 0 81 6 0 10 154 0 3 0 1 2 0 6 2 15 1 2 0 126 1 0 0 159 Totals All Departments ...... 780 409 284 534 296 207 *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month . 6 111 4 11 20 11 73 61 80 34 52 30 10 69 7 23 7 5 5 3 7 11 15 5 13 4 24 6 0 6 2 11 2 3 6 3 7 5 7 2 5 1 8 4 0 0 0 3 0 2 2 0 0 5 0 0 0 44 337 85 13 0 4 0 1 33 3 4 10 7 32 13 75 14 37 9 7 24 0 4 3 6 1 2 2 0 3 5 7 2 2 2 29 0 0 3 0 2 0 0 0 0 1 1 4 0 0 0 33 0 1 0 5 4 11 2 6 1 62 0 0 0 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave ., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 11 5 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 0 0 0 96 273 68 41 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 47 1 12 11 2 26 10 77 20 34 14 9 22 0 0 1 60 7 9 6 4 24 12 20 18 33 15 135 10 0 4 0 7 0 1 2 0 25 4 2 1 0 1 305 3 0 1 0 285 358 352 213 1,470 652 434 Shipping in the month of November was down from the month of October. A total of 1,250 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,250 jobs shipped, 534 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 213 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4, 102 jobs have been shipped. 22 I LOG I December 1986 5443 Ridge Rd . 44129 (216) 845-1100 PINEY POINT, Md. St. Mary's County 2067 4 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 �'Friends Forever . . . ' After reading in the Pensioner's Corner of the most recent Seafarers LOG that Eric Joseph retired, I recalled the time he and I sailed aboard the same vessel out of the port of New York and, when the subject of "boxing" came up, we donned the gloves and sparred on deck, briefly. We both were out of shape, it seemed. But, I was careful not to hit him in his blind eye that was the result of donating part of it to a former shipmate, "Phil" Pron. It was a most unselfish gesture, and there was quite a write-up about it in the LOG at the time. So, among his other accomplishments while in our Union, I trust he'll have the good feeling of the foregoing to keep him company in retirement. Eric, the pressure is off. Enjoy yourself, go home and visit your family and stay as long as you like. No more sailing boards to cope with. Someone else will do the cooking now, friend. Maybe our paths will cross again at some future date. But for now, smooth sailing and steady as she goes. Friends forever, Clarence (Bud) Cousins (C-59) Butler, Pa. No Decision Made-What Do You Think? SHLSS Student Loan Program Is Only Under Study The article on a proposal to work up a fee schedule for courses at SHLSS, which appeared in the Nov. 1986 LOG, was not intended to imply that any fee program has been established. The SHLSS and the Trustees are looking for new ways to improve the educational opportunities for our membership. A study has revealed that a number of people have used the facilities of the school and then left the industry. The purpose of the school is to improve both the industry and the job opportunities of those members who stay with the industry. We would like to hear from you. r-------------------------------------~ Should we continue the present system that allows some people to use the free educational facilities of our school for their own advancement and then leave the industry? D yes D no Should we charge a fee to those who use the school's educational facilities and do not stay with the industry? D yes D no Please send this to: Charles Svenson, Editor The LOG Box 123 Seafarers International Union 5201 Auth Way Camp Springs, Md. 20746 ~-------------------------------------~ Preference (Continued from Page 24.) tices a ''contraction'' for all practical purposes? 4. The Cargo Preference Act of I 904 requires that military supplies shipped ''by sea'' must be sent on U .S.-flag ves el . It has been brought to our attention that the Department of Defense has flown supplies to Iceland rather than send them by sea on U.S. vessels pursuant to the cargo preference laws. Will you please provide details as to the typ.e of military cargo ent by air, the justification for using air rather than surface transportation, and the cost comparison for air versus surface transportation. 5. Why did the Defense Industrial Supply Center (DISC) not institute administrative debarment procedures against Brussels Steel Co. after their knowingly false statements and deliberate breaches of contract concerning cargo preference were di covered? That would have been much more timely than the protracted review by the Inspector General that wa instituted. 6. Department of Defense procurement procedures and regulations allow shipper to make arrangements that have the effect of limiting application of the cargo preference laws. Why have these regulation not been changed to encourage the use of U .S.-flag vessels. Letters To The Edi-tor 'Union Labor Still the Best . .· . ' Many times we fail to applaud our brothers and sisters for going beyond their duties to show that union labor is still the best. After boarding the M/V GaJrice Transport and hearing of a two-man steward (department], reaction of the worst kind was felt. Nevertheless, Henry Jones and James Byron (both SIU members] showed us that even with the reduced manning scale, they made outstanding credit, not only to themselves, but most important to the Union. I thought you would like to know. Vern Johansen Deck Delegate-SUP Legislative Agenda (Continued from Page 24.) aren't introduced to repeal the ban on the export of Alaskan oil, or to abolish the Cargo Preference Act of 1954. The Union also will be monitoring the different agencies and departments to make sure that they are implementing maritime promotional programs already on the books. This has been a big problem during the past few years. A problem already has arisen. The Department of Agriculture has indicated that it might be inclined to waive the cargo preference requirements for vessels older than 15 years. In addition, the SIU legislative staff is expected to concentrate its efforts on coming up with a new build and charter bill and in securing legislation to stimulate American participation in the U.S.-Japan auto carriage trade. The SIU will be looking into ways to beef up this nation's passenger vessel fleet. A bill that would have reflagged several foreign-flag passenger vessels under American registry was allowed to expire in the 99th Congress. Had it been passed, it would have created thousands of jobs for American seamen. ''The key to any revival of the American-flag merchant marine is cargo," said Drozak. "Whether it's through cargo preference or bilateral ., trade agreements is immaterial. The important thing is that we have an American-flag merchant marine capable of meeting this nation's defense and commercial needs." �1OOth Congress Meets Next Month Trade Bill, Job Security Top SIU's Hill Agenda .. The period between Thanksgiving and New Year's has traditionally been a quiet time in the nation's capital. This is not, however, a typical year. Two weeks before Thanksgiving, stories broke involving the biggest political scandal to hit this town since Watergate-the Iran-Contra arms deal. Up until that time, talk in the nation's capital centered around the Redskins (Washingtonians are rabid football fans) and rumors about prospective committee assignments. The great danger for the maritime industry, and the country, is that the administration and the 1OOth Congress will get bogged down on this one issue. President Reagan, by virtue of his immense personal popularity, has been able to dominate the political agenda of this country during the past six years. Unfortunately, that agenda has rarely included any maritime promotional programs. Even before the Iran-Contra arms scandal, the administration was perceived as having lost some power because it was unable to influence the results of the November elections. Now, the administration is in a state of near-disarray. What do these latest political developments mean to seamen? A great deal. For the past 100 years, job security for American seamen has been closely tied to government policy. With the exception of cargo generated by the two world wars , the maritime industry has had to depend on the leadership of Washington to survive in the face of heavily subsidized foreign fleets. While the actual number of vessels registered under the American-flag merchant marine may have fluctuated widely during the 20th Century, promotional programs such as the Cargo Preference Act of 1954 preserved a viable core capable of meeting this nation's minimum commercial and defense needs. The wholesale elimination of many important maritime programs during the past six years has endangered that core. A recent study by the Navy predicted a shortage of skilled mariners in the event of a national emergency. Aside from the Iran-Contra arms scandal , the lOOth session of Congress is expected to concentrate its efforts on resolving those troublesome issues that its predecessors left untouched. A little background on the 99th Congress is in order. It was able to reach a bipartisan consensus on a surprising number of issues-tax reform, immigration, toxic waste, South Africa. Yet it failed to make much headway on the festering budget and trade deficits. It also failed to take any constructive action to halt the decline of the American-flag merchant marine. This, however, was not entirely the fault of Congress , or even the administration. Much of the blame rests squarely at the feet of the maritime industry, which was unable to come up with a common legislative program. This disunity was an important factor in the failure to secure the reform of the liner subsidy program, which will start to expire at the end of this year. SIU President Frank rozak testified before Congress last fall on this very issue. He said that dire consequences would result if action were not taken to resolve this problem. Those dire consequences have hit with a resounding bang. U.S. Lines, Merchant Marine Panel Finally Sets Up Shop WASHINGTON-The Commission on Merchant Marine and Defense finally is in business. After 18 months of delays since its creation by Congress, the commission has its members and is ready to start work on its first preliminary report, due in nine months. It isn't clear yet who will actually act as chairman for Navy Secretary John Lehman. But the commission staff has been in place since early this year under Navy Capt. Bernard D . Dunn. The commissioners, appointed by President Reagan in October, just did gain Senate confirmation before Congress adjourned. They took their oaths Wednesday. Beside Secretary Lehman, or his designate, the commissioners are: John Gaughan, maritime administrator; Edward E. Carlson, chairman emeritus of UAL Inc., Washington, D.C.; William E. Haggett, president and chief executive officer of Bath Iron Works, Bath, Maine; James L. Holloway, president of the Council of AmericanFlag Operators here; Joseph Sewall, 24 I LOG I December 1986 president of the consulting firm, James W. Sewall Co., Old Town, Maine; and Shannon J. Wall, president of the National Maritime Union, New York City. The idea of the commission and the study it is to undertake began in the House Seapower Subcommittee headed by Rep. Charles E. Bennett, D-Fla. The Reagan administration has been unenthusiastic. The commission is expected to examine emergency shipping needs as well as the shipyards' ability to meet them. After its initial report to Congress and the president, a follow-up series of recommendations is due three months later. A final report is due nine months after that, followed by concluding recommendation in another three months. The law specifies that the Navy secretary, or "his designate" be chairman. No decision has been disclo ed on whether Mr. Lehman will preside personally or name someone else to do so. Journal of Commerce this nation's largest shipping company, has filed for protection under Chapter 11 of the bankruptcy code. While U.S. Lines is not an SIU-contracted company, its financial difficulties are indicative of the shaky state of the American maritime industry as a whole. "The industry is dying," Drozak told the N. Y. Maritime Port Council recently. "We have to work with our newly elected friends in the House and the Senate to bring about a revival of the American-flag merchant marine." At the top ofDrozak's and the SIU's legislative agenda will be the trade issue, which is being viewed as a potential test of wills between a reinvigorated Congress and an embattled executive branch. Organized labor has already drafted the broad outlines of a trade policy , which would center around increasing the powers of the U.S. trade representative. As it is, the trade representative has little authority of his own. Trade policy is scattered among numerous departments and agencies. A general trade policy is only half the answer. What is also needed is executive and legislative action dealing with specific industries. The SIU has been working hard to come up with its own program that would complement the one drafted by the AFLCI O. Indeed, much of this Union's activity during the period before the inauguration of the lOOth Congress will be spent in meeting staff members of the different committees in order to convey our feelings about the trade issue and proposed maritime legislation As in previous sessions of Congress , there are indications that the maritime industry will have to devote a large share of its energies just to make sure that the few remaining promotional programs still in existence aren't abolished. According to Frank Pecquex, director of legislation for the SIU, the Union will be monitoring the actions of Congress to make sure that bil (Continued on Page 23.) House to Monitor DOD Preference Compliance The House Merchant Marine Subcommittee is not convinced that the Department of Defense is committed to following strict interpretations of cargo preference rules. ''The testimony of your witnesses at our two hearings . . . cast doubts upon the sincerity of the administration's support for cargo preference. The Department of Defense witnesses presented narrow and contradictory legal arguments to support their procurement practices, indicating a negative attitude and an attempt to avoid application of cargo preference laws,'' 12 members of the subcommittee wrote in a letter to DOD Secretary Casper Weinberger. The letter noted that the administration's policy is to neither expand nor contract present cargo preference laws, but the DOD witnesses seemed to indicate an effort by the department to narrow the scope ·of the laws. ''Aren' t the current procurement practices a 'contraction' for all practical purposes ,' ' the letter asked. In particular, the representatives were concerned about testimony that claimed parts and components purchased overseas , but for assembly in the United States, were not covered by cargo preference. In addition, they noted that some shipments scheduled for sea transportation were diverted to airborne shipping, which is not covered by the preference laws. The group asked for answers to six questions about the DOD's cargo preference prac ice . hey a o to einberger that they would carefully monitor all DOD shipments to ensure that the cargo preference laws are followed. The questions they asked were: 1. The Navy determined that the cargo preference laws only apply to final products delivered to the Navy, not to component parts purchased by the contractor to fill a contract. Would you explain how that decision was arrived at when the 1904 law makes no distinction based on passage of title? 2. If a component is imported duty free because it is for the government's use , ·even though title has not passed, is it not logical that the same component is subject to cargo preference laws? 3. How does your agency's position on the cargo preference laws square with the clearly stated position of the administration that it does not support any "expansion or contraction'' of the current cargo preference laws? Aren't the current procurement prac(Continued on Page 23.) Inside: SIU-MEBA-2 Form New Union Page 2 U.S. Unes Seek Bankruptcy Protection Page 3 Page 13 Smithsonian Spotlights Seafarers Page 23 Changes Made to Welfare Plan � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1986 Description An account of the resource HEADLINES OCEAN MINING COULD MEAN FUTURE SIU JOBS PROTESTING SOUTH AFRICAN RACISM SIU TESTS NEW TAGOS STRIKE BRINGS NEW PACT NEW INLAND CONTRACTS OK’D AIR FORCE LOGISTICS BRASS GETS GOOD LOOK AT SHLSS INDEPENDENCE DAY REMINISCENCES ON THE GREAT LAKES SMITHSONIAN HIGHLIGHTS CENTURY OF THE U.S. LABOR CRUISE SHIP HEALTH EXAMS BEGIN AGAIN BY HILL ORDER NEW HOSPITAL SHIP CHRISTENED MSC’S SAFETY POSTER WALKES AWAY WITH HONORS COVE LEADER PASSES THROUGH PANAMA CANAL USNS MERCY TRADE BILL, JOB SECURITY TOP SIU’S HILL AGENDA HOUSE TO MONITOR DOD PREFERENCE COMPLIANCE MERCHANT MARINE PANEL FINALLY SETS UP SHOP U.S. LINES FILES FOR BANKRUPTCY, SLASHES SERVICE NORWAY FACES FLAG SHIFT SIU AIRS CHARGES AGAINST MEBA AT AFL-CIO HEARING Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 12 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/2b4e2cc596f31d06a9f69715cf95de44.pdf 1d1e4f8c434d8eadc308ac41bffbf8f1 PDF Text Text Official Publication ol the Seafarers International Union • Atlantic, GuU, Lakes and Inland Waters District • AFL-CIO Vol. 49, No. I .January 1987 P.L. 480 Hike Safe Little New for Maritime in Reagan's FY '88 Budget When the cargo preference share of P.L. 480 shipments jumps from 60 to 70 percent this April, the administration apparently will not challenge it. Figures in the Reagan FY '88 budget include a $48.5 million allotment for the increased U .S.-flag share. Despite the overwhelming support of the House and Senate on the 1985 farm bill (the Food Security Act), there had been some grumblings from powerful farm state representatives and White House officials that the program might be challenged. That 1985 legislation was a compromise which will .eventually lead to a 75 percent U .S.-flag share of what are called Title II shipments under P.L. 480. Those food give-aways or donations were pegged at only 50 percent previously. In return for dropping claim to Title I programs. which are financed through various government loans and loan guarantees, the Title II share was increased for U.S. ships. Except for the P. L. 480 money, the budget items which affect maritime are either little changed from past budgets or reduced. As Operating Subsidy Differential contracts expire, they are not renewed, and if nothing is done in the way of policy change, they will eventually disappear. Currently only 87 U .S.-flag ships receive ODS, and $250.3 million is siotted for ODS. The Strategic Petroleum fill-rate will be reduced from 75,000 to 35,000 barrels a day. The administration claims that will save about $225 million a year. Overall, there is little new or unexpected in the budget requests. It follows a pattern set in 1980 of minimal help for the merchant marine. There are no drastic cuts because those have already been made in previous years. It will be up to Congress and the industry to attempt to find solutions to the massive problems in maritime. In a letter to both House and Senate members on the Merchant Marine and Armed Services committees and subcommittees, SIU President Frank Drozak urged either new action or strict implementation of the 1936 Merchant Marine Act. "I urge the lOOth Congress to initiate action which will reverse the industry's present state of deterioration. Solution toward maintaining a domestic shipyard mobilization base, as well as a sizeable U.S.-flag merchant fleet, are numerous and well documented. Congress must elect to implement a program of revival, either in the form of new legislation, or in strict enforcement of statutes, like the 1936 Act, which are already on the books," he wrote. Highlights of the FY '88 Budget * $66.8 million for operations and training for continued support of the U.S. Merchant Marine Academy, management of maritime promotional programs, and support of the (Continued on Page 22.) Drozak On the Waterfront; Visits Membership in Honolulu During his trip to Honolulu, SIU President Frank Drozak met with the crews of the SS Independence, and the SS Constitution. Above, Drozak (second from left) is pictured with (I. to r.) Commodore Harry Wu, SIU Vice President George McCartney and Bosun Clarence Burgo aboard the Independence. (See pages 4 and 5.) Wave of the Future? Unmanned Ships Will Sail S EAFARERS have had to contend with reduced manning scales for years. In some nations, 12-man crews are the norm and smaller crews are accepted. Even in the worst case, most sailors figured there would have to be a captain, a cook and somebody in the engineroom and on deck, right? Wrong. Next year the Japanese plan to test "crewless" ships, robot bulk carriers, or as one shipping company executive described them, "dummy or slave ships." The experiment is set to include four unmanned bulk carriers which would be electronically controlled by a so-called mother-ship. During the ocean crossing the mother-ship will be sort of an electronic, floating border collie, herding its charges across the seas. When the four ships come close to shore, crews would be transported from shore by helicopter or high speed boats to take over the ships and guide them to port. There sure wouldn't be many beefs at payoff. On a more serious note, crewless ships may or may not be used in the future, but they are an extreme example of the problems merchant seamen everywhere face. Individually, you can protect yourself by learning more skills, upgrading yourself. Collectively, this Union and all maritime unions must help in forging some sort of national maritime policy. This administration and this nation must be shown the important role the merchant marine and the people in it play in both peace time and war. Inside: Labor Honors Martin Luther King Page 3 30 Die in Tragic Winter Sinkings Page 3 Piney Point Blast Kills SIU Boatman Page 7 Special Section-A Look at 1986 At a party honoring his years of service to maritime labor, Executive VP Ed Turner and SIU President Frank Drozak share thoughts. See page 6 for more photos. Pages14-19 Washington Report Looks at New Congress Page 21 �Pre ide t' r by Frank Drozak N INETEEN eighty-six turned out to be a disappointing year for most Americans. The year began on a tragic note when the Space Shuttle Challenger exploded. It ended with the Iran arms scandal, which raised many troubling questions about the way this country is being governed. The nation's two most pressing problems-the budget and trade deficits-continued to worsen. As a result, many American industries were finding it difficult to compete against foreign competitors, and many thousands of American industrial workers were forced into low-paying service jobs or unemployment lines. Maritime was one of the industries most heavily hit. The number of vessels documented under the American registry continued to decline. There are now fewer than 400 active American-flag vessels, one-tenth the number we had during World War II. U.S. Lines, this nation's largest carrier, filed for protection under Chapter XI of the bankruptcy code. Things could have been worse. Our legislative department helped beat back attempts to weaken a number of laws that have provided the maritime industry with an important safety net: a ban on the sale of Alaskan oil; the Service Contract Act; cargo preference laws, and the Jones Act. But something more is needed, and that something is a comprehensive national maritime policy to promote the American maritime industry. With the exception of the Port Development Bill, no major maritime bills were enacted. * * * a manpower shortage within a few years, one which would have profound implications for the security of this nation. Right now, the only new work being created in the maritime industry is onboard military vessels that are being contracted out by the Navy. Fully one-third of all our deep-sea jobs are on military support vessels. The SIU and its members are ready and able to man these ships. At the same time, I must stress that many skilled seamen have left this industry. They just couldn't adjust to the economic uncertainty caused by the lack of a coherent national policy. And this is a great personal loss to these seafarers I have more hope for 1987. It finally seems that Americans are ready to tackle some difficult issues. A new Congress wasjust sworn in. Leaders on both sides of the aisle have promised to enact some kind of trade bill. We in the SIU want to make sure that any such bill takes into account the needs of the maritime industry. For example, a trade bill that allows the export of Alaskan oil would be worse than no trade bill at all. We in the SIU have, therefore, spent the past few months drafting our own recommendations on trade. I intend to unveil these recommendations in February when the Maritime Trades Department meets in Florida. As a member of the AFL-CIO Executive Council, I intend to ask the Council to incorporate into its recommendations on the Trade Bill policy statement language which will include fair access to cargo for U.S.-ftag ships. The maritime industry will be helped, I believe, by a growing public awareness of the pivotal role that the American-flag merchant marine plays in the defense of this country. The Navy just released a study predicting and their families as well as a very real threat to our national defense. The SIU will continue to keep an eye out for developments in other areas as well. We will continue to improve our training facilities at the Lundeberg School. While I will continue to explore mergers with other maritime unions, I intend with the best of my ability and with your support to do whatever is necessary to protect and promote the best interests of this membership. And I pledge to fight tooth and nail any and all attempts to infringe upon our jurisdictional rights, or to threaten your job security. Recertified Stewards See the Hill As part of their training, this group of recertified stewards bad a chance to visit Capitol Hill, where many important decisions affecting maritime are made. The group included Raymundo Agbulos, Rayfield Crawford, Norman Duhe and his wife, Vernon Ferguson, James Jackson, Floyd King, James Lewis, Diane Michener, Lance Rene, William Robles, Jonathan White and Kyle White. J ry1 rers I s ndl -CIO 7 d ol 49 0 1 Executive Board Frank Drozak President Angus "Red" Campbell Joe DiGiorgio Vice President Mike Sacco Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Charles Svenson Editor Secretary Joe Sacco Vice President Leon Hall Mike Hall Managing Editor Max Hall Associate Editor 2 I LOG I January 1987 Ray Bourdius Assistant Editor Deborah Greene Associate Editor The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union Atlantic Gulf Lakes and Inland Waters District, AFL-CIO , 5201 Auth Way, Camp Springs , Md . 20746, Tei'. 899~ 0675. Second-class postage paid at M.S.C. Prince Georges, Md . 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG 5201 Auth Way Camp Springs Md . 20746 . ' ' • �Civil Rights Leader Honored Labor and Nation Celebrate Martin Luther King Jr. Day Dr. Martin Luther King Jr. dedicated his life to bringing about equal rights for all Americans. This January 19 marks the second year the U.S. will celebrate Martin Luther King Day. Organized labor helped bring about this day to recognize the accomplishments of this giant of the civil rights movement. While the fight to establish a day to honor Dr. King's legacy was nowhere as difficult nor as long as his decades-long struggle for civil rights, union members everywhere should take some pride in knowing they were instrumental in establishing this national day of remembrance. Following are excerpts from remarks by AFL-CIO President Lane Kirkland concerning the King holiday: ''As trade unionists, we think that it would have given Dr. King some small pleasure to know that union members all over this country have turned to their employers and insisted that this holiday be affirmed in their collective bargaining agreements. "On January 19, 1987, the labor movement has the opportunity to help assure that this new tradition, this new holiday, continues to be a day that celebrates all that Martin Luther King lived and died for: justice and dignity, freedom and peace. "We can do it by persuasion, by education and, above all, by example. ''Labor has a special responsibility to help head that off and to point the Martin Luther King Holiday commemoration in the way it should go. No other institution has such direct pipelines to so many members; and no other institution so deeply shares the goals and values that Martin Luther King fought for. "Dr. King's dream is timeless. It is shared by all working people of all races and religions. He spelled it out eloquently when he came before the 1961 convention of the AFL-CIO and said this: 'I look forward confidently to the day when all who work for a living will be one, with no thought to their separateness as Negroes, Jews, Italians or any other distinctions. 'This will be the day when we bring into full realization the American dream, a dream yet unfulfilled: a dream of equality of opportunity, of privilege and property widely distributed; a dream of a land where men will not take necessities from the many to give luxuries to the few; a dream of a land where men will not argue that the color of a man's skin determines the content of his character; a dream of a nation where all our gifts and resources are held not for ourselves alone, but as instruments of service for the rest of humanity; the dream of a country where every man will respect the dignity and worth of the human personality.' "That's where we stand, and it's where we have been standing for a hundred years and more. January 19 this year, and every January in the future, is a time for trade unionists to stand together, with as many of our fellow citizens as we can reach, and renew our vows to bring that dream to reality." Seafarers Welfare Plans Report Health care costs are rising again. At the beginning of 1986, the rise was in the 6 to 8 percent range. The Bureau of National Affairs reports that during the third quarter of 1986, costs for medical services increased as much as 20 percent. Several programs were put into effect to safeguard your welfare fund during the last year. A letter from the trustees will be sent to all members in the next few months explaining any changes made in the Plans. *** All official Union documents, W-2 · forms, the LOG, and letters from the trustees about your benefit plans are sent to our members at the permanent addresses on file. If your permanent address changed during the last year, or if you haven't been receiving Union mail, it is most important that you send your new address to the SIU, Attention: Address Correction Department, 5201 Auth Way, Camp Springs, Maryland, 20746-9971. Include your social security number, your book number, telephone number, and whether you are a pensioner or an active member. Drozak Raps AID Age Rule An Agency for International Development (AID) regulation placing a 15year age limit on U.S. ships carrying AID cargo to Jordan and Egypt is "without legal basis," said SIU and MTD President Frank Drozak. ''The Maritime Trades Department objects to the recent AID policy as it clearly discriminates against a number of U .S.-fiag vessels which have been certified by the Coast Guard to be safe. These standards for certification have been set by the Congress and are the most stringent in the international shipping community. Age is not indicative of the safety or efficiency of a vessel. Many older vessels operating under the U.S. flag are extremely well maintained and repaired. Older ve sels are subject to the ame trict Coa t Guard inspections as newer ve sels. Vessels which have been maintained and improved by their owner should not be rendered obsolete for purposes of the preference trades because of an agency's arbitrary barrier allegedly put Crew Snuffs Out Blaze On Lt. John P. Bobo Late last fall a fire broke out on the 2nd Lt. John P. Bobo. It had the potential to do serious damage to the ship. But quick action by SIU crewmen was able to keep the fire confined to the lower deck in the hold where it broke out. Capt. John F. Maytum cited the crew's training and pecial education provided by the SIU as a main reason for their speedy snuffing out the flames. Following is a letter from Capt. Maytum to SIU VP 'Red' Campbell. "While anchored off Las Palmas, Canary Islands, on 31 October 1986, the M/V 2nd. Lt. John P. Bobo was damaged by a fire on "G" deck lower hold # 3. The fire was discovered by QMED/Pumpman Walter L. Davidson, who quickly passed word to the bridge and returned to fight the fire. Heavy black smoke and extreme heat in a confined area, deep in the ship, made conditions extremely hazardous. Mr. Davidson was quickly joined by D/E/U Daniel Campbell and Chief Mate Michael Duley (Dist.-2, AMO). These men donned self-contained breathing apparatus and had the fire out in a matter of minutes. Minimum damage to the vessel and its cargo were a direct result of the rapid and highly professional response of these SIU crewmen. The hours of training and special education provided by the SIU to their members have paid off handsomely in thi case. The rest of the crew, who were not directly involved in fighting the fire, provided replacement air bottles and other support equipment. The crew and officers performed all their assigned tasks and duties in the most professional manner, and their actions were in the highe t traditions of the merchant marine. It is a pleasure to have men of this caliber on board the ves el.'' Three Sinkings Claim 30 Thirty merchant sailors died in three sinkings during the last week of December. Two of the accidents occurred in the North Atlantic and the third off the coast of Sardinia. Both Atlantic mishaps happened Dec. 26. The tanker was British-owned but registered in Gibraltar. Two Briti h eamen's unions have asked for a British government inquiry into the accident. The ship reportedly carried a life boat which could only hold ix. On the same day, the sinking of the Icelandic freighter Suderlund claimed six lives. But five other crewmen were rescued in stormy seas. The 3,500-ton ship apparently had been battered by heavy seas between Norway and Iceland, and some reports say a large wave slammed into the freighter causing it to list badly. The captain then issued a Mayday and abandoned ship. Five crewmembers were rescued 12 hours later when a Danish Coast Guard helicopter arrived on the scene and hoisted them from their life raft. Three others on the raft were dead by then, possibly from exposure. Three others apparently went down with the ship. On Christmas Day, the Cypriot freighter Stainless Trader sank during a gale off the coast of Sardinia. Eight crewmembers died in the accident and I 0 other were re cued. in place at the reque t of a foreign nation,'' Drozak wrote in a letter to the agency. "Absent a further change in congressional policy, AID is without any legal basis or other authority to limit the pool of eligible vessels based on the objections or demands of a foreign nation. To let this ill-conceived and ill-advised action stand will only encourage other recipient nations to e tabli h similar arbitrary method of minimizing the u e of U .S.-ftag vesels," he said. Drozak asked AID to review and change its policy. All 12 crewmembers aboard the British tanker Syneta perished when the ship ran aground off the east coast of Iceland. After running aground near the mouth of a fjord, the ship sent a Mayday signal it could not launch its life rafts because the Syneta was too close to a rocky outcrop. When the tanker began to sink, the crewmen apparently jumped into the water wearing only life jackets. When other vessels arrived on the scene, they found six bodies in life jackets and a life raft ripped apart. Two other bodies slipped out of the life jackets as rescuers tried to recover them. January 1987 I LOG I 3 �IU President Frank Drozak went down to the waterfront in Hawaii to spend time with the Union's membership, many of whom call the Islands home or stop there in transit. During his six days in port, Drozak went aboard the cableship Charles L. Brown, the tug Susan W. Hannah, the T-AGOS Indomitable, and the cruise ships . S.S. Constitution. and S.S. Independence. With more and more military support vessels calling at the port facilities in Honolulu and at Hickham Field, and with both the S.S. Constitution and the S.S. Independence being home-ported in Honolulu, the Hawaiian Islands have become a major port for the SIU. While he was in Honolulu, President Drozak spent time visiting with the Port Agents of both the Sailors Union of the Pacific, and the Marine Firemen. S SIU President Meets with the Membership in Hawaii On he Wa erfront with Frank SIU President Drozak and VP McCartney meet with Bosun John Ballantine during their visit to the S.S. Constitution in Honolulu. rozak Bosun Charles Little ''takes five'' while the T-AGOS Indomitable lays dockside at Hickham Field in Hawaii. T-Aaos Indomitable S.S. Independence S.S. Constitution President Drozak meets with the lndomitable's Bosun Charles Little, second from left, and Chief Cook Alphonse Dixon. At left is SIU VP George McCartney. SIU President Frank Drozak addresses a membership meeting aboard the S.S. Constitution. 126 crewmembers from all departments attended the meeting. With Drozak at the head table are SIU Vice President George McCartney and Bosun (and Ship's Chairman) John Ballantine. On the SS Independence, Drozak and McCartney take a minute to pose with some of the crew, along with Commodore Harry Wu (left) and Bosun Clarence Burgo (right). SIU President Frank Drozak, Vice President George McCartney and Rep. Tom Fay board the Charles L. Brown for a meeting with the ship's crew. The cable-laying vessel is home-ported in Honolulu. The ship's engineer, at right, takes SIU officials Drozak and McCartney on a tour of the T-AGOS vessel's engineroom. 4 I LOG I January 1987 �Drozak, McCartney and Fay meet with some of the crew in the messroom to talk about the unique problems that come up during cable laying and repair missions. Clockwise from bottom left are Bosun Roy Theiss, Oiler/Maintenance Anthony DiBenedetto, SIU Vice President George McCartney, Chief Electrician William Carroll, Cable AB Bill Mullins, SIU President Frank Drozak and SIU Rep Tom Fay. Drozak spent time talking with Constitution crewmembers. Drozak meets with Bosun Roy Theiss and two Charles L. Brown crewmembers. On the Constitution, a relaxed crew and Drozak get a chance to share some thoughts. SIU President Frank Drozak posed for this photo before boarding the T-AGOS , Indomitable for a meeting with the crew. The Navy support vessel is home-ported in Honolulu. From left are SIU Vice President George McCartney, Drozak, Capt. Michael G. Clarity, senior vice president of Sea Mobility (Pacific), and SIU Rep Tom Fay. It was a good turnout, and members listened carefully to President Drozak's report on their Union's progress. SIU President Frank Drozak looks over the Susan W. Hannah, tied up in transit at the port of Honolulu, before boarding for a meeting with the crew. A key member of the Charles L. Brown's crew is Cook-Baker James B. Richardson seen here at left with Bosun Roy Theiss and SIU President Drozak. January 1987 I LOG I 5 �Forty Years of Service Ed Turner, Lundeberg Ally, SIU VP, Retires ''The SIU is losing more than just a good worker, ' ' said SIU President Frank Drozak recently at the retirement party for Executive Vice President Ed Turner. "It is losing one of the last remaining links to its past." This was just one of many accolades given to the retiring Turner last month at a dinner held in his honor at the Apostleship of the Sea in San Francisco. Fifty years ago when the seamen' s movement lay in ruins, Ed Turner was part of the generation of labor leaders who reorganized the deep sea sailor and laid the foundation for improved wages, conditions and job security. Turner played a pivotal role in many of the early organizing drives. As a result of his loyalty, courage and unquestioned capability, he was chosen head of the Marine Cooks and Stewards Union (MCS). As head of the MCS, Turner was able to steadily improve the living standard of his members. Yet he understood that these improvements could not be maintained without unity. He understood that the maritime industry could not survive if it continued to be split among small, bickering entities. And so for the good of the The Apostleship of the Sea in San Francisco was festively decorated last month at the retirement dinner for SIU Executive Vice President Ed Turner. Ed (second from right) is flanked by his wife, Betty, and SIU President Frank Drozak. Also seated at the head table are Vice President George McCartney, San Francisco Supervisor Tom Hsieh and Mrs. Hsieh. Thanks to John Ravnik and Frank Gill for sending us these photos. maritime industry, and his membership, he agreed to merge with the A&G district of the SIU. During his fifty years in the industry, Ed Turner has seen it all. He has seen merchant seamen die protecting the security of their country, only to be Betty Turner holds the SIU award presented to her husband from President Frank Drozak. George McCartney Oeft) shares in the honor. Ed Turner thanks the SIU leadership for all the honors. 6 I LOG I January 1987 denied veterans' status. He has seen the industry go through boom times and through bust times. And he has worked closely with some of the industry's most talented people-and go one-on-one.against some of its toughest. Ed Turner-a loyal friend , strong family man and dedicated trade unionist-is living proof that organized labor can make a difference in the lives of its members. He has made an indelible mark on the maritime industry. And we will all miss him. A big dent was made in the S.S. Turner-and it was delicious. The entire executive board of the Sugar Workers join in honoring Ed Turner. Also in the photo are Frank Drozak, George McCartney and Betty Turner. �a SIU Boatman Killed Four Die in Massive Piney Point Barge Blast A barge holding the remnants of a load of aviation fuel exploded at the Steuart Petroleum Company depot in Piney Point, Md., killing four workers and injuring a fifth. One of the workers killed in the blast .was SIU Tankerman Glen D. Ponder, 42, of North Carolina who had just moved to Maryland to take a job at Steuart Petroleum. The blast, which occurred Dec. 20 at 2:30 a.m., rocked nearby homes. People as far away as 17 miles described the explosion as ''an earthquake." More than 125 firefighters from eight St. Mary's and Calvert county fire departments battled about three hours to bring the blaze on the barge and the adjacent pier under control. A joint inquiry was immediately called by the U.S. Coast Guard and the National Transportation Safety Board to determine the reasons for the explosion. Three hearings were held over the course of the month, and evidence was gathered. The lone survivor of the explosion, Walter Higgs, 44, of Leonardtown, Md., could not testify at the first two hearings because of the extensive nature of his injuries. Higgs is believed to have survived because he was not on the barge. He was logging information on the pier when the explosion occurred. On Jan. 11, 1987, the day after the third and final hearing was held, The Baltimore Sun reported that Lt. William Diaduk, who headed the investigation, had said that Steuart Petroleum's safety record was "very good." It will be another six weeks before the investigators release a report. "We'll almost certainly know what happened," said Lt. Diaduk. He also indicated that the explosion may have been caused by some kind of spark, and that it occurred during some kind of fuel transfer. One theory is that the spark could have been caused by the suctioning device which was being used to transfer the fuel. The barge would have been filled with the fumes from the jet fuel. According to Robert Thomas, deputy state fire marshal, ''That's more dangerous than if [the barge] was full.'' Tampa Tugs in Hawaii Something Fishy on the Susan W. Hannah Hamming it up for the photographer, Cook Gary Spencer attacks a freshly-caught bonita that was gaffed by Deckhand Rick Wilson. The crew poses with a freshly-caught swordfish which was later transformed into delicious steaks. Exulting in the moment are First Mate Mark Duncan, Chief Engineer Bill Hastings, Crewmember Harvey Walker, Captain Kim Gill, Second Mate Scott Coburn and Cook Gary Spencer. Crowley in L.A. The following Inland members have gone on pension: Baltimore Preston L. Bryant, captain Houston Alfonse B. Cocek, captain Norfolk Elmer Bingham, cook Leslie F. Haynie , captian Philadelphia Raymond H. McMullen, captain & mate In Los Angeles Harbor, SIU Rep Trevor ''Robbie'' Robertson (right) makes sure that Seafarers working the many pieces of Crowley equipment receive good Union representation. Here, Tankermen Dominic Defeo (left) and Gary Harbison enjoy a laugh during one of Robertson's visits. January 1987 I LOG I 7 �In Memoriam Pensioner James Edward Bromwell Sr. , 89, passed away from heart failure in the Johns Hopkins Hospital, Baltimore on Dec. 6, 1986. Brother Bromwell joined the Union in the port of Baltimore in 1957. He sailed as a captain for the Curtis Bay Towing Co . from 1945 to 1970. He was born in Maryland and was a resident of Baltimore . Burial was in the Cedar Hill Cemetery , Brooklyn , Md . Surviving is his widow, Mary. Pensioner Cristobal Jesolua, 80, passed away on Dec. 24, 1986.BrotherJesolua joined the Union in the port of Norfolk in 1967. He sailed for the Virginia Pilots Assn. from 1946 to 1964 and for the Assn. of Maryland Pilots from 1964 to 1972. He was born in the Philippine Islands and was a resident of Churchland, Va. Surviving is his son , Christopher of Portsmouth , Va. Pensioner Henry "Harry" Bill Joyce, 83 , succumbed to heart-lung failure in the Good Samaritan .. Hospital , N.Y. on • Nov. 1, 1986. ' Brother Joyce joined the Union in the port of New York in 1960. He sailed as a floatman and dispatcher for the New York, New Haven and Hartford Railroad from 1942 to 1968. He was born in the Bronx, N. Y. and was a resident of North Babylon, N.Y. Burial was in the St. Charles Cemetery , Pinelawn, N.Y. Surviving are his widow, Gertrude; a son, Ronald; a daughter, Regina, both of the Bronx, and a brother, Howard. Pensioner Lamar Matthew Lott Sr., 72, passed away from lung failure in Perris, Ala. on Nov. 3, 1986. Brother Lott joined the Union in the port of Mobile in 1957. He sailed as a cook for the Mobile Towing Co. from 1973 to 1979. He was born in Mobile and was a resident there. Boatman Lott donated his remains to the Loma Linda (Calif.) Medical School. Surviving is his widow, Esther. Pensioner Raymond Clyde Miller, 63, died on Nov. 5. Brother Miller joined the Union in the port of Norfolk in 1961. He sailed as a deckhand for the Allied Towing Co. from 1961 to 1978. He was born in New Bern, N .C. and was a resident of Chesapeake, Va. Surviving is his widow, Helen. 8 I LOG I January 1987 The crew of the tug Sea Prince (I. tor.): Mate Kerry Dematos. AB John Cox, Captain Larry Levinson, AB Bruno Kalmeta, Cook Joe Buccanfuso and Chief Engineer Mike Glynn. A helicopter view of the platform Irene after the crew change. Crowley Crews Help Complete Pipeline From Nov. IO to Dec . 8, 1986, some members of Crowley Towing and Transportation in Long Beach , Calif. were sent to Pt. Conception on the tug Sea Prince, with barge DB-300 in tow , to help finish the Union Oil (UNOCAL) pipeline from shore to platform Irene , 8V2 miles offshore. Instead of staying on location the whole time, a crew change was made via helicopter. Thanks to AB John Cox for these photos. Barge DB-300 on location and ready to work, after crewmembers ran and positioned the anchors. Dispatchers Report for Inland Waters DEC. 1-31, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester . .. .... . .. ... .. . .. . .. .. New York . . ... ... . . ...... ... ... . . Philadelphia ...................... Baltimore ............... . ....... . Norfolk . . .................. . .... Mobile .... ..... . ... . .... . ..... . . New Orleans ..... . ............. .. . Jacksonville . . . ...... .. .. ... . ... . . San Francisco .. .... ... . . .. . . . . .. .. Wilmington .. ..... . . . ... . . . . . . .. .. Seattle . . . ..... ... .. ... . . . .. . . . .. Puerto Rico ... .. . . . . . .. ..... . .... Houston . . ............... . ....... Algonac . . . ......... . ............ St. Louis .. . . . . . ..... ......... .. . Piney Point .... . ..... . . ... ... .. . .. Totals . . ........................ **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT . . . . . . . . . . . . . . . . . 0 0 2 12 58 0 2 2 0 11 0 0 3 7 2 0 99 0 0 0 0 7 0 3 3 0 1 0 0 0 6 0 0 20 0 0 4 0 0 0 1 14 0 4 0 0 4 0 1 1 29 Port Gloucester . . . .... . . .............. . New York . ... . ..... .. ..... .. ... .. . Philadelphia . .. .. . . . .... .. . . . ... . . . Baltimore ...... . .. .. . .. .. .... . .. . . Norfolk ..... . ......... . ... .. .... . Mobile .... .. .. . ... . ..... . .. . .... . New Orleans ...... . ...... .. ....... . Jacksonville ... . ................ . . . San Francisco .. . ... . . . .. ... . . .. .. . . Wilmington ... . ............... . .. . . Seattle ... . . . . .. . . ........... . ... . Puerto Rico .. . ..... . ........ . .... . Houston .. ...... .... .. .... . . . . . . . . Algonac .. . . .. ..... . ..... . .. . . .. . . St. Louis ..... .. . .... . . . ...... . .. . Piney Point .. . ... . . .. ..... . . ... ... . Totals ................ . ..... .. .. . 0 0 0 0 15 0 0 1 0 0 0 0 0 3 0 0 19 0 0 0 0 6 0 1 0 0 1 0 0 0 3 0 0 11 0 0 1 0 0 0 0 2 0 3 0 0 0 0 0 0 6 Port Gloucester ... . .............. . .. . . New York ... . . ... .. ....... . .. . ... Philadelphia .... . ................. Baltimore ........................ Norfolk .............. . .......... Mobile ..... ... ....... . . . ..... . .. New Orleans . . .. ....... ... .... .. . . Jacksonville .......... . . ...... .... San Francisco . .. .. . .. . .. . . . ... .. .. Wilmington . ...................... Seattle .......................... Puerto Rico . ..... . ............... Houston ..... . ... .... . . .... ... ... Algonac . . ....... .. .............. St. Louis ........ . . . ......... . ... Piney Point .. . ... . . . . .. .. .... . .. .. Totals . . .... . ... . ... . ...... . .. . . TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 3 0 1 10 0 0 35 0 0 0 0 0 8 0 0 1 0 0 0 0 0 8 0 0 0 0 0 0 0 0 6 6 1 0 3 2 0 0 3 0 0 0 61 14 ENGINE DEPARTMENT 0 0 2 0 2 0 8 18 0 2 0 0 7 0 1 35 0 0 23 0 0 1 2 6 0 6 0 0 4 0 10 1 73 32 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 3 0 0 0 0 0 2 19 0 0 0 0 1 0 0 0 0 2 0 3 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 7 25 0 0 3 0 0 0 143 0 0 0 4 0 1 0 12 0 0 0 0 12 0 0 0 9 0 0 0 0 0 0 0 12 75 0 5 1 0 32 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 18 0 0 22 6 0 0 0 0 0 0 0 STEWARD DEPARTMENT . . . . . . . . . . . . . . . . . Totals All Departments .... . .. . ....... . 0 0 0 0 6 0 0 1 0 0 0 0 1 1 0 0 0 0 2 0 6 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 6 0 0 0 0 0 2 0 10 0 0 0 0 0 0 0 1 0 0 0 2 0 6 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 10 0 0 3 0 0 1 0 22 14 0 0 0 0 0 0 5 83 24 13 197 109 43 4 0 1 0 0 0 1 0 9 10 0 0 6 127 41 41 1 0 10 1 6 0 0 3 0 1 *" Total Registered " means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach " means the total number of men registered at the port at the end of last month . �SHLSS Prepares U pgraders for U.S. Coast Guard Deck License Exatn The upper level deck license courses offered at the Seafarers Harry Lundeberg School prepare qualified students for the U.S. Coast Guard exams for Original Second Mate, Third Mate, Master or Mate of Freight and Towing Vessels (not more than 1000 gross tons). A mass of material is covered during the basic 10-week course and requires a serious student who will average about three hours of study per night. ''The deck license courses are geared to learning the material for the job, not just to pass the Coast Guard test:' says Deck Instructor Jim Brown. To help a seafarer become accustomed to studying again, the Adult Education Department offers a Developmental Studies Course (DVS) one week prior to the deck license courses. In the DVS course a student is taught technical reading skills, study skills, math skills and how to use resources. The complete deck license course consists of a 10-week basic navigation course, a five-week Celestial Navigation course and a two-week Radar Observer course for a total of 17 weeks of training. Some of the navigational related subjects covered during the deck license courses include chart construction, instruments and accessories, magnetic and gyro compasses, dead reckoning, piloting, lines of position, electronic navigation, tides and tidal currents, weather and rules of the road. Other subject areas covered include marlins pike seamanship, shiphandling, cargo gear and cargo handling, firefighting, first aid, CPR, use of various federal regulations ( CFRs) and basic damage control. The 10-week basic navigation course is followed by a five-week course in Celestial Navigation. Subjects covered in this course include basic nautical astronomy, time, latitude by observation of Polaris and noon sights (LAN), lines of position (LOP) and running fixes from sun, star and planet observations, determining compass and gyro error by amplitude and azimuth, star indentification, sunrise, sunset and twilight. The Coast Guard exam is usually taken during the fifth week of the Celestial course. The exam for Second and Third Mate lasts three days. The exam for Master and Mate lasts a day and a half. While it is helpful to have a good math background and be able to solve trigonometry problems, such knowledge is not necessary in order to understand and solve most problems in navigation. A good understanding of addition, subtraction, multiplication and division is all that is required. The minimum service required to qualify an applicant for license as Master of Freight and Towing Vessels of not more than 1000 gross tons is four years on deck including: a. One year service as licensed mate; or r b. Two years service as unlicensed master; or c. One year service as Operator of U ninspected Towing Vessels; or d. Two years service as Quartermaster or Wheelsman while holding a license as Mate or First Class Pilot; or e. Two years service as unlicensed mate while holding a license as operator of small passenger vessels valid within the area for which application is made; or f. Three years service as unlicensed mate. The minimum service required to qualify an applicant for license as Mate of Freight and Towing Vessels of not more than 1000 gross tons is two years on deck including: Third Mate students make constant reference to the books and materials that are a part of daily classroom use. a. One year service in a watchstanding capacity while holding a license as operator of small passenger vessels valid within the area for which application is made; or b. One year service as unlicensed mate; or c. Eighte~n months service as Quartermaster or Wheelsman. All candidates for Original Second Mate and Third Mate must pass a practical flashing light test at a speed of six words per minute. The celestial ponion of the Master and Mate exam is only given when a route of more than 200 miles offshore is sought. The holder of a valid license as either a Second Mate Oceans, or Chief Mate Oceans, who has tested within the previous year will only be required to take the Deck General section of the exam for Master of Freight and Towing of Vessels not more than 1000 gross tons. A valid radar endorsement is required for all upper level licenses if they are to be used on vessels over 300 gross tons. The radar course is two weeks in length. January 1987 I LOG I 9 �SIU Promotes Asbestos Awareness A recent article in the journal of Commerce points out what the Seafarers International Union has known for some time. Namely that asbestos aboard ship can pose a significant health hazard to workers who come in contact with it. The Journal of Commerce article quotes a new study by Dr. Irving Selikoff of the Mt. Sinai School of Medicine. He is regarded as a top expert in the field of asbestosrelated health problems. In the study, which is based on chest x-rays from over 2,300 U.S. merchant seamen, Dr. Selikoff found that 38% of seafarers who sailed before 1946 showed scarring of the lungs, a common effect of handling asbestos. Among longtime sailors who work in engine rooms, 46 % were found to have symptoms of asbestosis, a disease that has been linked to lung cancer. Asbestos is a good insulator and was commonly used in ship Dressed in an asbestos suit, Mike construction from the 19 30 's to the Wilson checks a casting for cracks mid-70's. Although most ships or leaks. built since about 1975 use little or develop problems from asbestos no asbestos in their construction, many years after you were exposed. the age of American merchant This so-called "latent period" can ships dictates that many vessels be 15, 20, 30 or more years. Heavy containing asbestos are still in exposure for periods as short as a service. Some shipping companies month can cause problems years have made efforts to remove later. asbestos from their fleets, but it still It is this concern about the longre~ains on many ships. term health hazards of asbestos Asbestos is also found in a wide exposure that prompted the SIU to variety of products such as tapes, work with the American Steamship sealers, gaskets, paints, and glue. Company on the production of a All of these materials can release videotape that addresses the asbestos fibers into the air where unique problems of seafarers who they form an invisible health work with asbestos. The program, hazard. Workers exposed to ' 'Asbestos Awareness'' , covers asbestos face increased risk from a many aspects of the problem, number of diseases such as including what asbestos is, where it asbestosis, mesothelioma, lung is found aboard ship, the health cancer, and other types of cancer. problems it can cause, and how The government has placed strict you, as a seafarer, can protect limits on asbestos exposure. For yourself. example, the fibers released by The program was videotaped in some types of asbestos may be part aboard the ASC ship, john]. smaller than the point of a pin. Boland''. The SHLSS Video These are of greatest concern Department sent a crew aboard the because when they are inhaled they vessel where they spent several days become trapped in the lungs and videotaping typical asbestos can't be exhaled. The government locations, asbestos handling has set a limit of two fibers per procedures, and safety equipment. cubic centimeter of air for an eight Later this videotape was combined hour work shift. That's two fibers with computer graphics, videotape in a space about the size of a sugar shot in other locations, and other cube. If the asbestos concentration elements to make up the final 13 is at or above this level, you must minute production. ASC provided wear respiratory equipment. the original script and the use of One of the reasons that asbestos the ship, SHLSS contributed the is so dangerous is that once you skills and equipment of the Video inhale or digest the fibers they stay Department. in your body. Asbestos is a natural Production the program glass and, like glass, can cut and required several months and irritate body surfaces. You can 10 I LOG I January 1987 industry experts were consulted to make sure that the information presented was accurate and up to date. The program dearly states the responsibilities of your union, your employer, and yourself. If you would like to know more about the hazards of shipboard asbestos and what you can do to protect yourself, contact your Port Agent and have him request a copy of ''Asbestos Awareness'' for use in your port. All requests should be directed to: Mike Wilson Video Department SHLSS Piney Point, MD. 20674 Darya Marbrook Impressed with changes at SHLSS It's always a pleasure to see SIU members returning to the Lundeberg school. Students who have gone through the SHLSS Trainee Program are an especially welcome sight. Darya Marbrook graduated from the trainee program in 1979 and has returned to SHLSS it upgrade her skills. "I can't believe the changes they've made here," says Marbrook. "The new hotel, the library, the new buildings. I was a bit hesitant about coming because I expected the facilities to be about what they were when I left here in '79, adequate but not great, but now this place is fantastic! When you' re on board a ship you wonder where your union dues are going. When you come to the school you see what they' re being used for.'' Darya sails as an AB on Maersk ships and is currently enrolled in the Sealift Operations and Maintenance class. "We had some sealift training onboard the ship but you were taught only what your individual job would be and I want Darya Marbrook ships out of NY and is enjoying her sealift class at SHLSS. to know something about every job" says Marbrook. "That's why I'm here." ,.------Burial at S e a - - - - The ashes of Walter F. Mueller were spread upon the waters of the Chesapeake Bay, as he had requested , on November 25, 1986. Walter was born May 21 , 1~02 and passed away November 25 , 1986. He will be missed by his family, friends and SIU brothers and sisters. �Jl Recertified Stewards First row (I. to r.) Floyd King, James E. Lewis, Vernon Ferguson, William Robles, Ray Agbulos, Diane Michener, Ken Conklin (SHLSS Vice President). Second row: Kyle White, Jonathan White, James A. Jackson Jr., Rayfield E. Crawford, Lance Rene, Leo .Bonsor (SIU Rep.), Norman Duhe. Marine Electronics (I. to r.) Tony Adamaitis, Julian Lopez, Paul it Army Training Group First row (I. tor.) Richard Dickerson (Instructor), Jesus S. Ombac, Roy L. Williams, M. C. Ray Jr. Second row (I. to r.) Sinclair James, John E. Evans, Antonio Rodriguez, Jim Moore ,(Instructor). Chief Cook (I. tor.) Tom Barret, Edgardo Dedos, Robert Firth, Ray Garcia, Gregory Lee. Olson, John Day. Tankerman (1. to r.) Mike Bullen, Ben Cusic (Instructor), Bob Garcia. Welding First row (I. to r.) Lee Brady, Rashid Ali, C. Suazo. Second row: Bill Foley (Instructor), Jim Sieger, Joseph T. Trauth. (I. tor.) Judy Barbera, Brad Gilbert, Harry Alongi (Instructor), Diesel Engineer (I. to r.) Dan Picciolo, Eric Malzkuhn (Instructor), David Jeff Davis,, Rob Whytock. Cuffee, Mike Novak. Not shown, Richard Williams. Sealift Operations and Maintenance i:..'=.: $!·~:~~ .: Able Seaman First row (I. to r.) Larry Cole, Reginald Watkins, Brad Brunette, Stephen Bowden, Dave Fowkes, Randolph Antonio Liverpool, Raymond Wezik, Jake Karaczynski (Instructor). Second row: Vernon Huelett, William Bolling, Joseph Murphy, Michael Warren, Earl Gray Jr. January 1987 I LOG I 11 �1987 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry February 1987 The following is the current course schedule for February 1987 - June 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. June 1987 All Rating Upgrading Courses Course Sealift Operations and Maintenance Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Check-In Date March 18 May 13 Completion Date May 22 July 17 Cook & Baker February 4 March 18 April 29 June 10 May 15 June 26 August 7 September 18 Chief Steward March 18 May 13 May 22 July 17 Course Chief Cook SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Check-In Date Completion Date QMED ·Any Rating March 23 June 12 Marine Electrical Maintenance March 9 May 1 Diesel Engine Technology April 6 Welding Completion Date February 27 March 27 May 8 June 12 August 7 Steward Upgrading Courses The course schedule may change to reflect the membership's needs and the needs of the industry. Course Check-In Date February 2 March 2 April 13 May 18 July 13 Recertification Programs May 15 Course Steward Recertification Check-In Date June 29 Completion Date August 3 April 13 May 8 Bosun Recertification February 24 April 6 Chief Engineer & Assistant Engineer Un inspected Motor Vessel April 6 June 12 Automation June 22 July 17 Fireman/Watertender Oiler February 9 June 8 April 3 July 31 Hydraulics May 11 June 5 February 16 March 27 Refrigerated Containers Maintenance Advanced Deck Upgrading Courses Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) March 2 April 13 May 4 June 15 Adult Basic Education (ABE) & March 2 April 10 English as a Second Language (ESL) May 4 June 12 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: February 16 March 6 April 13 May 1 Check·ln Date Completion Date Celestial Navigation March 13 July 13 April 17 August 14 Able Seaman March 23 May 18 May 15 July 10 Radar Observer March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Third Mate & Original Second Mate May 4 July 10 Lifeboat March 9 May 4 March 20 May 15 Course Associates in Arts Tankerman March 23 May 18 April 3 May 29 Check-In Date March 30 June 8 Completion Date May 22 July 31 Nautical Science Certificate March 30 May 22 Course 12 I LOG I January 1987 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT February 2 February 6 QMED March 16 March 20 Third Mate April 27 May 1 Able Seaman May 11 May 15 FOWT June 1 June 5 College Programs �Upgrading Course Apply Now for an SH LSS ...............................•................................................•.............•.••••..••................................. Seat are rs Harry Lundeberg School of Seamanship Upgrading Application Name (f 1rst) (Last) (City) (State) Deep Sea Member D Date of Birth (Middle) Telephone (Zip Code) Inland Waters Member D Mo./bay/Year --rw-----.......--.--.------- (Area Code) Pacific D Lakes Member D Social Security# _______ Book#_______ Seniority _______ Department _ _ _ _ _ __ Port Presently Date Book Was lssued _ _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From _ _ _____,_.,........,..._to~----(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK ENGINE D Tankerman D AB Unlimited DAB Limited DAB Special D Towboat Operator Inland D Towboat Operator Not More Than 200 Miles D Towboat Operator (Over 200 Miles) D Celestial Navigation D Master Inspected Towing Vessel D Mate Inspected Towing Vessel D 1st Class Pilot D Third Mate Celestial Navigation 0 Third Mate D Radar Observer Unlimited 0 Simulator Course 0 FOWT 0 QMED-Any Rating D Marine Electronics (Variable Speed DC Drive) D D D D D D D 0 D o No transportation will be paid unless you present original receipts and successfully D Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engine Technology Assistant Engineer (Unlnspected Motor Vessel) Chief Engineer (Unlnspected Motor Vessel Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Ref rlgerated Containers Advanced Maintenance Hydraulics Electro-Hydraulic Systems STEWARD D D D D Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Welding D Lifeboatman D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM complete the course. D Associates In Arts Degree D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~~~~DATE~~~~~~~~~~~~~~~ Rev. 12186 RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 .............\ ·························································································································~~:::;;~ January 1987 I LOG I 13 �1986: A glance through the last 12 issues of the Seafarers LOG shows 1986 was an important, a busy and a pretty interesting year for the SIU and its members. Month-by-month, this is what happened last year. JANUARY New Bedford's SIU fishermen take their strike into the new year. Striking for a fair share of each boat's profits and against cutbacks in wages and benefits, SIU fishermen close New Bedford Harbor, stopping $1 million a day in fish business. A new farm bill is signed into law that will increase the U .S.-ftag share of P. L. 480 cargo to 60 percent in 1986 and 75 percent by 1988. The Seafarers Harry Lundeberg School of Seamanship is granted authority by the state of Maryland to issue two-year college degrees. In separate incidents, two SIU ships rescue more than 100 people in the Pacific. The MIV Rover, manned by Government Services Division Seafarers, plucks 63 Vietnamese refugees from one small boat. The Overseas Alice saves 47 victims of a Philippine ferryboat accident. Sonat Marine is put on the AFLCIO' s unfair list ... the Mississippi Queen is put out of ervice after colliding with a tugboat. No one is seriously hurt. The Seafarers Welfare Plan announces a new program to trim medical costs by awarding SIU members 25 percent of any overcharge you find on your hospital or doctor's bills ... Fifty rooms are made available for SIU pensioners at Piney Point in a brand new program. Long-time Seafarer Jim Golder dies at 61. A member since 1943, he was active on many committees, served for a time as a New York patrolman, and helped in many strikes and organizing drives ... On the West Coast, Marie Corsiglia dies. She went to sea in 1934 aboard the SS President Madison (Dollar Line). She spent 46 years at sea and at the age of 71 became the oldest Seafarer to ever qualify for a lifeboat ticket. The Men and Women of the SIU Continue to Work With Many New Military Jobs While Union Looks for Ways To Ride Out Stormy Course of the Maritime Industry To meet the demands of newly contracted military work, more SIU members are trained as crane operators aboard the Gem State , the second crane ship manned by the SIU ... The T-5 tanker Richard Matthiesen is manned by the SIU. SIU President Frank Drozak is named to an AFL-CIO commission to fight apartheid in South Africa, a battle the SIU carries on for all of 1986. An accident in San Francisco Bay takes the life of Edward "Bud" Mackey, 72, a senior captain for Crowley Marine. His tug, Napa River, sank following a collision. MARCH Management weakens in the SIU fishermen's strike in New Bedford as boatowners defect from the Seafood QMED Julian Lopez keeps alive one of the older seafaring traditions, building ships in bottles. The Spanish-born Lopez has been sailing for more than 40 years and joined the SIU in 1960. Producers and sign SIU contracts. More than 300 SIU fishermen go back to work as others carry on the strike. Cafe owner Vivian Francis is honored by striking fishermen for her help by making the Ferry Cafe a warm and peaceful oasis in a strike-tom town. The MTD Executive Board meets in Florida and maps out new ways to help the maritime industry and American labor in the face of massive program cuts brought on by the Reagan administration. MTD President Frank Drozak says, "Cargo is the key factor in the use of American vessels and in creating the (Continued on Page 15.) Bosun Jim Schonstein sailed last year on the OMI Willamette. FEBRUARY In New Bedford, the SIU fishermen's strike i seven weeks old and negotiations break off. The community rallies around the striking fishermen in a large demonstration. Food and other help is made available by hundreds of city sympathizers. The SIU-contracted President Tay lor is boarded by Iranian in the Gulf of Oman. No one is hurt, but the incident exemplifies the danger to shipping in the troubled Middle East. The SIU announces a new program to advance from B to A book or to upgrade to a third assistant engineer diesel unlimited license by hipping on T-AGOS vessels. 14 I LOG I January 1987 The SIU-crewed CS Long Lines was busy last year. Here members crew her up in Norfolk for a short run off the Jersey coast. �The SIU (Continued from Page 14.) demand for new ships, yet we lack a positive national commitment to putting more cargo in U.S.-built, U.S.manned vessels." That commitment never comes from the White House in 1986. An $852 million build and charter program is introduced in the House; the administration testifies against it. Drozak warns that unless something is done to increase seafaring employment, there will not be enough people to man vessels in the case of a national emergency. The administration submits a Marad budget which would cut or eliminate • 1986 many of the programs which had escaped previous axe-swinging. The NLRB upholds a ruling that Outreach Marine in Baltimore was merely an effort by McAllister Brothers to bust the Union. Outreach was simply McAllistrer Brothers under a different name, the NLRB says. APRIL New maritime legislation covering build and charter programs, bilateral trade agreements and the car carriage trade between the U.S. and Japan are introduced. While representatives from David Callis is a Seafarer who works as a launch operator for the Virginia Pilots Association on the Chesapeake Bay. Seafarers around the country last year participated in several major demonstrations against the apartheid system in South Africa. With the Labor Movement supplying continual pressure, hundreds of American firms have pulled out of racist South Africa. Above, SIU Field Rep Seth Harris is pictured with activist Rev. Jesse Jackson at a New York City anti-apartheid rally which drew some 90,000. most segments of the maritime industry throw their support behind what some call "last chance" legislation, for the most part the administration opposes the bills. Drozak begins another call for unity among the maritime industry. Saying divisiveness within the industry has stymied many efforts at revitalization, he stresses, "If major legislation to benefit our industry is to be enacted, then we must all take a hard look at our own contributions to this division and attempt to resolve our differences.'' In New Bedford, about half of the SIU fishermen are working as many owners sign new contracts. But the major management group, the Seafood Producers Association, continues to balk at talks. Many issues are now finding their way to the NLRB. "If we have to, we will go boat by boat" to settle the strike, says SIUNA Vice President Jack Caffey. The last of the former Sea-Land SL7s is launched and crewed. The USNS Pollux rounds out the fleet of eight Fast Sealift Ships (T-AKR), all of which carry 26 unlicensed crewmen . . . . After a 21-month lay-up, the supertanker Manhattan is crewed for a short charter. Safety is always stressed in SIU training programs. Above, during a lifeboat exam, Steve Fisher shows the right way to exit a life raft. The SIU continues its fight against apartheid in South Africa by joining labor rallies in seven cities denouncing the racist system. One of the biggest threats SIU boatmen in the Gulf area face is beaten when the Transgulf Pipeline from Baton Rouge, La. to Fort Lauderdale, Fla. is laid to rest. The company withdraws its pipeline plans in face of strong opposition by the SIU, other labor unions, consumer and environmental groups. After three months of repairs, the SIU's Mississippi Queen is back on the rivers. The annual AFL-CIO Education and University and ColJege Labor Education conferences are held at SHLSS. . . . Arthur and Joan Gilliland become the first SIU pensioners to take advantage of the Union's new retirement program at SHLSS . . . Three former trainees from the SHLSS's first classes come back after more than 18 years and earn their bosun recertification. Rep. Joe Addabbo (D-N.Y.), a longtime maritime supporter and labor ally, dies. He was 61. · MAY "We have been fighting each other for too long," says SIU President Frank Drozak. He startles maritime labor with a sweeping plan to bring all maritime unions under one banner. "It is my firin belief that unless the maritime unions merge together as one, I can see nothing but continued decline in the maritime industry,'' he says. The SIU waits for reaction. The SIU, NMU, MEBA and MM&P join forces at a congressional hearing to testify on sweeping new maritime programs under H.R. 4024. Many Merchant Marine Subcommittee members urge the entire industry to stop their "fratricidal" battles. The Welfare Plans starts a new tollfree hotline for members with medical claims problems in an effort to improve service. Seven scholarships, totaling $60,000, are awarded under the Union's Charlie Logan Scholarship program. Fitout is completed on the Great Lakes, but like other segments of the industry, fewer ships and jobs steamed the Lakes. The SIU begins another program to help its membership. The SIU's Al(Continued on Page 18.) January 1987 I LOG I 15 �I n 1986, the changing face of the maritime industry, and perhaps this Union, began to emerge. The number of jobs aboard military ships jumped dramatically as T-AGOS, MPS, Fast Sealift ships and several other types of military work came on line for Seafarers. Most of last year any A-book could find work and more than half the jobs shipped were Bbooks. Not too shabby, especially if you look around and see the large number of merchant sailors not in the SIU languishing on the beach. With a bleak outlook for the private merchant marine, military work has become the wave of the future , and the SIU wants to ride that crest. SIU President Frank Drozak took some major steps last year in his efforts to establish some kind of job security for Seafarers. While so many maritime leaders simply paid lip service to ' 'unity ,'' Drozak got the SIU off the dime by calling for a merger of all maritime unions. At his urging, leaders from all the unlicensed unions met to discuss merger. While nothing has come of these talks yet, they were a long overdue first step. Also, a new top-to-bottom union was formed by the SIU and MEBA-2 in an effort to secure work for seamen. Last year may have been the beginning of something new for the SIU. Military jobs and the coming together of once rival unions may be the face of the future. But whatever turns out, it will be an old-fashioned idea that will remain the driving force-job security. Military o k, Merger Talks Highlight SIU's 1986 e e Last year, as every year, people around the country took time to honor merchant seamen who sacrificed their lives in World War II and other wars. At the Maritime Day ceremony in Los Angeles, SIU members aboard t.he sailboat Spirit toss wreaths in Los Angeles Harbor. Jobs are always a priority for Seafarers, but s and marches around the country, the SIU helpt in South Africa. Above, Seafarers march on th Like most other segments of the maritime industry, the Great La shipmates OS Wahia Saeed and Watchman Kenneth Shorkey get re: ~ " \ J=~·= ···· ·a1\1 While New Bedford was the site of a long struggle during most of the year, SIU fishermen and their families came together with the community during the annual blessing of that port's large fishing fleet. These young people reflect the feeling the town has for its most important industry. 16 I LOG I January 1987 �g Job e • r in Trouble The PFC Eugene A. Obregon is one of dozens of new ships the SIU is crewing under military charter. These ships are changing the face of the SIU-contracted fleet and keeping Seafarers in jobs. is social justice. Last year in dozens of rallies d lead organized labor's fight against apartheid Shell Oil headquarters in Washington, D.C. es fleet faced hard times last year. On the Belle River in Detroit, dy for another season at fitout. During merger discussions last year, the leaders of the four unlicensed unions had a chance to exchange thoughts. They are (1. to r.) Paul Dempster, SUP; Shannon Wall, NMU; Frank Drozak, SIU, and Whitey Disley, MFOW. This picture sums up the willingness of Seafarers around the world to help. Dasril Panko, a crewmember aboard the SIU's LNG Libra, helps a small child from the deck of a battered and rickety wooden boat that 38 Vietnamese used to flee their homeland. This scene was repeated many times by Seafarers who rescued hundreds of refugees and accident victims last year. January 1987 I LOG I 17 �The SIU (Continued from Page 15.) coholic Rehabilitation Center expands its facilities and staff to treat the growing number of drug addiction problems Seafarers , like the rest of society , face . Bob Pomerlane, longtime Seafarer and Baltimore patrolman, is honored in his city by a special " Robert Pomerlane Day" proclaimed by then city mayor William Donald Schaefer. Maritime Day ceremonies are held throughout the United States to pay tribute to the " courage, honor and commitment" of U.S. merchant seamen, says SIU Executive VP Ed Turner. JUNE Sea-Land Corp. agrees to a $742 million takeover bid from the giant CSX Corp. If finally approved by various federal agencies, the Union's largest employer would become part of a giant barge, railroad and steamship conglomerate. SIU President Frank Drozak testifies on legislation to revive the U.S.fiag passenger ship industry. The legislation could create more than 1,000 shipboard jobs. But labor once again cannot come together as MEBA-1 and the MM&P try to block passage. The first major port development bill in years comes closer to reality as the House and Senate combine forces in conference to iron out differences. Seafarers crew the William R. Button, the fifth Maritime Prepositioning Ship. The cargo onboard can keep a 3,000-man Marine brigade supplied for 30 days. • 1986 Seafarers from the Government Services Division set a towing record when they guide the USNS Na vajo on a 2,500 mile trip from San Diego to Hawaii, towing a target ship and three YTBs. JULY Seafarers come to the rescue again as the LNG Libra pulls 38 Vietnamese refugees from the South China Sea. In what SIU Vice President Joe Sacco calls an "historic development,'' three inland contracts containing SPAD checkoff clauses are ratified. "Members at these inland companies realize that the only way to protect their rights in this day and age is through political action," he says. SHLSS hosts the first Annual Sealift Conference to review the Union's sealift training programs with all who are involved ... The Charles S. Zimmerman which served as a classroom, library and auditorium at the Lundeburg School since 1969 is sold and towed to Norfolk, Va. John Cleveland, 28, who served as cafeteria manager at headquarters, cooking instructor at Piney Point and president of the American Culinary Federation's Southern Maryland chapter, is killed in an automobile accident. He began working for the SIU in 1981. He is survived by his widow and a son. AUGUST SIU Vice President "Red" Camp- bell announces that the SIU wins a major victory when it is recognized as the bargaining agent for seamen in the Lavina Shipping Co. fleet. The 12 oceanographic ships , scheduled for MSC charter, employ about 300 unlicensed seamen. Six new tugs and the jobs that go with them come into the SIU fold when Admiral Towing in Pensacola, Fla. signs a contract. In the Senate , an attack on the Service Contract Act is beaten back with massive labor support. The Act, which protects millions of low-wage workers , has been a cornerstone of government contracting polices for more than 20 years before anti-labor conservatives threaten to dismantle it. On the House side, a bill which would have increased federal safety requirements for fishing boats and possibly lowered skyrocketing insurance rates dies. While the SIU continues to stress its drug rehab programs and urge Seafarers to remain drug free, the Coast Guard announces stringent new drug testing requirements and penalties. At the International Transport Workers' Federation meeting in Luxembourg, SIU President Frank Drozak slams apartheid in South Africa and calls the United States government's position on South Africa "morally bankrupt.'' Two SIU fishermen in New Bedford are the first to have their strike-related cases heard by the NLRB. They are awarded their jobs and back pay. More cases are scheduled as organizers sign new boats to SIU contracts. The T-AGOS Indomitable rescues six people who had spent two weeks on a life raft in the Pacific after their ship sank . . . The /TB Baltimore wins a major safety award for their rescue of 10 people in two different incidents on the same stormy day last year. The SIU celebrates Paul Hall Day, August 20. SEPTEMBER Bob Vahey, a longtime and trusted special assistant to SIU President Frank Drozak, dies. Cancer claims him at 40. Tributes from around the SIU and all of maritime flow in. Vahey is remembered for his foresight, energy and dedication to the SIU. He is survived by his widow, Elizabeth. After more than 80 years of compliance, the Department of Defense begins an end run on the military cargo preference rules, with new proposals to slash the 100 percent U .S.-flag requirement. One of the major fights of 1986 takes shape between maritime and the government. Throughout the country, Seafarers begin to back candidates as the November off-year elections heat up. Labor senses a swing away from the political right and begins a drive to oust anti-labor representatives. At SHLSS , Army reservists take advantage of SIU' s modern training facilities to learn cargo handling . . . Big Red, moored at Piney Point for 18 years as a maritime museum, is sold. The 80-year-old former lightship is towed to New York for conversion to a restaurant. New seniority rules are established by the Seafarers Appeals Board which allow more rapid advancement from B to A book for members who sail military ships. OCTOBER Merger talks begin between the SIU and the NMU , the first serious discussions in years between the com(Continued on Page 19.) Sometimes it's easy to forget that much of the world's population faces a struggle to get by. In Mozambique, the SIU's Sugar Island delivered a load of grain to the poor African nation. The grain which was spilled in off-loading was quickly gathered up by local residents. 18 I LOG I January 1987 �The SIU • 1986 (Continued from Page 18.) peting unions. SUP and MFOW reps sit in. The maritime industry-labor and management-show major unity and beat back Defense Department proposals to eliminate U .S.-flag requirements on military cargo. The victory is one of the year's biggest for maritime. The House passes an SIU-backed passenger ship bill which would allow re-flagging as a means to increase U.S. cruise ships. Both the Navy and the Transportation Institute issue warnings predicting a serious manpower shortage if the U.S. merchant marine continues to decline. The gist of the reports shows that there would be plenty of ships in the Ready Reserve Fleet, but no one to sail them. Dr. Joseph Logue, 91 and a pioneer in maritime medical care, dies. Dr. Logue established the SIU medical clinics in the 1950s, which at one time numbered more than two dozen. Before joining the SIU in 1956, he served almost 40 years as a Navy medical officer and earned the rank of vice admiral. House and Senate agree on a $16 billion port development and water resources billjust before adjournment, $5 billion is earmarked for inland waterways ... Labor is victorious in the elections as Democrats stage a suprising comeback in the U.S. Senate to take control by a 10-seat margin. More seats are gained in the House, and the candidates who rode to victory on Reagan's conservative coattails in 1980 are all but swept out of office. Committees from the SIU and NMU continue their meetings at Piney Point to discuss a possible merger. An explosion aboard the SIU-contracted Ogden Yukon kills four crewmembers, including one Seafarer. The 32 remaining crewmembers are rescued . . . 15 more Vietnamese refugees are rescued, this time by the SIU's LNG Aries. Former SIU vice president Cal Tanner dies at 69. He joined the Union in 1938 and served as VP from 1947 to 1972 .... Rex Dickey, 84, a charter member of the SIU and former Baltimore port agent dies ... Ex-IBU President Merle Adlum dies in Seattle. He was 62. NOVEMBER DECEMBER The 99th Congress ends with little action taken on pressing maritime matters; several bills die and must wait until the new Congress convenes. But after 10 years of debate, the SIU President Frank Drozak announces the formation of the Seafarers Maritime Union with MEBA-2. A topto-bottom union , he says the new concept will mean new job opportunities and may be the only "answer to revitalize this maritime industry.' ' United States Lines shocks the maritime community by filing for bankruptcy protection. The largest and oldest American line, USL faces staggering debts, and some experts fear USL's action is only the first of more to come. The McAllister/Outreach Marine struggle appears to be settled following a short strike and a new contract. Again, Seafarers march against apartheid. This time in Washington, D.C. at Shell Oil headquarters. Final Departures 1986 Bob Vahey, an important and trusted advisor to SIU President Frank Drozak died last year. He was 40 years old. Vahey, who spent the majority of his adult life working for the maritime industry, is credited with many of the innovative programs the SIU has implemented to help its members' jobs and job security. "He did more to protect the job security of this membership than almost anyone else," Drozak said. ..... The SS Constitution is one of the Union's biggest employers. Here are some of the hundreds of Seafarers who sailed in her deck and engine gangs last year. Last year, one of the more important Inland developments was the inclusion of SP AD checkoffs in new contracts. Above are crewmembers of the C.G. Willis tug Roletta shortly after a new three-year contract with SPAD checkoff authorization was signed. They are Deckhand Whit Williams, Capt. Herbert Williams, Norfolk Port Agent Jim Martin and James. Carawan. John Cleveland, who had become a familiar face and ~ friend to hundreds of Seafarers who ate at his cafeteria at SIU headquarters, was killed in an automobile accident last year. Only 28, he was a respected chef and president of the American Culinary Society chapter in Southern Maryland. Dr. Joseph Logue, who spent 30 years as director of SIU medical services and clinics, died at the age of 91 last year. The retired vice-admiral was responsible for establishing a nationwide system of SIU medical clinics. Cal Tanner, a charter member of the SIU and Union vice president from 19471972, died last year. Tanner, 69, played an important role in the growth of the SIU. January 1987 I LOG I 19 - �r si ents' R por Gulf Coast by V.P. Joe Sacco HIPPING o~ the Gulf has steadily S been improving, thanks in large part to the new military contracts that we have been able to pick up. There have been a number of developments relating to contracts. First, the good news. SIU members at Bay Houston Towing have ratified a new contract. Now the rest. We were able to ratify an unlicensed contract at Western Towing, but other items have not gone as smoothly at this Dixie Carrier subsidiary. The management team at Dixie Carriers and Western Towing is from the new school which believes that there is only one way to get ahead-and that is to cut the workers and the union off at the knees. We've opposed people like this in the past, and we'll do it again. With all the problems that we've had at Western Towing, we were able to secure a contract for the unlicensed members. The rub has been in getting a contract for the licensed boatmen. We've referred our problems at Western Towing to counsel. But the truth of the matter is, a labor lawyer is only as good as the board he has to argue in front of. A bad board means that bad labor law will be made. And, unfortunately, the Reagan administration has had the chance to name a lot anti-unionjudges. As I have stated in previous columns, there is a solution, and that is grassroots political activity. That is why I have been pushing the voluntary SPAD check-off for inland boatmen. It is the one sure way that they have to protect their job security. Supporting SPAD is just one way to protect your job security. Another way is to make sure that no ship sails short. If we can't man these new military vessels, then someone else will. It's as simple as that. Gov't. Services by V. P. Buck Mercer T HE year 1986 proved to be somewhat counter-productive for MSCPAC seamen for a number of reasons. First, because of the transfer of the three oceanographic ships, DeSteiguer, Silas Bent and Chauvenet to Lavino Shipping Co., a private 20 I LOG I January 1987 operator, which caused the layoff of a number of MSCPAC temporary marine employees. Second, during the previous 12 months, payment of retroactive money that has been due since 1984 continues not to be forthcoming, and this has kept marine personnel upset. Third, the labor dispute that led to a strike by Philippine nationals at American Military Bases in Manila and Subic Bay, P.l., caused no end to the problems for MSCP AC seamen who were caught behind and outside picket lines set up at the Subic Bay American Military Base. It is apparent, however, that the biggest disappointment suffered by all MSCPAC marine personnel was, and continues to be, the denial of payment of the retroactive money due since 1984. Had the retro money been paid prior to Christmas 1986, the morale of seafarers would have ended the year on a high note. The awful truth is, however, that when it comes to the payment of retroactive money being paid to mariners, the story has been the same for the past 25 years. A prolonged wait, no matter who headsup the MSCPAC Comptroller section. Looking ahead to 1987, the MSCPAC unlicensed mariners can anticipate permanent type promotions in 27 categories in the three departments. The MSCP AC Promotion Board will meet sometime in February for the purpose of making the decisions on the many candidates who have submitted applications for promotion consideration. Dec. 15 , 1986 was the closing date that promotion requests had to be in. Then, all requests are ranked as to the order in which they will be discussed by the Board , taking into consideration a candidate's qualifications, experience, recommendations, work record, disciplinary record, and anything else that might be in the file or that is pertinent. Results of the Board's findings will be announced in late February or early March. It is then expected that there will be disappointment among the candidates who were not selected. But I can assure you that the procedure used by the Board in making their selections gives each and every candidate serious consideration. In my last report, I touched on the effect that the OMB Circular A-76 Program has had on MSCPAC personnel. The possible loss of the cable ships to contract operation will have a drastic effect on any permanent promotions made and, for that matter, on marine personnel in general because there will likely be a reduction in force. The addition of the hospital ship Mercy and the USNS Point Loma will be of little consequence in so far as MSCPAC marine manpower is concerned because the Mercy is scheduled for the bid-block upon her return from her goodwill mission to the Philippine Islands. The Point Loma will be berthed in San Diego with a small MSCPAC crew in a reduced operational status. Commenting on the hospital ships, it would seem that upon the conversion of these supertankers, some thought would have been given to the habitability of the non-officer crew. The living conditions designed for the men are absolutely atrocious. The U.S. Navy spent in excess of half a billion dollars in the conversion of these ships, and the deck and engine watchstanders are housed in two 18-bunk spaces along with dayworkers and steward utilitymen. Lockers are substandard, and toilet and shower facilities are inadequate. When the crew goes aboard they will find an unusual arrangement for meals. , After learning of these deficiencies, the SIU called for a meeting with the MSCPAC Habitability Board and voiced our dissatisfaction about the conditions we found and recommended changes. At this time, the SIU has not been notified as to any changes being made. The new year does not appear to have a lot of potential for marine personnel of .MSCPAC, and we can only hope that the picture will improve. marine, licensed and unlicensed unions are fighting over its remains. The recent decision by the SIU and District 2-Marine Engineers Beneficial Association to put together one bargaining unit must be seen as an important step toward maritime unity. SIU President Frank Drozak and District-2 President Ray McKay understand that licensed and unlicensed seamen need each other. SIU members on the West Coast and in Hawaii have had their pick of jobs recently. The military work that we have been able to sign up over the past few years has made all the difference in the world. Many of our members take this work for granted. They shouldn't. Things are very, very bad in the maritime industry, and getting worse. A recent article in The New York Times predicted that eight out of every 10 shipping companies worldwide will go bankrupt in the near future. America's largest shipping company, the NMUcontracted U.S. Lines, has already filed for protection under Chapter XI. In closing, I'd like to comment on the fine work done by the steward department onboard the SS Sea-Land Endurance, which whipped up a real feast for the holidays. Maritime unity starts onboard the vessels themselves. And so does pride, excellence and hopefully, a renewal of this industry. West Coast by V.P. George McCartney S IU President Frank Drozak made a trip out to Hawaii to get a firsthand glimpse of conditions out there. While in Honolulu, he visited each and every one of our commercial deepsea vessels as well as the passenger ships, tugboats, T-AGOS ships and cable ships. On the way over, Drozak stopped off in San Francisco to attend SIU Executive Vice President Ed Turner's retirement dinner. Drozak talked about his close association with Turner and about Turner's long and distinguished career. Turner was involved in almost every aspect of this business, first as a seaman, later as an organizer and business agent, and eventually as president of the Marine Cooks and Stewards Union. Turner, a protege of the late Harry Lundeberg, made many important contributions to the maritime industry, especially in the areas of civil rights, organizing and education. His finest moment came, I believe, when he decided to endorse a merger between the MCS and the SIU-AGLIWD. This marked an important step forward in maritime unity. Unfortunately, there is little maritime unity to speak about these days, especially between licensed and unlicensed unions. Over the past few months, the SIU, NMU and MFOW have all had to warn their members about jurisdictional disputes involving licensed unions. This, of course, puts an intolerable strain on an already beleaguered maritime labor movement. Instead of working together to bring about a revival of the American-flag merchant '--'"--··~·~~-'-'-A £:::. East Coast by V.P. Leon Hall N INETEEN eighty-six was a pivotal year for the East Coast maritime industry. While shipping opportunities for East Coast sailors improved dramatically, the industry as a whole suffered a serious decline. This decline touched on all segments of the maritime industry-from the fishermen in New England, to our deep sea sailors, to the tug and bargemen who operate in the rivers and harbors. It is becoming increasingly difficult to separate the issues affecting fishermen, deep sea sailors and tug and bargeworkers. Part of this is due to the growing trend toward intermodalism. Yet other factors are at play, including a growing anti-union trend in the transportation sector. It was a particularly difficult year for our fishermen in New Bedford. They started 1986 with a strike, which ended in a draw. By year's end, they were appearing before the National Labor Relations Board in an effort to prove that the Seafood Producers Association had bargained in bad faith. Little progress was made in solving the long-term problems for the decline of the American-flag fishing industry. Congress failed to take any action to alleviate the liability insurance crisis that has decimated the American-flag fishing fleet, or to come up with a (Continued on Page 22.) �I I I I I I I I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America, AFL-CIO Washington Report • Washington may have lost a football championship in January, but it gained a new Congress. As they promised in numerous interviews, the members of the lOOth Congress hit the deck running. By the time the new Congress finished its first day, more than 500 bills had been introduced. One hundred of these bills touched upon some aspect of the maritime industry. Given the intricate nature of the legislative process, several thousand more pieces of legislation will be introduced over the next two years, only a handful of which stand any real chance of being enacted into law. New Congress I I I I The lOOth session of Congress is expected to differ from its predecessor in a number of important ways. For one thing, the Senate will no longer be controlled by the Republican Party. This shift means that there will be new faces in leadership positions. One of those new faces is Senator Robert Byrd (D-W.Va.), the new majority leader. He has stated on a number of occasions that the trade deficit will be the number one issue facing this Congress. I I lranscam I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • The political atmosphere of this city is somewhat unsettled, thanks in large part to the continuing debate over the Iran-Contra arms scandal. As Elizabeth Drew wrote in a recent issue of the New Yorker, ''President Reagan's immense personal popularity had a lot of people in this town cowed." The scandal, she said, has made politicians in both parties more willing to assert their independence, especially on such issues as the trade deficit, entitlement programs and other programs aimed at helping the middle class. Presidential Politics It's hard to believe, but the battle for the 1988 presidential nomination has already begun. Prospective candidates are already devising their campaign strategies. When asked about the chances of a prominent politician, a former staff member in the Carter administration said that "if he doesn't put together a campaign staff by early spring, then he doesn't have a chance.'' This means one thing: the SIU will be gearing up its grassroots political machine. Seamen who have not registered to vote should do so immediately. Budget • The administration has introduced a budget for fiscal year 1988 that calls for a slight increase in defense spending, no new taxes and large cuts in domestic programs. It is the first time that anyone has ever submitted a trillion dollar budget. If enacted in its present form, then the deficit would be reduced to $107.8 billion, which would just meet the Gramm-Rudman-Hollings requirements. The Reagan budget was dismissed by politicians in both parties. One member put it this January 1987 way: ''They could have saved a lot of money by not even printing it.'' As in previous years, everyone is expecting a major battle over the budget. Most people believe that Congress will once again wait until the last minute to resolve the issue. There is a small, but growing sentiment for adopting a two-year authorization cycle instead of an annual one. Marad Authorization Bill The administration's budget requests for the maritime industry were pretty much in keeping with previous years. Had it not been for the fact that some programs were secured by law, then funding levels would probably have been substantially lower. The total outlays for the Maritime Administration, according to the Congressional Information Bureau, would be $369.493 million, with $250.3 million for operating differential subsidies, which are secured by law. The fill rate for the Strategic Petroleum Reserve is scheduled to be cut by more than 50 percent, from the present 75 ,000 barrels per day to 35,000. Maritime Administrator John Gaughan has confirmed thl:lt the budget will prohibit new loan guarantee commitments in 1987 and thereafter. The only new request was for $48.5 million to cover the added costs of carrying additional cargo reserved for U.S.-flag vessels under the terms of the Food Security Act of 1985 (the farm bill). "This is an encouraging sign," aid Pecquex, "because it means that the administration is at least giving tacit support" to the compromise hammered out between the maritime and agriculture industries concerning cargo preference requirements. In exchange for excluding certain "concessional" programs for the provisions of the P.L. 480 Act, cargo preference requirements are scheduled to increase by 25 percent over a three-year period. On April 1 of last year, the cargo preference requirements rose 10 percent from 50 to 60 percent. They will be increased another 10 percent this year, and 5 percent in 1988. Welcome Aboard Nine vacancies on the House Merchant Marine and Fisheries Committee have been filled, with six fre hmen representatives taking seats on the panel. Rep. Walter B. Jones (D-N.C.) will return as chairman of the committee. Subcommittee assignments have not yet been made public. In the Senate, Lloyd Bentsen (D-Texas) has been named chairman of the Merchant Marine Subcommittee. New members named to fill vacancies on the Merchant Marine and Fisheries Committee include Rep. Joseph E. Brennan (Maine), George J. Hockbruckner (N. Y.) and Owen Picket (Va.). Republicans named to the committee will include Joseph DioGuardi (N. Y .), Mac Sweeney (Texas), Curt Weldon (Pa.), Patricia F. Saiki, (Hawaii), Wally Berger (Calif.) and Jim Bunning (Ky.). Bilateral Trade Agreements Rep. Mario Biaggi (D-N.Y.) reintroduced a bill that would require the president to nego- Legislative, Administrative and Regulatory Happenings tiate bilateral maritime shipping agreements with major U.S. foreign trading partners. The bill, which is now numbered H.R. 300, "is more necessary than ever before," said Biaggi. He said that the growing American dependence on foreign vessels to carry American imports and exports makes the U.S. ''highly vulnerable to the policies and practices of foreign nations." Melting Ice The start of the lOOth Congress comes at a time when the maritime industry is experiencing a sharp decline. The New York Times made . . . the following assessment of the industry in a year-end review: From the port of Los Angeles to the docks of Liverpool and the shipyards in South Korea and Japan, the shipping world has been turned upside down by five catastrophic years of tumbling freight rates, rising costs and sinking values of used ships. While the problems are rooted in cyclical overcapacity, many executives now say the downturn is so deep and traumatic that the industry is changing permanently. ''Shipping is like a piece of ice under a hot sun,'' said Frank W .K. Tsao, chairman of International Maritime Carriers, one of Hong Kong's biggest shipping companies. "There used to be hundreds of ship-owning companies in Hong Kong. Now, out of every 10, eight are bankrupt. And the survivors are badly wounded.'' While not everyone agrees that conditions have been quite that bad, shipping companies are indeed collapsing all over the world. Just last month, McLean Industries, an American company whose United States Lines unit is one of the world's largest container shippers, sought protection from its creditors under Chapter 11 of the Federal Bankruptcy Code. And Japan Line Ltd., one of the b?ggest tanker operators in the world, asked its bankers this month for help in reorganizing the company. Ships built for $50 million a half-dozen years ago are sometimes sold as scrap for $5 million. Shipowners who used to earn $20,000 a day on a charter now are happy to accept $5 ,000 a day. In October 1973, the freight charges of a crude oil cargo on a supertanker voyage from the Persian Gulf to western Europe amounted to 106 percent of the value of the cargo; by last year the freight rate had plum· meted to just 3 percent of the value of the oil. Maritime Disunity Last year, SIU President Frank Drozak called upon the various maritime unions to unite so that the administration and anti-labor forces could not play one union against one another. Despite the present difficulties of the maritime industry, said Drozak, there were some hopeful signs. ''There is a growing awareness of just how important the American-flag merchant marine is to the defense of the country. The Navy has just released a study noting that this country faces a severe shortage of skilled mariners. (Continued on Page 22.) - January 1987 I LOG I 21 - �(Continued from Page 20.) policy to stem the tide of heavily subsidized Canadian fish. Very few people noticed, but 1986 marked the 50th anniversary of the Merchant Marine Act of 1936, which made it possible for this country to respond to the challenges posed by World War II. Before the 1936 Act was passed, American shipping was in a near-terminal slump. President Franklin D. Roosevelt understood the true importance of the merchant marine, and took what were then drastic steps to promote its growth. Despite fluctuations, the 1936 Act made it possible for this country to maintain a viable maritime core. Yet that core has been threatened by the policies that . the Reagan administration have followed. To give just one example: the 1936 Merchant Marine Act was the first bill to call for direct subsidies to American operators. Yet funding for the vitally important Construction Differential Subsidy Program was allowed to lapse in 1980. Vice Presidents' Reports The same thing may happen to the Operating Differential Subsidy Program. ODS began lapsing toward the end of this year, and Congress and the administration failed to come up with a new program to replace it. Great Lakes by V.P. Mike Sacco T HERE isn't much to report on the Great Lakes and inland rivers. In other sections of the country, winter conjures up visions of Christmas and holiday cheer. On the Great Lakes and upper inland rivers, it means lay-offs. This is the time of year when Great Lakes sailors upgrade. You know that it's winter when you see a Great Lakes sailor at Piney Point. On a more positive note: the Port Development Act that was enacted last year is expected to have an important effect in stimulating job opportunities in the dredging indu try. In addition, all segments of the maritime industry up here are pushing for modernization of the St. Lawrence Seaway. It would be one way to stimulate shipping in the depressed Great Lakes market. Yet nothing can be done on this front without the active participation of government. In the maritime industry, at least, the government must be seen as a partner in helping to create the proper conditions for growth. Budget (Continued from Page 1.) National Defense Reserve Fleet. * no funds for state maritime schools, except for stipends for students currently enrolled. * $355 million in proposed user fees from beneficiaries of Coast Guard services not directly involving emergency assistance. * $3.3 million in borrowing authority for the Title XI program to honor the federal commitment on defaulted bonds. The administration will propose language to prohibit new loan guarantee commitments in 1987 and thereafter. * a P.L. 480 program level of $1,387 million which is expected to provide * * for the shipment of 5.9 million metric tons through Titles I/III and 1.9 million metric tons through Title II. a 1987 supplemental appropriation of $1. 3 billion and a budget authority request of $19 .1 billion for 1988 for foreign economic assistance. $1 billion for the direct loan program of the Export-Import Bank in addition to $10 billion for loan guarantees and insurance. Of the $1 billion for the direct loan program, $200 million will be used for financing the war chest to fight export subsidization by foreign nations. Unlike last year, the administration is not attempting to abolish the direct loan program. .., ... I Groton Makes Good Role Model for AB Paulino Flores, AB aboard the ITB Groton, poses with a model of the Groton that he made by hand from balsawood. It is a remarkably accurate replica of the vessel, and took him 18 days to complete. He named it the Ana after his wife. Flores' creative assistant in this project was Bosun Neil "Blackie" Matthey. Washington Report (Continued from Page 21.) "Yet as long as the maritime industry and maritime labor refuse to get their own houses in order, we will never get the opportunity to make productive use of this growing public perception.'' Congressman Young Thanks IU fRONTWH POUTICS. SOCIAL ISSUES. THE LABOR MOVEMENT. Calling All Poets • • • Patsy L. Bowers knows whereof she speaks. Her husband of 26 year is a tugboat captain, and she feels that he and other seafarer deserve more respect and recognition than they get from the public. ''I personally think it's time the public's image is changed and our husband and fathers are finally recognized and treated a professionals," Mrs. Bower stated. Toward this goal, Mrs. Bowers is attempting to compile a book of poems written by the men and women who work on ships and tug -or by members of their families. So all you poets or would-be poets: send your verses to Patsy L. Bowers , 206 Anson St., Gretna, La. 70053. Be sure to include your full name and address so that if the book is published you will get full credit for your work-as well as a copy of the book. 22 I LOG I January 1987 - Making pre-election rounds prior to returning home, Rep. Don Young (R-Alaska) dropped in for a visit at the Seattle hall last October. After having coffee with the members, Rep. Young spoke before the regular 10 a.m. job call. He thanked the SIU members for their continued support and stressed the importance of the Jones Act. Citing his experience as a captain and river boat pilot in Alaska, Young noted that he was the only congressman with such a background, giving him personal familiarity with the problems and concerns of boatmen and merchant seamen. Seattle Port Agent George Vukmir (left) introduced Young to the members. (Photo by Seattle Field Rep Neil Dietz.) �S the 1987 school season begins, it's not too early for high school seniors to start thinking about college. For dependents of Seafare rs and Boatmen the financial burden of college can be greatly eased if they win an SIU scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Seafarers Welfare Plan. For dependents, four $10,000 scholarships are offered. But the Scholarship Program is not exclusively for dependents. A $10,000 award and two $5,000 scholarships are available to active Seafarers and Boatmen. Also, when there are exceptionally qualified Seafarers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $10,000 award to an active member. The Scholarship Program was begun in 1952 to help members and their children achieve their educational goals. Several years ago it was named after Charlie Logan, a labor consultant and arbitrator who died in 1975. He helped establish the Seafarers cholarship Program and then worked hard to keep it strong and growing. A Seafarer Requirements Seafare rs and Boatmen who are applying for scholarships must: • Be a graduate of high school or its equivalent. • Have credit for two years (730 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment on a vessel in the sixmonth period immediately preceding the date of application. • Have 120 days of employment on a vessel in the previous calendar year. Pensioners are not eligible to receive scholarship awards. Dependent Requirements Dependents of Seat are rs and Boatmen who apply for a scholarship must be unmarried, under 19 years of age, and receive sole support from the employee and/or his or her spouse. Unmarried children who are eligible for benefits under Plan #1 Major • Don't I y F . ' (b ! Co eg Sc las • I ead ine - A ril 15 Medical are eligible to apply for a dependent's scholarship up to the age of 25. Each applicant for a dependent's scholarship must: • Be unmarried at the time application is made. • Be under 19 or 25 years of age (whichever is applicable). • Be eligible for dependent benefits under the Seafarers Welfare Plan. • Be a graduate of high school or its equivalent. The applicant's parent must: • Have credit for three years (1,095 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment in the six-month period immediately preceding the date of application. • Have 120 days of employment in the previous calendar year. The last two items above covering worktime requirements of the applicant's parents do not apply to applicants who are the children of pensioners or eligible deceased employees. Must Take SAT or ACT For both active members and the dependents of eligible members, the scholarship grants are awarded on the basis of high school grades and the scores of either College Entrance Examination Boards (SAT) OR American College Tests (ACT). The SAT or ACT exam must be taken no later than February 1987 to ensure that the results reach the Scholarship Selection Committee in time to be evaluated. For upcoming SAT test dates and applications, contact the College Entrance Examination Board at either: Box 592, Princeton, N.J. 08540 or Box 1025 Berkeley, Calif. 94701, whichever is closest to your mailing address. For upcoming ACT te,st dates and applications contact: ACT Registration Union, P.O. Box 414, Iowa City, Iowa 52243. Scholarship program applications are available to active members or their dependents at any SIU hall or through the Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced in May 1987. The deadline for submission of applications is April 15, 1987. January 1987 I LOG I 23 - �I _,. a • ig I j~ ! ·~ I ..., ~--...}-~ l ~ /' T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your respon- sibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW Y KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances . The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submit1ed to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds hall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board hy certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia 'ay Prince Georges County Camp Springs, Md. 20746 .., Full copies of contracts as referred to are available to you at all times, either hy writing directly to the Union or to the Seafarers A1->iJeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your ohligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 24 I LOG I January 1987 - . G TS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members hould obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details. then the member o affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed, color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111n11Ulll111111n11111111111111UllU111UllU111Ull1111111111111111ll111111lll1111111111111111111111 patrolman or other Union offkial, in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publi hing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsihility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks. one individual to carry out this rcspon ibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SlU unless an official Union receipt is given for same. Under no circumtance should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he made without upplying a receipt. or if a member is required to make a payment and is given an official receipt. but feels that he should not have heen required to make such payment. this hould immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION --SPAD. SP AD is a separate segregated fund. Its proceeds are used to further it objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contribute to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force, job discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Un ion or SP AD by certified mail within 30 days of the contribution for investigation and appropriate action and refum.l. if involuntary. Support SP AD to protect and further your economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ac~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The addr~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. I �Ships Under Operational Control of Military Sealift Command, Pacific USNS Ponchatoula (T-AO 148)-0ne of ix oilers operated by MSCPAC that replenish U.S. Navy ships with fuel at sea. USNS Spica (T-AFS 9)-A virtual grocery store that supplies U.S. Navy ships with everything from soup to nuts, and is generally deployed somewhere in the South Pacific. USNS Observation Island (T-AGM 23)-An instrumentation ship (and one of a kind). USNS Navasota USNS Kilauea (T-AE 26)-An ammunition ship whose major mission is to replenish U.S. Navy ships at sea. Warning: Contact Lens Wearers The following information has been extracted verbatim from a military safety bulletin. It concerns the use of contact lenses in areas where electrical sparking may occur. 1. An electrical worker threw an electrical switch into the closed position, which produced a very quick sparking. An employee at another company flipped open the colored lens of his welding goggles to better position the welding rod. He inadvertently struck the metal to be welded, producing an arc. 2. Both were wearing contact lenses. When they got home from work each man removed the contacts. In both instances, the cornea of the eye was removed along with the contact lenses. Both men are now permanently blind. 3. The electric arc generates microwaves that instantly dried up the fluid in the eye and the cornea bonded itself to the lens. The trauma is painless and the operator never knows he has been injured until he removes his contact lens. 4. Until recently, thi hazard was not known. There are no federal or state safety or health agency regulations on this matter yet, but it is being investigated carefully. 5. Meanwhile, we recommend that all maintenance workers, particularly those who are potentially subject to an electrical sparking situation not wear contact lenses while on the job. The unlicensed deck department brain trust aboard the Navasota got together for this shot taken by our roving camerman. From left, Melvin Davidson, bos'n mate; Boston Johnson, bos'n mate; Lionel Greve, 2nd officer (day); Robert Micco, bos'n, and Arthur Luellen, bos'n mate. January 1987 I LOG I 25 - �Pensioner Bessie Scott Barrera, 83, passed away from lung failure in the Elk Grove (Calif.) Convalescent Hospital on Oct. 6, 1986. Sister Barrera joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. She sailed as a nurse and stewardess for the Matson Line and the American Presidents Line from 1938 to 1969. She first sailed on the West Coast in 1932. Seafarer Barrera was born in New Zealand and was a resident of Kentfield, Calif. She was a naturalized U.S. citizen. Cremation took place in the Lodi (Calif.) Crematory. Surviving are her brother, Allan of Bluff, N .Z. and a niece, Margaret Haffner of Elk Grove. Pensioner James Joseph Connors, 76, passed away on Dec. 1, 1986. Brother Connors joined the SIU in 1943 in the port of New York. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Connors was born in Rhode Island and was a resident of Slidell, La. Surviving is his widow , Euline. Pensioner Joseph Rivera Cuelles, 71 , succumbed to cancer at home in Arabi , La. on Nov. 30, 1986. Brother Cuelle joined the SIU in the port of New York in 1951. He sailed as a cook. He was born in the Philippine Islands . Burial was in the St. Vincent de Paul Cemetery, New Orleans . Sur- viving are two daughters , Elizabeth and Myrne of Manila, P.l. and a sister, Victoria of Arabi. Pensioner Thomas Di Carlo, 80, passed away on Nov. 28, 1986. Brother Di Carlo joined the SIU in the port of Baltimore in 1951. He sailed as a bosun. Di Carlo was born in Italy and was a natu~alized U.S. citizen. He was a resident of Baltimore. Surviving is his widow, Veronica. Nov. 16, 1986. Brother Edwards joined the SIU in the port of Houston in 1963 sailing as a FOWT. He was born in Boaz, Ala. and was a resident of Houston. Interment was in the Forest Home Cemetery, Boaz. Surviving are his widow, Dorothy and"his father, V. G. Edwards of Boaz. Pensioner Dominador F. Esoalona died on Nov. 25, 1986. Brother Esoalonaretired in 1976. Pensioner Robert Lee Garriss, 75, passed away from heart-lung failure in the Glynn-Brunswick (Ga.) Hospital on Nov. 20, 1986. Brother Garriss joined the SIU in 1942 in the port of New Orleans. He sailed as an AB. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Garriss was born in Ben Hill Cty., Ga. and was a resident of Brunswick. Burial was in the Brunswick Park Cemetery. Surviving are his widow, Viola and his father, E. Garriss of Georgia. Pensioner John Joseph Giordano, 80, I passed away on Nov. 22 , 1986. Brother Giordano joined the SIU in 1939 in the port of New York sailing as a cook. He wa on the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Giordano was born in New York City and was a resident of Brooklyn, N.Y. Surviving are his widow, Stephania and a sister, Mary, both of Brooklyn. Pensioner Raymond Francois Gorju Sr., 66, died on Oct. ~i;.~ 7, 1986. Brother Gorjujoined the SIU in 1945 in the port of New York. He sailed as a FOWT. He hit ~:;....llt..::111 the bricks in the 1946 General Maritime beef. Seafarer Gorju was born in France and was a resident of Jackson , Ala. Surviving are his widow , Minnie and a son , Seafarer Raymond Gorju Jr. of Mobile. ........- Pensioner Joseph Di Santo, 60, died on Dec. 20, 1986. Brother Di Santo joined the SIU in 1947 in the port of New York sailing as a FOWT. He was born in Boston , _.. Mass. Surviving are his mother, Catherine and a brother, Dominic, both of Medford , Mass. Pensioner James Preston Edwards, 66, succumbed to arteriosclerosis in St. Joseph's Hospital, Houston on 26 I LOG J January 1987 - . . ... Pensioner Robert B. Green Sr., 76, died of natural causes in the Bronx (N.Y. ) Lebanon Hospital on Nov. 20, 1986. Brother Green joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He sailed as a cook and baker for APL from 1957 to 1974. He first sailed on the West Coast in 1942. Seafarer Green was born in Brenham, Texas and was a resident of the Bronx. Burial was in Woodlawn Cemetery, the Bronx. Surviving are his widow, Reiko; two sons, Robert Jr. and Curtis, and four daughters, Barbara, Carol, Margaret and Dorothy of Washington, La. Pensioner Walter H. Harris died on Dec. 16, 1986. Brother Harris retired in 1976. John Wilbert Hughes Jr., 36, died of heart-lung failure in the Baltimore (Md.) Cty. Hospital on Nov. 17, 1986. Brother Hughes joined the SIU in the port of Baltimore in 1967. He sailed as a wiper. Seafarer Hughes was born in Maryland and was a resident of Woodlawn, Md. Interment was in Woodlawn Cemetery, Baltimore. Surviving are his widow, Barbara; a son, John II; four daughters, Enrica, Tannula, Nicole and Desiree; and his mother, Etta of Baltimore. Roy Pensioner Edward James died on Dec. 22, 1986. Brother James retired in 1979. He was a resident of Galveston, Texas. Pensioner Samuel Johnson Jr., 71 , passed away on Nov. 28 , 1986. Brother Johnson joined the SIU in the port of Mobile in 1955 sailing in the steward department. He was born in Alabama and was a resident of Mobile. Surviving are his widow , Lucille and a son, Donald of Mobile. Pensioner Vernon Myers Johnston, 62, died of a heart attack in St. Rose , La. recently. Brother Johnston joined the SIU in the port of Baltimore in 1959 sailing as an AB. He was born in Middleway , W. Va. and was a resident of New Orleans. Cremation took place in the St. John's Crematory , New Orleans. Surviving are a brother, Forrest of Glen Burnie , Md.; a sister, Frances Ballard of Baltimore, and a niece, Lisa Miller, also of Baltimore. Pensioner Hai Lee, 80, passed away from natural causes in the Chinese Hospital , San Francisco on Nov. 4, 1986. Brother Lee joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He sailed as a chief cook for APL from 1958 to 1969. He first sailed on the West Coast in 1946. Seafarer Lee was born in China and was a resident of San Francisco. Interment was in the Greenlawn Park Cemetery, Colma, Calif. Surviving are two daughters, Ming and Sharon Nieh of Cotati, Calif. Pensioner James Henry Loe Jr., 65, succumbed to arteriosclerosis at home in Wilmington, Calif. on Oct. 18, 1986. Brother Loe joined the SIU in the port of New Orleans iµ 1958 sailing as a bosun. He was a veteran of the U.S. Armed Forces in World War II. Seafarer Loe was born in Kentucky. Cremation took place in the Angeles Abbey Cemetery Crematory, Compton, Calif., and his ashes were scattered in the Pacific Ocean. Surviving are a sister, Julia Cady of Winfield, Iowa and another relative, Thelma Wilson of Covina, Calif. Pensioner Charles W. Laird, 76, passed away on Nov. 17, 1986. Brother Laird joined the SIU in the port of San Francisco in 1964. He was born in the Phi i pines and was a resident of San Francisco. Surviving are his parents , Mr. and Mrs. R. Laird of Daly City, Calif. and a brother, William, also of Daly City. Pensioner Nick Marcogliese Jr., 63, succumbed to cancer in the U.S. Veterans Administration Medical Center, Danville, Ill. on Oct. 26, 1986. Brother Marcogliese joined the SIU in 1948 in the port of Galveston , Texas . sailing as a FOWT. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Marcogliese was born in Illinois and was a resident of Bulpitt, Ill. Burial was in the Oak Hill Cemetery, Taylorville, Ill. Surviving are his mother, Rose of Kincaid, Ill. and his brother, Francis of Bulpitt . Pensioner Benjamin C. Mignano, 58, succumbed to cancer on Oct. 10, 1986. Brother Mignano joined the SIU in 1944 in the port of Philadelphia. He sailed as a recertified bosun . He hit the bricks in the 1946 General Maritime beef. Seafarer Mignano was born in Brooklyn, N. Y . and was a resident of Harbor City, Calif. Surviving is his sister, Frances of Harbor City. �Pensioner Pablo Reyes Ojera, 79, passed away from natural causes at home in Malolos, P.I. on Nov. 5, 1986. Brother Ojerajoined the SIU in 1948 in the port of New York sailing in the steward department. He was on the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Ojera was born in the Philippines. Surviving are his widow, Lulubelle of Oakland, Calif.; a son, Anthony; a daughter, Aurora Morgan of Hawaii, and a granddaughter, Ana Marie Donado of Sta Isabel, Malolos. Pensioner Herbert Milzer Parsons, 78, passed away from a heart attack in the Touro Hospital, New Orleans on Dec. 6, 1986. Brother Parsons joined the SIU in the port of New Orleans in 1951. He was born in the British West Indies and was a naturalized U.S. citizen. Seafarer Parsons was a resident of New Orleans. Burial was in the Garden of Memories Cemetery, Metairie, La. Surviving are his widow, Frances and a brother, David of New Orleans. Pensioner Hubert Pousson died on Dec. , 18, 1986. Brother Pousson retired in 1975. He was a resident of Virginia. Surviving are his widow and a daughter, Betty Lough of Napa, Calif. Pensioner John Percy Schilling Jr., 75, passed away on Nov. 20, 1986. Brother Schilling joined the SIU in the port of Boston, Mass. in 1950 sailing - as a FOWT. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Schilling was born in Alabama and was a resident of Galveston, Texas. Surviving are his widow, Thelma; a sister, Roberta Moore of Mobile, and an aunt, Annie Schilling, also of Mobile. Michael "Mike" Sikorsky, 81, succumbed to a hemorrhage in the Summit Nursing Home, Catonsville, Md. on Nov. 18, 1986. Brother Sikorsky joined the SIU in A Man to Remember 1938-a charter member-in the port of Baltimore sailing as an AB. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Sikorsky was born in Rhode Island and was a resident of Catonsville. Burial was in the St. Stanislus Cemetery, Baltimore. Pensioner Thomas Edward Smolarek, 78, passed away reBrother cently. Smolarek joined the SIU in the port of Baltimore in 1958 sailing as an oiler. He was born in Buffalo, N.Y. Surviving is a daughter, Victoria Bradley of Newark, Del. Leo M. Snellgrove Jr., 47, died on Oct. 1, 1986. Brother Snellgrove joined the SIU in the port of Jacksonville, Fla. in 1980 sailing as an AB. He was born in ..,. Georgia and was a resident of Waycross, Ga. Surviving is his widow, Doris. Pensioner Norman Irving West, 78 , succumbed to cancer at home in South Paris, Maine on Nov. 25, 1986. Brother West joined the SIU in 1944 in the port of New York sailing as an oiler. He was on the picket lines in the 1946 General Maritime, the 1947 Isthmian and the 1948 Wall St. beefs. Seafarer West was born in Maine. Cremation took place in the Brooklawn Park Crematory, Portland, Maine. Surviving is his widow, Dorothy. Pensioner Charles Robert Pischner, 73, passed away from heart-lung failure in St. Vincent's Hospital, Green Bay, Wis. on Dec. 19, 1986. Brother Pischner joined the Union in the port of Buffalo, N. Y. in 1959 sailing as an AB. He was born in Michigan and was a resident of Green Bay. Cremation took place in Appleton, Wis. Surviving is his widow, Alice. Pensioner Stanley Francis Thompson, 62, succumbed to cancer at home ,. in Ormond Beach, Fla. on Dec. 6, 1986. Brother Thompson joined the Union in the port of Detroit, Mich. in 1953. He sailed for the Great Lakes Towing Co. from 1953 to 1986. He was born in Quincy, Mass. Cremation took place in the Cedar Hill Crematory, Daytona Beach, Fla. Surviving is a brother, William of Ormond Beach. Clarence Edward Willoughby, 42, died of a heart attack in St. Mary's Medical Center, Duluth, Minn. on Dec. 6, 1986. Brother Willoughby joined the Union in the port of Detroit, Mich. in 1968. He sailed as a deckhand for the Great Lakes Towing Co. He was born in Duluth and was a resident there. Burial was in the Oneota Cemetery, Duluth. Surviving are his widow, Susan; four daughters, Brenda, Elizabeth, Dona and Mescela, and his father, Carl of Duluth. MCS Pioneer Frank Gomar Dies In September 1983, Cary Grant, his wife Barbara and his daughter Jennifer sailed out of San Francisco for Honolulu aboard the SS Independence. He was aboard for 12 days. The last time he had sailed this vessel was during the filming of "An Affair to Remember" with Deborah Kerr in 1956. Hotel Manager Samuel Nazario remembers that Grant had a great time visiting the SS Independence again and that he was very gracious to all the crewmembers, officers and passengers alike. Cary Grant died last Nov. 29. "He will be missed and remembered by many of us," Nazario said. Grant is pictured above with his wife and Nazario. Frank Gomar, 81, former assistant secretary/treasurer for the Marine Cooks and Stewards Union, died last month and his ashes were scattered at sea Jan. 3. Gomar is pictured above at the far right with former MCS of- ficial Dan Rotan (center) and former Labor Secretary Willard Wirtz. His ashes were scattered from the S.S. Lurline (Matson) about 50 miles due east of Oahu. Gomar is survived by his widow, Isabel, and three daughters. January 1987 I LOG I 27 �GREAT LAKES Algonac Raymond F. Klein David M. LeBarron, deckhand Lawrence E. Rodal George R. Romanowski Herman Wolgast The following SIU members have retired on pension: DEEP SEA Alcohol: Drugs: Baltimore Frank C. Bona, AB Tom R. Danzey Houston Olga J. Edwards Charles I. Darter, AB Franklin E. Taylor Jacksonville Wade B. Pritchett, chief engineer William L. Robinson Theodore Weems, AB Mobile Mark J. FitzPatrick, oiler Thomas J. Hilburn, bosun Harvey H. Hood, AB William F. Jordan Darius L. Knapp, steward/baker Henry W. Miller, wiper Union H. Sanders Jr., chief electrician New Jersey Suska Vladik New Orleans Preston A. Blanc, AB Lamar Gribbon New York Anthony J. Gregoire Hollis C. Kiah, QMED Biliran 0. Sierra Eugenio Smith, CMC Harold B. Stever Norfolk Elmer Bingham, cook Leslie F. Haynie, captain Long-time New Orleans Rep Martin Kanoa (left) moves back home to Hawaii. He's pictured here with Honolulu Port Agent Steve Ruiz. Philadelphia Raymond H. McMullen, captain & mate San Francisco Leo M. De kens, chief steward Alfonso DiFabrizio James C. 0 'Donnell Robert M. Sanchez Chin Hsi Wong, wiper Francis J. White, bosun San Juan Alejandrino Velazquez Seattle Robert L. Anderson William M. O'Connor James W. Pulliam, bosun Rodolfo Rodriguez, ABG Ernest R. Wise Wilmington Robert G. Guerrero Eric J .A. Johnston John Wade Jr. Sherman Wright, chief steward Personal William E. Babbitt Please call Honey at (813) 3694925. The Killer Is Denial There are many unpleasant side effects to alcohol and drug abuse, but the most deadly is denial. Denial comes in many shapes and forms. You can deny that you have money or health problems, or that alcohol and drug abuse is robbing you of your dignity and self-respect. Yet the longer you do so, the more difficult it will be to repair the damage done to your life. Denial goes hand in hand with alcohol and drug abuse. In fact, it is the single most glaring sympton of the disease. The first step to recovery is simply to stop denying that you have a problem. And once you can admit that you've lost control over your life, then you can face other, more difficult things. 'Help Is Available' Dear Mr. Drozak, I have just finished reading the latest issue of the LOG and feel I must give you my "two cents worth" and some information. Please do not stop mentioning drug and alcohol abuse! If something that you say in your column, just once, causes someone to seek help, it will all be worth it. I have been shipping 10 years with the SIU on the Great Lakes. In that time I have seen many seamen in the process of destroying their lives. I know what I'm talking about, because I was one of them. Thank God I finally asked for help, and thank God that the SIU was there for me when I needed them! I attended the ARC a little over a year-and-a-half ago, and my life has not stopped improving since then! I am more productive, more trustworthy, more capable than I ever would have believed possible. Now I enjoy my work! And my life! So, do not stop mentioning drugs and alcohol, or the most important part-that there is help available! Which brings me to the information that I want to give you. There was an article in the LOG about substance abuse and an interview with Rick Reisman of the ARC. He talks about the shipboard seaman trying to maintain contact with AA. I have very good news! There is an "AA. meeting for loners, internationalists, and other AA.'s who cannot attend regular AA. meetings." They can be contacted by writing to the following address: General Service Office Loners-Internatio.nalists Meeting Box 459 Grand Central Station New York, N'.Y. 10163 Billy G. Edelmon (right) receives his first pension check from Honolulu Port Agent Steve Ruiz. They are a group of people who stay in touch by mail with others who are onboard ships all over the world and cannot make regular AA. meetings. It is a godsend to the recovering alcoholic sailor! If at all possible, please let your readers, staff, .everyone, know about it! Sincerely yours, Robert L.R. Gran NEY!!! IF YOURE .OESTRO>'l'AIG YOLIR8RF W/TJ.I BOOZE AND DRLJGS> Tl-IERES llELP. CON7:4CT YOt/RPORT AGENT OR 6111 LJRU6 ANLJ ALCOllOL P~O­ GRAM ATn'NEY POl/VT;MD. 28 I LOG I January 1987 . .,, �Diaes~ of Ships Nee~inas AMBASSADOR (Coordinated Caribbean Transport), November 2-Chairman Carlos Spina, Secretary Paul Lightell, Educational Director M. Sullivan. All three departments reported disputed OT pertaining to the Columbus Day holiday. This will be taken up with the boarding patrolman at payoff. There is $450 in the ship's fund. A motion was made and seconded to let all members who are returning to their jobs register in their home ports-whether they are permanent or relief. A vote of thanks was given to the steward department, particularly for the great cookouts. Next port and port of payoff: Miami, Fla. AMERICAN EAGLE (Pacific Gulf Marine), November 29-Chairman Joe Justus, Secretary Thomas McQuay. No disputed OT or beefs reported. There is $20 in the ship's fund. Due to cargo handling during the ship's stay in Bremerhaven, Germany, the Thanksgiving Day dinner and all the trimmings were postponed until Nov. 29, enroute to Bayonne, N.J. A vote of thanks was given to the steward department for the great spread, with particular recognition to Steward/Baker Thomas H. McQuay, Chief Cook James W. Gard and Steward Assistant Steven R. Hamilton. LNG ARIES (Energy Transportation), December 7-Chairman R.D. Schwarz, Secretary R.F. Frazier, Deck Delegate R.K. Williams, Engine Delegate J.G. Mccranie, Steward Delegate H. Daniels. No disputed OT or beefs reported. There is $494 in the ship's fund. The bosun distributed forms for upgrading at Piney Point. He stressed the need for every seaman to continue his education. He also explained the importance of supporting SPAD. The secretary noted that those persons being relieved this trip should leave their rooms clean and turn in their keys to the proper department head. Mail is quite slow getting to the ship, especially in Tobata, Japan. A vote of thanks was given to the steward department for a job well done. Next ports: Nagoya, Japan and Arun , Indonesia. GALVESTON (Sea-Land), November 4-Chairman C. Dawson, Secretary Ken Hayes, Educational Director W. Walton. No beefs or disputed OT reported, although one member of the steward department missed the ship in Anchorage, Alaska. Payoff will take place this trip in Tacoma, Wash. Members should be sure to include in the minutes any beefs they may have. The chairman said he hoped everyone had voted in the elections to help support a Democratic Congress, and he stressed the importance of donating to SPAD. He noted that from all reports, the Galveston will stay on its run through September 1987. The secretary said that most communications had been posted. He added that voting on Election Day is important and that it also can't hurt to write your congressional representatives and let them know how you feel about some of the bills in Congress affecting the maritime industry. The chief engineer will check on some noise reported aboard ship and will also fix the ice box and range thermostat. Crewmembers were asked to return all films and books to their places before the ship reaches port and to help keep the messrooms clean. GROTON (Apex), November 23Chairman Neil Matthey, Secretary Marvin Deloatch, Educational Director J. Pazos, Deck Delegate Ernesto Guarin, Engine Delegate Tecumseh Williams, Steward Delegate Roderick Bright. No disputed OT reported. The chairman reported that the ship will pay off in Port Reading, N.J. He urged all crewmembers to contribute to SPAD to help the Union fight for a stronger merchant marine. He noted that all previously needed repairs had been made by the chief engineer. The secretary reminded members to take advantage of the upgrading opportunities available to Piney Point-to better your job opportunities and your job security. The importance of practicing safety at all times was stressed by the educational director. All were in full agreement with the motion made to change the shipping rules to provide for area registration and shipping, as proposed by President Drozak in his headquarters report. All crewmembers onboard the Groton pitched in for a new video tape player. The steward gave the crew a vote of thanks for their cooperation in keeping the messroom clean. The crew, in turn, gave Steward Marvin Deloatch and Chief Cook Roderick Bright a vote of thanks for a job well done. Next port: Stapleton, N.Y. fractured hip and leg and will be in traction for three weeks. Wilson's wife is with him in Bermuda. It was also noted that some crewmembers have been going down the gangway before the ship has been cleared to make phone calls in Port Everglades, Fla. It was stressed that no one is to go down the gangway before the ship has been cleared. A vote of thanks was given to the steward department for the fine meals served. Next port: Port Everglades, Fla. SEA-LAND INDEPENDENCE (SeaLand), November 2--Chairman Joseph San Fillipo, Secretary James A. Wright, Educational Director A. Aguiar, Deck Delegate Virgil C. Dowd, Engine Delegate John P. Murray, steward Delegate Terry N. White. No beefs or disputed OT reported. There is $106 in the ship's fund and $435 in the movie fund. The chairman thanked VP "Red" Campbell for all the information on contracts he sent. All communications from Aboard the MV Aurora especially Joe San Fillipo, for keeping the ship clean-"like an SIU vessel is supposed to be." Thanks also went to all the brothers and sisters "who worked so hard on the elections. By early results, it looks like the hard work paid off." Next port: Tacoma, Wash. SENATOR (Coordinated Caribbean Transport), December ?-Chairman George Triplett, Secretary Frank Costango, Educational Director Eric Bain, Deck Delegate Carl Lowery, Engine Delegate J. Brack, Steward Delegate James Sivley. The ship will pay off in Lake Charles, La. this trip. There seem to be no beefs or problems. The ship's fund contains $4. 75 at this time. This amount will be given to the chairman until a new man is chosen since the present treasurer is going on vacation. A discussion was held about the movie problem. One member volunteered the use of his car to go to Lake Charles, and the ship's chairman was elected to accompany him to select movies for the next trip. A vote of thanks was given to George Triplett for decorating the Christmas tree and to the steward department for a job well done. Official ships minutes also were received from the following vessels: LNG AQUARIUS AURORA CAGUAS MARINER OVERSEAS MARILYN PATRIOT SEA-WO ADVENTURER SEA-WO DEVELOPER SEA-LAND EXPLORER SEA-WO PRODUCER SEA-LAND VOYAGER Enjoying the coo out on e Aurora (left) and QMED Juan Rodriguez (right). MOBILE (Apex Marine), November 9Chairman P. Sernyk, Secretary H. Markowitz, Educational Director J. Fonville, Deck Delegate F. Gongora, Engine Delegate H. Aleidaroos, Steward Delegate L. Winfield. No beefs or disputed OT reported. The bosun talked about the importance of donating to SPAD in order to protect our job security. He also informed the crew that the ship will pay off in New York on Nov. 16. The steward thanked everyone for helping keep the ship clean and running smoothly, and the educational director reminded members to send in their upgrading applications to Piney Point. A particular vote of thanks was given to the steward department for all their fine work. Next ports: New York and St. Croix. OMI CHAMPION (OMI Corp.), November 2--Chairman M. Beeching, Secretary H. Evans, Educational Director L. Philpot, Deck Delegate D. Brooks, Engine Delegate J.A. Calix, Steward Delegate C. Lascola. The ship returned from Karachi and laid up in a Gibraltar shipyard from Oct. 8 to Oct. 29. Crewmembers were flown home and then flown back to rejoin the ship. A vote of thanks was given to the steward department for a job well done. Next port and port of payoff: New Orleans, La. SEA-LAND ECONOMY (Sea-Land), November 9--Chairman William E. Reeves, Secretary H. Scypes, Educational Director Glenn H. Watson, Steward Delegate Eddie Fisher. No disputed OT reported. There is $66 in the movie fund and $105 in the crew VCR repair fund. A wire was received from the company about the condition of AB Orie A. Wilson who fell while working on deck between trailers. Wilson fell about 20 or 25 feet and was taken off ship in Bermuda. The doctor reports he has a pex ari e headquarters were read and posted. Crewmembers who are getting off were reminded to leave their rooms neat and clean for the next person. There are plenty of training and safety films onboard, and the educational director urged members to take the time to view them. A vote of thanks was given to the steward department for a job well done and to the entire crew, AMERICAN MADE WITH THE UNION LABEL "RIGHT ON"! • -Gl- •· Union Libel 1nd SeNice Tr1des Department, AFL~IO Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, February 2 .................. 10:30 a.m. New York ............... Tuesday, February 3 .................. 10:30 a.m. Philadelphia .............. Wednesday, February 4 ............... 10:30 a.m. Baltimore ................ Thursday, February 5 ................. 10:30 a.m. Norfolk ................. Thursday, February 5 ................. 10:30 a.m. Jacksonville .............. Thursday, February 5 ................. 10:30 a.m. Algonac ................. Friday, February 6 ................... 10:30 a.m. Houston ...... . .......... Monday, February 9 .................. 10:30 a.m. New Orleans ............. Tuesday, February 10 ................. 10:30 a.m. Mobile .................. Wednesday, February 11 .............. 10:30 a.m. San Francisco ............ Thursday, February 12 ................ 10:30 a.m. Wilmington .............. Tuesday, February 17 ................. 10:30 a.m. Seattle .................. Friday, February 20 .................. 10:30 a.m. San Juan ............ . ... Thursday, February 5 ................. 10:30 a.m. St. Louis ................ Friday, February 13 .................. 10:30 a.m. Honolulu ................ Thursday, February 12 ................ 10:30 a.m. Duluth .................. Wednesday, February 11 .............. 10:30 a.m. Gloucester ......... . ... . .Tuesday , February 17 ................. 10:30 a.m. Jer ey City .... . . . ...... . . Wedne day, February 18 .............. 10:30 a.m. January 1987 I LOG I 29 �CL L NP Directory of Ports Dispatchers Report for Great Lakes DEC. 1-31, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac . .......... . . . ..... .. 0 15 Port Algonac ......... .... . .. .. . .. 0 9 2 Port Algonac ... ... ... .... .... ... . 0 3 Port Algonac ... . ... .. .... ... ..... Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 0 38 5 13 0 TOTAL SHIPPED All Groups Class CL Class L Class NP 0 4 2 ENGINE DEPARTMENT 16 0 0 3 0 0 STEWARD DEPARTMENT 15 0 1 0 4 ENTRY DEPARTMENT 0 0 0 0 HEADQUARTERS 0 Totals All Departments ....... . 40 7 D D 69 7 D *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 9 0 17 2 Dispatchers Report for Deep Sea DEC. 1-31, 1986 I ~ ~ ~ -Company/Lakes -Lakes -Non Priority JC Al *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs **REGISTERED ON BEACH All Groups Class A Class B Class C Port Gloucester . .............. New York .. . . .. ......... Philadelphia . ..... ........ Baltimore .......... ..... Norfolk . .... ...... . .... . Mobile .... . . . .... . .... . New Orleans . .... . ... ... . Jacksonville . ....... .. . . . . San Francisco ...... ..... .. Wilmington .. .... . .. .. ... Seattle .... .. ... . ... . .. . Puerto Rico ... ..... ...... Honolulu . .. . .... . . ... . . . Houston ... ........ .. .. . St. Louis ....... . . . . ... . . Piney Point . . ........... . Totals .. . ..... ......... 3 57 5 16 12 11 39 29 32 30 40 22 8 54 0 2 360 1 11 3 6 12 2 6 4 10 9 7 4 13 9 0 7 104 0 0 1 0 0 1 8 2 10 1 0 0 3 2 0 0 28 2 38 2 7 12 6 29 25 24 20 29 14 6 37 0 3 254 DECK DEPARTMENT 4 0 12 0 3 0 3 0 8 1 1 1 5 6 6 2 8 4 5 1 5 0 8 0 13 2 11 0 0 0 3 0 95 17 0 11 0 2 1 0 5 4 4 6 13 3 13 9 0 1 72 0 0 581 Port Gloucester ... .. . . .. .. .... New York . .. .. . . .. .. . . . . Philadelphia ...... . .... . .. Baltimore .. . ............ Norfolk .. ... . . ....... .. . Mobile . .... . ... ... ... . . New Orleans .... . ... . .. . . Jacksonville .. . . .. .. . ..... San Francisco ........ . . .. . Wilmington . ..... . .. .... . Seattle .. .... .. . .. ... . .. Puerto Rico . . ............ Honolulu .. . ...... .. . ... . Houston ... .. . .. . . ...... St. Louis ....... ... ... . .. Piney Point . ...... . .... . . Totals ........... . .... . 0 39 1 8 10 5 44 25 18 10 30 15 5 24 0 3 237 6 4 2 0 5 2 12 0 0 1 0 0 0 3 1 5 1 1 0 9 0 0 0 21 0 24 2 4 9 3 18 15 9 11 30 6 2 22 0 3 158 ENGINE DEPARTMENT 4 0 3 1 2 0 0 0 6 0 1 0 5 1 3 0 2 0 5 1 9 0 4 0 7 6 3 0 0 0 5 0 59 9 1 10 0 0 1 0 6 2 2 8 3 4 5 5 0 0 47 0 67 2 9 9 10 60 39 39 18 35 15 5 45 0 2 355 0 10 0 0 0 2 9 3 14 10 12 1 60 7 1 34 3 4 3 6 4 4 9 2 8 6 0 4 74 Port Gloucester . . ..... .. .... . . New York . ..... .. . . .. .. . Philadelphia . . . .... . ...... Baltimore . . ....... .. ... . Norfolk . . .. . ... ........ . Mobile . .... . . .. ........ New Orleans .... .... . . . . . Jacksonville ...... .... . .. . San Francisco .. . . ... .. .. .. Wilmington . ... ..... . .. .. Seattle ... .. . ..... .. .. . . Puerto Rico .... .. . . . . . . . . Honolulu ... ... . . .. ... . . . Houston ... . .... .. .. .... St. Louis .... ....... . .. . . Piney Point ......... .... . Totals .... . . ... ....... . 2 208 43 3 0 4 89 Port Gloucester ............ . .. New York .... . ... ..... . . Philadelphia . . . . ..... . .... Baltimore . . .... ..... . . .. Norfolk .. . .. .... .. . . ... . Mobile .. . . ...... .. ..... New Orleans ... .. . . . .. . . . Jacksonville . . ..... . ..... . San Francisco .. ... . . . . . . .. Wilmington ....... ... ... . Seattle ..... .. . . ........ Puerto Rico .. ... . . ... . .. . Honolulu . . .. . ... ... . .... Houston .... . ...... . . . .. St. Louis .... . ........... Piney Point .............. Totals ... . ... .. .. . ..... 0 37 4 5 1 2 22 7 40 13 30 14 11 15 0 0 201 1 34 1 7 4 7 13 7 16 6 18 8 105 10 0 18 255 Totals All Departments .... . . 1,006 522 0 26 2 3 2 5 32 19 43 11 34 7 9 13 0 1 1 2 1 2 3 1 6 0 0 0 0 0 0 0 0 7 7 8 6 0 0 30 0 0 1 0 0 37 1 6 1 0 STEWARD DEPARTMENT 2 0 2 0 2 0 1 0 2 0 0 0 2 0 3 0 3 5 2 0 4 0 3 0 39 36 2 0 0 0 0 1 2 0 134 69 41 0 14 0 1 7 4 15 11 24 7 25 7 6 12 0 17 1 0 6 1 3 15 2 16 3 2 0 183 4 0 0 9 7 16 8 20 0 9 11 0 0 0 237 104 323 650 ENTRY DEPARTMENT 1 1 31 0 2 0 2 1 8 0 4 2 11 10 6 3 4 9 12 1 29 0 0 0 109 215 7 2 0 0 12 1 243 240 466 307 0 1 129 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 248 5 110 5 17 16 14 79 54 74 40 54 29 12 72 2 21 5 8 8 4 10 8 13 8 10 2 18 4 0 6 127 1 0 1 1 3 0 7 2 7 2 0 0 8 4 0 0 36 3 7 3 3 6 3 14 6 9 3 9 2 11 4 0 0 0 1 0 0 0 3 1 6 84 1 1 0 8 0 0 0 21 1 4 0 0 1 3 2 7 10 0 1 0 0 0 0 1 0 3 17 6 0 37 10 7 23 0 3 293 7 0 32 2 1 0 27 0 0 0 33 6 43 18 84 0 54 4 10 5 4 33 10 84 26 38 18 7 21 0 1 4 79 1 48 5 11 2 6 0 0 8 1 0 3 1 22 1 13 3 2 0 227 314 18 13 21 10 19 11 121 13 0 8 307 0 0 283 1,543 597 373 0 3 *"Total Registered " means the number of men who actually registered for shipping at the port last month . ** " Registered on the Beach " means the total number of men registered at the port at the end of last month. Shipping in the month of December was up from the month of November. A total of 1,671 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,671 jobs shipped, 650 jobs or about 39 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 248 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,350 jobs have been shipped. 30 I LOG I January 1987 ~ 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. O1930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 7 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �'Pull Together in '87 ... ' I pray that 1987 will be the year that all World War II merchant seamen are recognized as veterans. If all the maritime unions can pull together for once and with our maritime friends in both houses of Congress and the Democrats in control, I don't see how this recognition can be avoided. Time is running out! Fraternally .yours, Otis L. Bouchie Jr. Oneonta,Ala.35121 'Scholarship Provides Belief . 'Helping Defend Democracy ... ' For the last several years I have been trying, and generally succeeding, to donate at least $200 each year to SPAD. The results of the '86 elections were a gratifying return on my investment. I was expecting the worst given the election results of '80, '82, and '84. But I can honestly say now that working people, led by organized labor, have begun to turn the political tide. It's a shameful fact of life that economic progress for working people is so thoroughly linked to the political climate of the country. Reagan showed us how he intended to deal with working people when he fired the Air Traffic Controllers several years ago. The '86 elections were our repayment in kind. I hope and trust we can repay Reagan ten-fold, or even a hundred-fold, in the elections of 1988. I work at American Commercial Barge Lines/Inland Tugs. As we return to political sanity, I hope that company will see fit to negotiate and sign a contract with the Seafarers International Union. And I hope we can elect someone to the White House in '88 who will reinstate the Air Traffic Controllers and sign a contract with PATCO on Inauguration Day 1989. Toward these goals I have decided to increase my SPAD donations. I shall make every effort to contribute $50 a month, every month thru the '88 elections. In doing so I remind myself that organized labor is a cornerstone of democracy, and defense of democracy requires that we right the wrongs of Reagan. A $50 check is enclosed. For Peace, Progress, &Unity, Bick Gantly St. Louis, Mo. 'Quick Action Saves Life . . . ' On Thursday, Nov. 20, 1986, QMED Hubbert Lee was injured while changing a blank in the cargo tank aboard the M.V. Ranger. Lee was able to get out of the tank with the assistance of QMED Richard Butch. Lee fainted on deck, and after quick action by the crew and officers, Lee was brought back to and put in the ship's hospital. We were two days out of Singapore, and after numerous phone calls with port officials was Capt. W.R. Horne able to get Lee off the ship and to medical attention. A boat came out to meet us and take Lee. Assisting in the operation were Chief Mate Michael Miller, ABs Chuck Loveland, Michael Moore and myself. It is the opinion of the crew that Capt. Horne did everything humanly possible to insure Lee's safe return home. I would also like to thank Mrs. Horne, the crew and officers for all their help in making Lee comfortable. Yours truly, George B. Khan Bosun, M.V. Banger • • t Yet another deadline for submitting an application to the Charlie Logan Scholarship Program will arrive this April. I would like to take this opportunity to encourage all interested members to take advantage of this program. Speaking from personal experience, I can say that a Charlie Logan scholarship provides welcome financial aid to those members who wish to pursue a formal education. This March I will graduate from the Ur1iversity of Washington. During my course of study, the program's monetary contribution greatly relieved my financial needs. I would like sincerely to thank the SID membership and leadership for their support. Best wishes, Russell Wiliams W-1131 Seattle, Wash. New Jobs I t's common knowledge that the nations' s employment pattern is changing. Ask any coal miner, steel worker, seafarer or auto worker. Traditional American industries provide living wages and honorable jobs for millions of Americans. Those jobs are disappearing. With unemployment hovering around the 7 percent mark, the administration is fond of pointing out that millions of new jobs have been created in the past six years to replace the ones that have been lost. But unlike a rose, a job is not a job is not a job. More than 60 percent of these new jobs pay less than $7 ,000 a year$134.62 a week-$3.37 an hour. A new study by the Joint Economic Committee shows a frightening trend. One million middle and high income jobs disappeared during the past seven years. Those jobs were replaced by 900,000 low paying ones-less than $7 ,000 a year. The study shows that the vast majority of new jobs are either part-time or near minimum wage. While those types of jobs may be fine for high school students working for date money, how the hell do you pay the mortgage on $134.62 a week? There are many reasons for the changing shape of the workforce, but the biggest has to be the economic policy of the administration. Since 1980, American manufacturing jobs have been exported, the country's trade deficit has soared and so little has been done about it. One of the first things needed is a trade policy which could put American products on an equal footing with foreign competition and bring back American workers to shop floors and assembly lines. Maybe the administration and its spokesmen believe the myths about the new jobs. Perhaps they should leave their offices in Washington and tell the people in Detroit, in West Virginia, in Louisiana, in Pittsburgh or wherever how much better off they are with all these new jobs. Maybe they'd get the kind of reaction they deserve-a good swift kick. OOPS-WE GOOFED 'Expression of Sorrow . . . ' I want to express to you our deep regret over the loss of life following the catastrophic explosion on the OMI Yukon. We do not have a good explanation for the cause of the accident at this time, but we want you to know that the company now and in the future considers as its first priority the safety of its crews. Again, we express to you our profound sorrow. Sincerely, Jack Goldstein President, OMI Corp. Last month's LOG misidentified the artist who created this piece of scrimshaw. Seafarer Gene Barry designed and created this fine example of the traditional seafaring art form. It is part of a major exhibit of American Labor History now on display at the Smithsonian Institution's Museum of American History in Washington, D.C. January 1987 I LOG I 31 �SUPPORT SPAO,, I / SUPPORT6' You 0 0 11001( ON TO AND JOB ~ECURITY � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1987 Description An account of the resource HEADLINES LITTLE NEW FOR MARITIME IN REAGAN’S FY ’88 BUDGET UNMANNED SHIPS WILL SAIL LABOR AND NATION CELEBRATE MARTIN LUTHER KING JR. DAY CREW SNUFFS OUT BLAZE ON THE LT. JOHN P. BOBO THREE SINKINGS CLAIM 30 DROZAK RAPS AID AGE RULE ON THE WATERFRONT WITH FRANK DROZAK ED TURNER, LUNDEBERG ALLY, SIU VP, RETIRES FOUR DIE IN MASSIVE PINEY POINT BARGE BLAST CROWLEY CREWS HELP COMPLETE PIPELINE SHLSS PREPARES UPGRADERS FOR U.S. COAST GUARD DECK LICENSE EXAM SIU PROMOTES ASBESTOS AWARENESS 1986: THE MEN AND WOMEN OF THE SIU CONTINUE TO WORK WITH MANY NEW MILITARY JOBS WHILE UNION LOOKS FOR WAYS TO RIDE OUT STORMY COURSE OF THE MARITIME INDUSTRY THE SIU IN 1986 SEAFARERS TAKE THE LEAD IN PROTECTING JOB SECURITY IN TROUBLED INDUSTRY THE SIU IN WASHINGTON NEW CONGRESS MARAD AUTHORIZATION BILL MELTING ICE IRANSCAM PRESIDENTIAL POLITICS BUDGET WELCOME ABOARD MARITIME DISUNITY BILATERAL TRADE AGREEMENTS MCS PIONEER FRANK GOMAR DIES Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 1 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/837bef5e42b68bf1f0e9e0f77338dba9.pdf 01efe5aee89ac14c73191c3f0dfa9178 PDF Text Text Official Publication ol the Seafarers International Union • A Special Report The Decline of U.S. Sea lift Pages 15-18 CDS Rule Overturned More than two years ago the SIU predicted that some 800 seamen and more than a dozen militarily useful tankers would be out of work if a new construction subsidy payback scheme was implemented by the Department of Transportation (DOT). That is exactly what happened, but a federal appeals court judge has told DOT that the payback program is unlawful , and the department has until June 15 to revise the program or revert to the older regulations. The controversy centered around ships in the Alaska oil trade. The Jones Act requires that ships in the U.S. domestic trade be built in the U.S. , but without subsidy. Ships used in the foreign trades were eligible for construction subsidy but were not permitted in the Jones Act trade . When the DOT issued its payback rules allowing the subsidized ships into the Jones Act trade, the SIU and many other groups called the plans shortsighted and unfair. Many of the tankers in the trade are smaller than the massive vessels used in international tanker operations. But these smaller ships are ones the military considers useful for its purposes if needed. At least 13 of these smaller ships were forced into layup as a direct result of the payback scheme, and some 800 seamen Jost their jobs. In the case, the judge ruled that DOT had violated certain aspects of the 1936 Merchant Marine Act in implementing the program. "It's a shame it takes the Joss of 800 jobs and the layup of 13 ships to prove the payback plan was faulty from the start," said SIU President Frank Drozak. Atlanti~ Gull, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. 2 February 198'7 New Congress Gears Up for Action Trade Tops SIU Hill Agenda, Bill Could Boost U.S. Merchant Marine In a word, the main thrust of the SIU's legislative effort in the lOOth Congress is TRADE. "So many things are tied to trade, and the maritime industry is no exception,'' said SIU President Drozak. As a result of failed administration trade policies, last year's trade deficit was $170 billion. That means we imported $170 billion more in foreignmade goods than we exported in American-made products. Billions of that trade was carried on ships. Unfortunately, little was carried on U.S.ftag ships. One of the cornerstones of trade legislation is "fair trade." Most of the countries where the U.S. trade deficit is the largest protect and promote their industries, making competition impossible. The thrust of several of the trade proposals aired by senators and congressional representatives is to put U.S. goods and products on an equal footing with other countries. Many countries subsidize their important industries, put trade restrictions on foreign competitors, close their markets to foreign products and require use of their countries' ships in importing and exporting products. At the same time , these countries take advantage of the virtually restrictionfree American market. "U.S. maritime has suffered from a variety of unfair trade restrictions in the international marketplace. It is an impenetrable wall of foreign promotional policies and restrictive measures which virtually shut out U .S.-ftag vessels in foreign trade. We have to eliminate these unfair foreign practices," Drozak said. Last year the House passed a trade bill, but it was bottled up in the then Republican-controlled Senate. With a new Democratic majority and the realization by members of both parties that the U.S. cannot continually pile up huge trade deficits, Capitol Hill watchers are sure some sort of legislation will be passed. "I believe that if we can get some legislation that helps put us back on an equal footing with other countries, we can compete with anyone," Drozak said. While trade will be the major issue of the upcoming session, the SIU plans to support and fight for several pieces of legislation that will benefit the U.S. merchant marine. Auto Carriage SIU Legislative Director Frank Pecquex said the Union will attempt to secure an auto carriage bill which would open the lucrative car carrier business between Japan, other car ex- porting nations, and the U.S. to American ships. Almost all of the more than two million imported Japanese cars currently are brought in on Japanese or third-flag ships. U.S. ships are shut out of the trade mostly due to restrictive Japanese export and maritime policies as opposed to simple cost factors. Almost $4 billion in foreign cars was imported last year. Subsidy Reform There will be some attempt to restructure the current Operating Differential Subsidy program, Pecquex said. All ODS contracts will run out in 1999, though many contracts will end much sooner. Under the present administration, no new ODS contracts have been awarded since 1980. Last year the maritime industry could not agree on an approach to subsidy reform. (Continued on Page 3.) Welcome to the Real World The USNS Assertive in Monterey. (Seep. 19.) Inside: Gulf War Dangers Page 3 Snapshots Around the SIU News from SHLSS Upgraders' Album Pages 9-12 Page 13 Page 4 Tug & Tow News Washington Report Pages 5 & 6 Page 7 Government Services News Page 19 Tax Tips Pages 21-27 �i President's Report by Frank Drozak I T'S hard to believe, but Winston Churchill was once the most unpopular man in England. People just didn't want to listen to all that gloomy talk about war. They preferred to cast their lot with Neville Chamberlain, who told them that peace was at hand. While the man with the umbrella was wrong about peace, he did understand human nature. People just don't want to listen to bad news, especially if it concerns them. In 1984, Americans were turned off by Walter Mondale ' s campaign for the presidency. They preferred Ronald Reagan's cheery brand of optimism. When Mondale noted that Americans wanted more government than they were willing to pay for, and that maybe taxes should be raised , he was treated like some kind of political leper. Yet , like Churchill in 1938, he was only telling the truth. The truth often hurts. For the past several years , I have been talking about the decline of the maritime industry and what it means for this country and this membership. The bottom line stil1 hasn't changed; America's sealift capability has been allowed to deteriorate to dangerously low levels. Yet rather than face the issue head on, this administration continues to rely on foreign-flag vessels to protect its national interests. It also has embarked on a costly buildup of the government-controlled "ready-reserve'' fleet which fails to address at least one central question: how are we going to secure adequate levels of skilled mariners when trained and experienced young people are being forced out of the industry? But the Reagan administration is not the only one to ignore the handwriting on the wall. Many of our own members can't see it either. Many of our members are reluctant to take jobs onboard military vessels. Yet these vessels represent the survival of our organization . Every year the American-flag merchant marine grows smaller and smaller. But the number of jobs on board these military vessels continues to increase-and they are good jobs. If we allow them to ail short, then we just might as well call it quits. A little history lesson is in order. Almost all of the non-military work that is available to our deep-sea mem- bers comes from two sources: tankers carrying Alaskan oil and cargo generated by the government. Yet every year for the past decade , moves have been made to repeal the ban on the export of Alaskan oil and to dismantle this nation's existing system of cargo preference laws. It's important to note that similar long-term campaigns were waged against the Construction Differential Subsidy program and the U.S. Public Health Service hospitals before they were eventually dismantled in 1981. I don't want to sound overly pessimistic. There is hope for this industry, but it's not coming from the administration, and it is not something we should take for granted . Any hope this industry has will come from our own actions and from the actions of our friends in Congress who refuse to let the growing trade crisis fester any longer. Thanks to the support of this membership , our Union maintains a strong presence on Capitol Hill. Earlier this month, I met with House Speaker Jim Wright (D-Texas) and House Merchant Marine Chairman Walter Jones (D-N.C.) to make sure they know where we stand. I believe that any trade bill that comes out of Congress must take into account the needs of the maritime industry. One more thing: for the past several years , I have been urging the various maritime unions to unite . There have been plenty of speeches about this , and even some meetings . Yet invariably when the moment of truth came, nothing happened. I still believe that maritime unions have to merge if they are to survive. That does not mean that I am willing to sit by waiting for this to happen and do nothing to protect the job security of our members. Right now, licensed unions such as the MM&P and MEBA District 1 have created organizations so that they can sail the military vessels top-to-bottom. Their intentions could not be any clearer. They want to protect their job security by jeopardizing yours. No doubt about it: trade and maritime unity will be the most important issues of 1987. At the request of AFLCIO President Lane Kirkland, I will again meet with Shannon Wall of the NMU to reopen merger talks with the SIU. And we are continuing to work with District 2 with regard to the Seafarers Maritime Union. SMU represents job security for this membership. It also represents an instance where licensed and unlicensed unions have been able to work together to protect the job security of their respective memberships. I am reminded of an eloquent speech that Ray McKay delivered at the 1981 Triennial SIU Convention. His words help explain some of the issues facing us today: ' ' I came up through the SIU. I once served as SIU vice president. My SIU membership is still pinned up at the Harry Lundeberg School of Seamanship ... " I am indebted to the giants of the SIU (Paul Hall, Paul Drozak, AI Kerr and Charlie Logan) for their support and direction in my Union's earliest years. "One of the dreams [of those early SIU leaders] was for a better life for the merchant seaman; the SIU is part of that dream. Another dream was for a better life for United States merchant officers; when they spoke of improving the lot of maritime labor, they drew no distinction between officers and crew. They wanted to help anyone employed on merchant ships, no matter where their individual situation might lie. "If maritime labor can't hold itself together, it won't make a convincing case for a strong merchant marine. We can't waste ime and energy fighting among ourselves. That is a very true statement. "Few things disappointed these men more than division in the ranks of maritime labor . . . If they were here today, they would remind us that Navy auxiliary ships with private sector civilians are acceptable to everyone but the Navy which perceived maritime labor as the battlefront of jealous, squabbling individuals. Unity is still most important with the cutbacks, with the new administration . . . "You know where I stand, Frank. I think that we can all eat at the same table . . . District 2 offers the SIU complete support. ' ' Heyman Named New Counsel Charles B. Heyman has been named counsel for the Seafarers International Union. He replaces Howard Shulman, who retired earlier this year. "In this day and age, it is imperative that a union secure the best legal advice available,'' said SIU President Frank Drozak. "Howard Shulman served this Union with honor and distinction. Charles Heyman has the integrity and the legal skills to do the same." Heyman has had a long association with the SIU. The law firm he head Kaplan, Heyman , Greenberg, Engelman and Belgrad-has represented the SIU in many cases since the Union 's formation. Heyman , who was born Dec. 17 , 1925 , has been active in labor and community affairs . He received his law degree from the University of Maryland Law School , and was admitted to the Bar in 1950. He is married to the former Eunice Belaga and has three children. He is a former member of the Governor's Task Force on Public E mployer Labor Relations, and the former Chairman of the Maryland State Bar Association, Labor Section. Charles B. Heyman Offtc1al Publication of the Seafarers International Union of North Amenca , Atlantic. Gulf, Lakes and Inland Waters D1stnct. AFL-CI O February 1987 Vol. 49 , No 2 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I February 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union , Atlantic, Gulf, Lakes and Inland Waters D1stnct, AFL-CIO , 5201 Auth Way , Camp Springs , Md. 20746, Tel. 8990675. Second·class postage paid at M.S.C. Prince Georges , Md . 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG , 5201 Auth Way , Camp Springs , Md . 20746 . �Iran-Iraq War Zone, a Threat to -World Shipping More than 200 merchant seamen have been killed by Iranian or Iraqi raids on ships in the Persian Gulf area near the trade lanes of those two warring countries. While a handful of U.S.-flag ships have been boarded, American vessels have escaped attack. Some members of the shipping community have called for arming merchant ships to be able to fight back against any attackers. Others have suggested naval escorts or defensive systems as opposed to arming ships in peace time. ''A ... realistic solution would be to provide naval escorts for ships in area of high intensity. I wouldn't like to get involved in arming merchant ships in time of peace," said Adm. (ret.) Harold Shear, former Marad administrator. Since the war between Iran and Iraq escalated in 1984, 196 attacks on merchant ships have been recorded. Iraq attacks tankers carrying oil from Ira- Finance Committee At Work nian refineries, and Iran attacks ships to disrupt trade to Iraq. Missiles used by Iran and Iraq against merchant vessels have radar systems that home in on the target, and several shipping companies have installed "passive defense systems" to help thwart attacks. One Greek shipping executive, who declined to be named, said that on gulf voyages his company's 35 tanker and freighters are equipped with anti-tor- Hill Agenda (Continued from Page 1.) Alaskan Oil Export of all Alaskan North Slope oil currently is prohibited. That means it is carried by U.S.-flag tanker to U.S. refineries. But last year there was an effort to allow the export of oil from the Cook Inlet region. A bill to prohibit that export failed Ia t year, but the SIU and other maritime group will attempt to block export of the Cook Inlet oil. Arctic Wildlife The SIU's books were given their quarterly audit by the elected rank-and-file finance committee which consisted of Calvain James, Charles Clausen, Michael Kraljevic, Dan Johnson, Alex Reyer, William Seidenstricker and Richard Tankersley. Assisting the committee were Joe DiGiorgio, SIU secretary, and Cheri Herrlein, assistant to the secretary. • • Line o Sell 20 Ships United States Lines plans to sell at lea t 20 of its 50-ship fleet in an effort to get back on its financial feet following its declaration of bankruptcy late last year. USL, America' olde t and large t steamship company, will sell all 12 of its giant containerships (4,420 TEU) and eight smaller containerships. The smaller ship will be sold to the U.S. government; the giant vessels will go to as yet unnamed buyers, according to the company. Currently, USL is operating only 12 of its 50 ships, and those are on South American and trans-Pacific routes. USL also will be looking to sell other ships in its fleet. When it filed for Chapter 11 bankruptcy protection, USL listed some $1. 7 billion in debts. Chapter 11 provides a company with a minimum of 120 days protection from creditors while it tries to restructure and find a way to pay off its liabilities. The 12 huge containerships were built in Korea at a cost of $47 .5 million each, but USL probably will recover only a percentage of tho e cost when the ships are sold. pedo wire nets extending about 30 feet around the hip. Many companies also have installed sophisticated satellite communication and navigation systems to avoid attacks, and trained crews to handle air raids. But Klaas Reinigert, managing director of a Dutch marine salvage company, said: "The fact is that merchant hips and salvage tugs in the gulf are defenseless against modern guided weapons." Oil experts believe there is a very large and rich petroleum deposit in the Alaskan Arctic National Wildlife Refuge (ANWR). As the Prudhoe Bay oil field is used up, this area could be the next major find. The area is very close to the TransAlaskan Pipeline, and withjust a small, new connection the current pipeline would be used to transport the oil. The SIU will be looking to back legislation which would require that any of the ANWR oil be limited for domestic consumption and that any exploration in the ANWR be conducted with U .S.-made equipment and Amer- ican worker . If the oil is reserved for dome tic u e, U .S.-flag ships would be required to carry the crude oil to refinerie m the U.S. Build and Charter The SIU will continue to support the concept of a build and charter program to construct ships in U.S. shipyards through a federal revolving fund. The government would then sell or charter these vessels to the private merchant marine. These ships would be built to include militarily useful designs and would be available to the government in times of emergency. Several other areas important to the SIU will come up in Congress this session. They include: ,,- Fishing vessel safety legislation; ,,- Cargo preference enforcement; ,,- Carriage of U.S. mail on Americanflag ships~ I-"' The insurance crisis in the fishing industry; I-"' The closing of several Jones Act loopholes, and I-"' Veterans benefits for World War II seamen. Why Is This Man Smiling? Dr. San Filippo Named SIU Medical Director Dr. Joseph A. San Filippo, staff physician with the SIU New York Clinic for 25 years, recently was appointed SIU medical director for all ports. He replaces Dr. Joseph B. Logue, medical director from 1956 to 1986, who died last October at the age of 91. Dr. San Filippo is a native New Yorker. He was graduated from Brooklyn College of Pharmacy in 1937 and from Long Island University in 1940. Following several years as a practicing pharmacist, he attended medical school, graduating from the University of Bologna (Italy) in 1958 with an M.D. degree. Dr. San Filippo is pre ently on the staff at Lutheran Medical Center in Brooklyn, N. Y. in the Department of Medicine. Previously he had been in charge of the diabetes clinic at Lutheran as well a chairman of their Pharmacy and Therapeutics Committee. Dr. San Filippo is a member of a number of medical as ociations, among them: the AMA, New York State Medical Society, King County Medical Society, Physicians and Surgeons of America and the New York Academy of Science. He is also a Fellow of the American Society of Geriatrics and a Fellow of the Clinic Society of the New York Diabetes Association. 'ikj;f)..C~' ~- :! ':..: Ray Bourdius, assistant editor of the Seafarers LOG for 13 years, retired last month. Bourdius, 65, had the longest tenure of any of the current LOG staff. During bis long career in publishing he worked as a copy editor for several New York area newspapers, including the old New York Mirror. He also served a stint on the copy desk of the International Herald-Tribune in Paris, France. That was where he met his wife Catherine. February 1987 I LOG I 3 �SIU Snapshots Steward/Baker N!ck Andrews (below) was lucky this past Christmas Day because his wife Dixie had a chance to be onboard the SS Caguas (Puerto Rico Marine) for the holiday. As the picture shows, Andrews had no shortage of the Christmas spirit as he turned his quarters into a holiday scene. On their way to a little shore time, Overseas Alice crewmembers David Curry, Bosun Copeland and Joe Matekarich catch up on the news. Correction Some work is never done. AB Rudy Asopardo takes a break from chipping the piping and flanges on the Overseas Alice. On the LNG Gemini, Thanksgiving was celebrated as it is on dry land, with a huge and delicious meal. Above, Chief Steward Mike Haukland and an assistant get the feast ready. Due to a production error last month, a picture of longtime New Orleans Rep. Martin Kanoa (left) and Honolulu Port Agent Steve Ruiz was incorrectly cropped. The picture is printed above the way it is supposed to be. At a recent Democratic fundraiser, members of California's congressional delegation got together with SIU Field Rep John Ravnik (left). The three representatives are (I. to r.) Doug Bosco, Barbara Boxer and Glenn Anderson. 4 I LOG I February 1987 A typical busy day in the Honolulu hall. �Danny Fortner, deckhand, signs his SIU dues checkoff while working on the Ed Renshaw in the port of St. Louis, Mo. Riding the Orgulf Boats in St. Louis Linda Raymo is the towboat cook and boat delegate aboard Orgulf's Pat Chotin. ·~ ...:: •.-;. Dixie Boatright is the cook aboard Orgulf's Midland. She also serves as boat delegate. May Blankenship is the boat delegate and cook aboard Orgulf' s Ed Renshaw. . Don Leinberger of the Ed Renshaw' s deck department gets his SIU book updated and his questions answered by SIU Rep Dave Carter. February 1987 I LOG I 5 �I f In Memoriam Merrick Chapman, 57, died May 5, 1986. H:e joined the Union in 1957, most recently sailing as a captain. Brother Chapman is survived by three children and two grandchildren. Burial was at Belaire Cove Cemetery in Belaire Cove, La. James Mitchell Mauldin, 66, died of a heart attack at the Norfolk (Va.) International Terminals on Nov. 29, 1986. Brother Mauldin joined the Union in the port of Norfolk in 1972. H:e sailed as a chief engineer aboard the tugs Cape Cod and Cape Henry (Curtis Bay Towing) from 1973 to 1986. He was born in Lavonia, Ga. and was a resident of Norfolk. Burial was in the Rosewood Park Cemetery , Virginia Beach, Va. Surviving is his widow, Madeline. Liam O'Connell, mate aboard the Dave Carlton, goes through Lock 26 on the Mississippi River. Pensioner Michael · Benedict Pajtis Sr., 84, passed away from heart-lung failure in the Church Hospital, Baltimore on Dec. 12, 1986. Brother Pajtisjoined the Union in the port of Baltimore in 1960. H:e sailed as a bridgeman for the Baltimore and Ohio Railroad from 1960 to 1984. H:e was born in Maryland and was a resident of Baltimore. Interment was in the St. Stanislus Cemetery, Baltimore. Surviving is his son, Michael Jr. of Baltimore. New Pensioners The following Inland members have retired on pension: Jacksonville Charles B. Jurbala New Orleans Merrick Chapman Jr. Grover M. Smith Norfolk Joseph M. Perry Jr. 6 I LOG I February 1987 James Moberly of the Dave Carlton works the lock wall. Dolores Serio and James Wingate aboard the Bob Labdon. Dispatchers Report for Inland Waters JAN. 1-31, 1987 Port Gloucester ........................ New York ....................... .. Philadelphia ... . ......... . ......... Baltimore ......................... Norfolk ... ... ... ..... . ........... Mobile .. ......................... New Orleans ......... .. ........ " ... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........... .... ......... Seattle ..... ............... . ...... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac .. .. ....... . .............. St. Louis ......................... Piney Point ..................... . .. Totals ...... ....... ....... . ...... Port Gloucester ........................ New York ......................... Philadelphia ... . ....... . ...... . .... Baltimore ................. .... .... Norfolk .......................... Mobile ........................... New Orleans .. ...... . .... .......... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ......... .. .. .. ....... .. Seattle ...... ....... . .... ......... Puerto Rico ....................... Houston .......................... Algonac .......................... St. Louis ................ .. .. ..... Piney Point ....... ..... .... ........ Totals . .. ....... ... . .......... ... *TOTAL REGISTERED All Groups Class A Class B Class C 0 0 1 5 58 0 0 2 0 5 0 0 6 2 1 0 0 0 1 0 8 0 0 1 0 2 0 0 1 3 0 0 0 0 6 0 0 0 1 9 0 7 0 0 4 0 1 0 80 16 28 0 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 2 0 0 13 0 3 0 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 0 0 0 0 0 10 0 7 20 0 1 0 0 0 0 0 1 0 0 0 0 0 8 0 1 0 0 0 0 0 0 39 9 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 2 9 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 10 2 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 1 4 59 0 2 2 0 9 0 0 4 25 2 0 6 108 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 25 0 1 0 0 11 0 0 2 38 0 0 0 0 6 0 0 0 1 6 0 7 0 0 3 0 8 1 78 32 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 1 0 0 1 19 0 0 0 0 0 0 0 0 0 0 0 31 26 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 9 0 1 0 0 0 0 0 0 STEWARD DEPARTMENT Port Gloucester . . ................... .. . New York ......................... Ph iladelphia ....................... Baltimore ......................... Norfolk . . . . . . . . . .. ... . .. . ........ Mobile .. ............. . ........... New Orleans ....................... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........................ Seattle ........................... Puerto Rico ..... . ................. Houston ...... . .............. . .... Algonac .... . . . ....... ...... ...... St. Louis . . ................... . ... Piney Point ........................ Totals ... .. .......... .. ......... . 14 0 0 0 0 1 0 8 0 0 0 0 0 0 0 0 0 9 Totals All Departments ... . ........... . 107 28 0 0 6 0 7 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 8 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 7 6 0 0 1 0 d 0 0 0 0 1 0 0 0 10 1 0 6 0 0 0 0 7 0 8 0 2 0 23 18 7 35 57 13 6 162 122 40 0 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach " means the total number of men registered at the port at the end of last month . �I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America, AFL-CIO Washington Report -I I I I I I I I • I I I I I I I I I I I I I I I •• I I I I I I I I I I I I I I I I I I I I I • I I •• I I I I I I I I I • President Reagan tried to use his State of the Union address to set the tone for the final two years of his presidency. Looking fit after surgery, Reagan called on the American people to regain their "competitive edge" by embarking on "a search for excellence." The speech was vintage Reagan. The rhetoric soared; the delivery was nearly perfect. Yet most commentators seemed to agree with Chris Wallace of NBC News who said that Reagan had missed an important opportunity to regain control of this country's political agenda. For one thing, said Wallace, the speech contained few concrete details. More than that, it failed to address the Iran-Contra arms scandal other than to say that "mistake had been made in the execution of the policy.'' State ol Maritime While President Reagan's State of the Union message briefly touched upon a number of domestic issues (catastrophic health insurance, welfare reform), its main focus was on foreign affairs. Reagan highlighted four issues: international trade, the Strategic Defense Initiative (SDI), aid to the Contras and arms control. President Reagan took credit for beefing up the defense budget. At the same time , however, he failed to mention this country's declining sealift capability or the American-flag merchant marine. People in the maritime industry could not help but compare this State of the Union address with the one that Jimmy Carter delivered in 1979 . "I will propose," said Carter, "overdue changes in the nation's maritime policies. We must improve the ability of our merchant fleet to win a fair share of our cargo." Democratic Response Responding to the State of the Union address, the Democratic leaders of Congress raised what they felt were a number of inconsistencies in the president's speech. President Reagan pledged to restore America's "competitiveness" and railed against the budget deficit. Yet House Speaker Jim Wright (D-Texas) and Senate Majority Leader Robert Byrd (D-W. Va.) asserted that the president's own policies had contributed to the development of record trade and budget deficits. Both Byrd and Wright questioned whether the president was really serious about embarking on "a search for excellence" when he was proposing to cut the education budget by more than a third. And they wondered about his commitment to eradicating drug abuse in this country. A year after he declared war on drugs, President Reagan submitted a budget that contained major cuts for drug education and drug enforcement programs. February 1987 Both bills are "generic." Rather than single out specific industries for relief, as the ill-fated textile bill did last year, they concentrate on restructuring the mechanics of trade policy. The Bentsen bill, the more stringent of the two bills, would decrease presidential discretion in many matters pertaining to foreign trade. Yet it is not, said Bentsen, a "protectionist" bill. It is designed, said Bentsen, to shift the focus away from import protection to "positive adjustment"-requiring industries, in return for temporary protection, to take teps to make themselves more competitive. The Bentsen bill would make a number of fundamental changes in the present structure of trade policy. It would increase the powers of the International Trade Commission. Right now, the president has the discretion to accept or reject recommendations made by the ITC. Bentsen' s bill would make ITC recommendations mandatory. Bentsen also would set up a program for retraining workers who had been hurt by unfair foreign competition or by changes in domestic industries. The Bensten bill also would require the president to open negotiations with countries that show a consistent "pattern of marketdistorting practices" and to report the results to Congress by December 1988. No sanctions would be automatically imposed if negotiations failed. The administration would be required to initiate investigations of "significant, justifiable" unfair trade practices by other countries. When such practices were found, the president would be required to retaliate within a maximum of 17 months. Present law provides for such retaliation but sets no time limit. Some retaliatory actions for unfair trade practices have been debated for 10 years or more. New Legislation While the new session of Congress is less than two months old, more than 100 bills already have been introduced that pertain to the maritime industry. The SIU has lent its support to a number of these measures, including the following: • H.R. 82-Rep. Mario Biaggi (D-N.Y.) has introduced a bill that would amend the Jones Act by requiring any vessel used to transport sewage sludge be U.S. manned and constructed. • H.R. 298 and H.R. 146-Rep. Helen Bentley (D-Md.) and Sen. Daniel Inouye (DHawaii) have introduced nearly identical bills that would require the exclusive use of American-flag vessels for all overseas shipments of U.S. mail. At present, there is no such requirement. • H.R. 300-Biaggi has introduced legislation that would mandate the negotiation and implementation of bilateral maritime agreements with countries having a significant trade deficit with the United States. Trade Maritime Trades Department By most accounts, trade is shaping up as the single most important issue of the 1OOth Congress. Attention has centered on two bills. One is being circulated by Sen. Lloyd Bentsen (DTexas), the other by the administration . The Maritime Trades Department will meet in Dania, Fla. to formulate a comprehensive legislative agenda for this session of Congress. The number one priority is expected to be unfair foreign trade, which has adversely affected the U.S.-ftag merchant marine. Legislative, Administrative and Regulatory Happenings AFL·CIO Earlier this year, The AFL-CIO News published a list of legislative priorities for the upcoming year. Besides trade, the following issues were listed: • Double Breasting-The federation would like to see legislation enacted that would block employers in the construction industry from setting up non-union operations just to evade their contractual obligations to unions. • Plant Closings-The AFL-CIO wants to reintroduce a plant closing bill that was defeated last year. It would require owners to give workers and communities 90 days notice before closing down a plant. • Polygraph Testing-The federation would support legislation that would limit the use of polygraph testing. • Right-To-Know Law-The AFL-CIO would support a federal law requiring employer and manufacturers to notify workers of the health risks that they face on the job. The federation is presently working at the state level to enact similar legislation. • Minimum Wage-The federation wants to raise the minimum wage from its current $3.35 level to $4.25 an hour. The purchasing power of most families has declined by 26 percent since 1981, when the present level was established. Iran-Iraq The Iran-Iraq war was in the news again this month as Iranian forces continued to wear down Iraq's resistance. Iranian troops have reached the outermost limits of Basra, Iraq's second largest city. There was widespread fear throughout the Middle East that some kind of turning point had been reached. These events came at a difficult time for the Reagan administration, which was under fire at home for its attempts to secretly ship arms in exchange for the release of American hostages. Since the beginning of the year, nine more hostages have been taken captive in Beirut, including four Americans. More than a dozen foreign tankers have been hit since the beginning of the Iran-Iraq war, which many experts believe threatens the flow of Middle Eastern petroleum products. Last year, the ITF passed a ruling stating that any seaman onboard a merchant vessel in the Persian Gulf could be relieved of his duties if he requested it. ''Recent events in the Persian Gulf and last year's ITF ruling concerning merchant seamen underscore the importance of having an adequate supply of skilled American mariners," said SIU President Frank Drozak. CHEAP IMPORTS KILL JOBS BUY UNION-MADE U.S.A. February 1987 I LOG I 7 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco P RELIMINARY figures show that Great Lakes shipping recorded a dismal year in 1986. Shipments of steel, grain and coal-the lifeblood of the Great Lakes maritime industrydeclined appreciably from the year before. Yet reduced cargo was only part of the picture. ''Once considered by Midwest farmers and manufacturers as the best way to go," said Earl Dowdy of the Detroit News, "lake freighters have lost much of their business to trucks , trains, airplanes and foreign vessels hauling goods made overseas. '' Of 86 American-flag vessels sailing the Great Lakes, only 53 were in service during the midsummer peak. With an average crew of30, that meant that 1,000 Great Lakes sailors sat out the season. Things were slightly better for the dredging industry, which many people say will be given a boost by passage of the Port Development Act. Some jobs are expected to be created by the Clean Water Bill. Both the Senate and the House of Representatives overrode President Reagan's veto of the bill. The Michigan Department of Commerce has just released the findings of a $22,000 study conducted by a California firm which showed that Midwesterners would support a revived cruise ship industry on the Lakes. Gulf Coast by V.P. Joe Sacco I have been meeting with representatives of the national Democratic Party to persuade them to hold their 1988 Convention in Houston. The city is a logical choice for such an event. It boasts many fine facilitie , including ample hotel space, a ~ew convention center and a sophisticated communications network. It would give the Democrats exposure in a pivotal state. Texas has undergone a gradual political transformation over the past 20 years. Once solidly Democratic, it now has two strong parties. A strong grassroots base is a must in this state, and we have it. If you want a reason to sign a SPAD checkoff, just look at what is happening in Texas. 8 I LOG I February 1987 The economy of Houston is in serious trouble. Yet SIU seamen down here have no trouble landing jobs. That's because of the military work that we have been able to securemilitary work that would not have been possible without your political involvement. Our biggest challenge down here is to make sure that these vessels do not sail short. Because if they do, then we won't have these jobs for long. Contract negotiations will soon be under way throughout the region. We will be looking to add new equipment in the Gulf area. We are still stressing the basics. The servicing team will be making the coastwise towing and canal equipment to improve communications between the Union and the membership. They will keep the membership advised on negotiations as they proceed (i.e., Crescent Towing). together to turn things around for the maritime industry. The current preoccupation with trade offers the maritime industry a chance to reverse its decline. Just recently, the Federal Maritime Commissioner said that he would aggressively fight the unfair trading practices of other countries. This is an issue we can all unite behind. We should not fritter away this opportunity. APL recently used a foreign-flag vessel to sail one of its subsidized routes without notifying any of the unions involved (SIU, SUP and MFOW). Such actions are counterproductive because they breed distrust when unity of purpose is essential. This problem is not confined to New Bedford. A few weeks ago, two dozen fishermen from around the country met at a workshop and shared their experiences on securing self-insurance. The fishing industry is just one industry, of course. But what is happening to it is hardly unique. For the past several months, American and Canadian trade representatives have discussed implementing a ''Free Trade'' zone between the United States and Canada. Negotiations have hit a snag because the Canadians don't want to ease up on regulations restricting American magazines and moviesa multi-billion dollar business. At the same time, they bristle when the Americans talk about the growing deficit in automobiles and data processing. East Coast by V. P Leon Hall T West Coast by V. P. George McCartney I 'VE noticed a welome development on the West Coast. Any SIU member who wants to ship out can do so. This has had one unfortunate side effect. It is becoming increasingly difficult to fill the jobs onboard military vessels. It would be a mistake for our membership to take these jobs for granted. The long-term prospects for the maritime industry are quite disturbing. Military work is the one area of growth in an otherwi e depressed industry. Every year for the past decade, attacks have been made against this country's cargo preference laws and the ban on the export of Alaskan oil. If for any rea on opponents of the maritime industry were uccessful in dismantling these programs, then you would probably see a ma exodus of vessels and jobs overseas. Only military work would remain . Our members have to understand what is happening. The maritime indu try is in the midst of a radical transformation. Rapid technological advances have dramatically reduced the izes of most crews. Any member who fails to upgrade hi or her skill will be at a severe disadvantage in the years ahead. More important, the era of "onestop hipping" is upon us. There has been a gradual merging of deep- ea carriers , tug and barge companies and railroads. Many people believe that one-stop shipping repre ents the maritime indu try's be t hope for the future. At the ame time, however, it poses certain problem . Labor and management have to work HE NLRB is still listening to testimony to determine ifthe New Bedford Seafood Producers engaged in unfair labor practices in their negotiations with the SIU. Witnesses have been scheduled through the end of March. The breakdown in negotiations occurred in December 1985 and led to a bitter strike. The breakdown wa cau ed in large part by the depressed state of the fishing industry. The New England fishing industry continues to be in a serious state of decline. Yet less than 100 miles away, Canadian fishermen are having a banner year. ''The weak Canadian dollar and international politics have (helped the Canadians)," wrote The Journal of Commerce recently. "Since 1984, Canada has controlled, within its 200 mile limits, a scallop -rich slice ofthe Georges Bank that was considered American until the World Court said it was Canadian. U.S. boats are now chased off by the Canadian Coa t Guard." According to The Journal of Commerce, "There is a remarkable degree of cooperation between Canada's government and its fishing industry, amounting in some cases almost to a guaranteed market share and elimination of competition.'' Meanwhile, American fishermen are struggling along. They feel cheated by the 1984 decision. There is a widespread perception that the American government didn't do enough to represent their interests before the World Court. Aside from Canadian competition, the biggest problem facing New England fishermen is the liability insurance crisis. Things have become so bad that fi hermen have all but given up on securing what they consider to be affordable insurance from conventional underwriting companies. Government Services by V.P. Buck Mercer ! suppose the same situations apply to shoreside workers and shipboard crews alike where personalities, temperament, attitude and behavior are concerned. The difference is, however, the shoreside employee can go his way once the eight-hour day's labor has been completed and forget about the events of the day and enjoy some of the fruits oflife that are denied shipboard personnel. Ships l often spend weeks at sea; then, upon reaching a port, could spend weeks at anchor. During that time there are the same face to see, the same voices to hear, the same routine duties to perform-day after tedious day, week after tiresome week. The long days at sea coupled with the monotonous grind of daily shipboard chores sometimes begin to take their toll on the best of sailors. That is when personalitie_s, temperament, attitudes and behavior come into focus. Personalities differ in each individual, and quite often these varied personalities clash. This makes for an unhealthy situation between fellow workers and a far worse circumstance when supervisors or department heads are involved. When personalities clash, tempers flare, attitudes and behavior patterns change-and the effect can be felt throughout the ship. While tempers may be supressed under the watchful eyes of the ship's officers, there are no such restraints when the crew goes ashore and possibly meets up in a local bar. That is when an already bad situation can become very tense and dangerous. That is when the "THINKING SAILOR" uses his or her head and stays OUT OF TROUBLE. AND THAT IS WHAT WE ARE ASKING ALL OF OUR MEMBERS TO DO-ST AY OUT OF TROUBLE ABOARD SHIP, AND ASHORE. �Delta Queen Steamboat Co. Crewmembers Attend SHLSS Safety Training Program Safety aboard ship is a high priority for all our SIU contracted companies, but the unexpected happens no matter how safety conscious people are. Preparing seamen to meet these emergencies is the best method to insure the safety of the ship and its crewmembers. Recently seven men from the Delta Queen Steamboat Company completed a three-week safety training program at the Seafarers Harry Lundeberg School of Seamanship. The program was set up at the request of the Delta Queen Steamboat Company and included training in First Aid, Fire Fighting, CPR and Lifeboat. These courses are regularly taught at the Lundeberg School in conjunction with other upgrading courses but were scheduled backto-back to meet the specific needs of the Delta Queen Steamboat Company. It was a rigorous three weeks but the men all felt it was well worth the time and effort. SHLSS RN Noreen Neel instructs students in applying a full head bandage. Class members learn the technique tor the performance of CPR. The Delta Queen group gets hands-on-experience launching a gravity davit. ··~ Learning oar commands is an important segment of the lifeboat course. Delta Queen Steamboat Co. Crewmembers First row (I. to r.) Carl Koen Jr., Dexter Williams, Michael Doshier. Second row: Steve W. Chiasson, Ray Tate, Aaron Rucker, Brad Seibel. February 1987 I LOG I 9 �Army Cargo Handling Group Continues Training at SHLSS ~­ SHLSS Instructor Richard Dickerson supervises slewing a tractor trailer. The SHLSS Hagglund crane is set up for twin operation. 11 I After the truck is placed in position, it is secured on the barge. i The spreader bar is positioned over the barge to make a lift. The Army team, in a joint effort, hooks up the equalizing beam preparing the crane for twin operation. ~sHLSS Seallft Operation and Maintenance First row (I. tor.) Ali Amran, S. Madjidji. Second row: Harry AIOnQi (Instructor), Darya Marbrook, Ervin Earleyh Alika Lapilio. Not shown: Gregory Lee, Sam Johnson, Jo n Lee Davis, Brenda Kamiya. 10 I LOG I February 1987 Observing maneuvers from Fort Eustis are (R. to L.) Al Davis, SFC Brown and SHLSS Sealift Coordinator Bill Hellwege. COURSE GRADUATES~ GED First row (I. tor.) Willie L. Lindsey, Gandido castro, Ron Koski. Second row: John Davis, Jay M. Anderson, Glen James. Army Training Group Frist row (I. to r.) Harold R. Looney, Luis E. Romero, Raymond E. Byrd, Richard Dickerson (Instructor). Second row: K. Murphy, Helen Kasony, Arthur Simmons. Third row: Robert L. Gurley, Ralph T. Weeks, Melvin Michaels. �Apply Now for an SH LSS Upgrading Co.urse ..• ...............................•.........................................................................................................! Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name Date of Birth -~~---.........---­ Mo./Day/Vear (Middle) (Last) Address. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _""""Tl"l"l==-==---------------------- (City) Deep Sea Member D Telephone -........-__,........,,.....,,....,,,..,,........----(Area Code) (Zip Code) (State) Inland Waters Member D Pacific D Lakes Member D Social Security# _______ Book# _ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Port Presently Date Book Was lssued _ _ __ _ __ _ _ Port lssued _ _ _ __ _ _ __ Registered In _ _ __ _ _ _ __ Endorsement(s) or Ucense(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SH LSS Trainee Program: O Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From _ _ _ _~~to~~---(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D O D D D 0 D D D o D 0 D ENGINE Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miies Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Piiot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. D FOWT D QMED-Any Rating D Marine Electronlcs (Variable Speed DC Drive) D Marine Electrlcal Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance & Operations D Diesel Engine Technology D Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected Motor Vessel D Third Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor D Ref rlgerated Containers Advanced Maintenance O Hydraulics D Electro-Hydraulic Systems STEWARD D D D D Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Weldlng D Lifeboatmen o Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GEO) D Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE_~~--~~~~~~~~~~-DATE_~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 .......................................................................................................................... Rev. 12186 ... ---~::::;;.~-.,.. \ February 1987 I LOG I 11 �1987 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry March 1987 - Jun Steward Upgrading Courses The following is the current course schedule for March 1987 - June 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses 1987 Check-In Date Completion Date Chief Cook March 18 May 13 May 22 July 17 Cook & Baker March 18 April 29 June 10 June 26 August 7 September 18 Chief Steward March 18 May 13 May 22 July 17 Course Recertification Programs Course Check-In Date Completion Date Steward Recertification June 29 August 3 Adult Education Courses Course Check-In Date Completion Date QM ED - Any Rating March 23 June 12 Marine Electrical Maintenance March 9 May 1 Diesel Engine Technology April 6 May 15 For students who wish to apply tor the GED, ESL, or ABE classes tor the first six months of this year, the courses will be six weeks in length and Offered on the following dates: Welding April 13 May 8 High School Equivalency (GED) Chief Engineer & Assistant Engineer Uninspected Motor Vessel April 6 June 12 March 2 May 4 April 13 June 15 Automation June 22 July 17 Adult Basic Education (ABE) & English as a Second Language (ESL) March 2 May 4 April 10 June 12 Fireman/Watertender Oiler June 8 July 31 Hydraulics May 11 June 5 Deck Upgrading Courses Check-In Date Completion Date Celestial Navigation March 13 July 13 April 17 August 14 Able Seaman March 23 May 18 May 15 July 10 Radar Observer March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SH LSS before entering this course. Third Mate & Original Second Mate May 4 July 10 Lifeboat March 9 May 4 March 20 May 15 Tankerman March 23 May 18 April 3 May 29 Course All Rating Upgrading Courses Course Sealift Operations and Maintenance 12 I LOG I February 1987 Check-In Date Completion Date March 2 April 13 May 18 July 13 March 27 May 8 June 12 August 7 Check-In Date Course Completion Date Seafarers applying tor the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be ottered: May 1 April 13 The Developmental Studies Class (DVS) will be ottered one week prior to some of the upgrading classes. They will be ottered as follows: QMED Third Mate Able Seaman FOWT March 16 April 27 May 11 June 1 March 20 May 1 May 15 June 5 College Program.s Check-In Date Completion Date Associates in Arts March 30 June 8 May 22 July 31 Nautical Science Certificate March 30 May 22 Course NOTICE To All SIU Members Who Are Scheduled To Attend SHLSS You must present an up-to-date SIU clinic card before attending classes. All students who are enrolled in a U.S. Coast Guard certified class must carry a valid clinic card. �Upgraders on TourMore From Capitol Hill During the course of the year, hundreds of Seafarers make the trip to Capitol Hill as part of their upgrading class. As often as possible, the Seafarers LOG tries to publish pictures of the upgraders during their visits to Washington. But the constraints of space and time mean not every group finds its way onto the LOG's pages. Here are some of the upgraders who we have missed in the past months and a few pictures from inside the Capitol as a recent group of recertified stewards toured the legislative seat of the U.S. government. One of the more recent additions to the display of famous Americans at the Capitol is this bust of Dr. Martin Luther King Jr. Recertified Steward James A. Jackson (right) took some time from the tour to view King's bust. This group of upgraders from the Sealift Operations and Maintenance class visited Washington before snow covered the Capitol steps. The class included John Adams, William Gizzo, Charles Greer, Mark Grendahl, Fred Jensen, John Lasky, Robert Smith and Judith Barbera. Also along for the visit were SIU Legislative Representative Liz DeMato and SHLSS instructor Richard Dickerson. This group of Able Seaman and Sealift upgraders includes (AB) Thomas Dowdell, Green Hoskins, John Kolwe, Larry Martin, Mitchell Santana, Timothy Smith, (Sealift) Ali Arman, Allen Cubic, John Davis, Ervin Earley, Earl Gray, Brenda Kamiya, Kirk Lapilio, Gregory Lee, Sjamsidar Madjidji, Darya Marbrook, Richard Parker, Joseph Bovenik, Samuel Johnson and Stephen Kastel. This large group of upgraders included members from three classes; Third Mate, Refrigeration Systems Maintenance and Operation and Able Seaman. Included in this picture taken at another entrance to the Capitol are (Third Mate) Thomas Carroll, Douglas Craft, Richard DeMont, Stephen Gateau, Shawn Kennedy, Paul Konstantino, Yngvar Krantz, Richard Montoya, Joseph Muscato, Edwin Rivera and Daniel everinson; (Refrigeration) Robert Bunch, Joaquin Miller, Alfred O'Krogly, Charles Sandino and Larry Hines; (AB) John Arnold, Robert Christie, Keith Finnerty, Donald Gearhart, Kenneth Gilson, Chester Goff, Vernon Johnson, Royce Kauffman, Raymond Kucharczyk, Jeffery Libby, Joel Miller, Timothy Aheard, Thomas Sherrier, Erowin Udan, Abraham Vegas and Jerome William. Also pictured are SIU Legislative Director Frank Pecquex and SHLSS instructor Jake Karaczynski. While the rest of the class of recertified stewards listens to a Capitol tour guide, Norm Duhe (left) spots something of interest and snaps a photo for his scrapbook. Vernon Ferguson and Floyd King are on the right. Everyone is familiar with the Capitol dome from the outside, but inside it contains a stunning display of artwork. Here the recertified stewards class gazes at the dome. February 1987 I LOG I 13 �Safeguard Your Shipping Rights T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copic'> of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the STU Atlantic, Gulf, Lakes and Inland Water District makes specific provision for safeguarding the membership's money and Union finances. The constitution require a detailed audit by Certified Public Accountants every three months, which arc to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected hy the member hip, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting report , specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Water District are admini tered in accordance with the provisions of various trust fund agreements. All these agreements specify that the tru tees in charge of these fund · shall equally consist of Union and management reprc entatives and their alternates. All expenditures and dishur cment of trust fund are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights . Copies of these contracts arc posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts bet\\Cen the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for thi 1s: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts a ref erred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contract specify the ~ages and conditions under which ) ou work and live aboard your ship or boat. Know your contract right . a well as your obligations. 1,uch as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 14 I LOG I February 1987 KNOW YOUR RIGHTS all Union halls. All members should ohtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or ohligation by any methods such as dealing with charges. trials, etc., as well as all other details. then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU . These rights arc clearly set forth in the SIU constitution and in the contract" which the Union has negotiated with the employers. Consequently, no member may he discrimi · nated against hecau . e of race. creed. color. sex and national or geographic origin. If any member feels that he i-; denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111 patrolman or other Union offi:::ial. in your opinion, fails to protect your contract right properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log ha traditionally refrained from publishing any article serving the political purpo es of any individual in the Union. officer or memher. It has al. o refrained from publishing articles deemed harmful to the Union or its collective membership. This estahli hed policy ha, been reaffirmed by memhcrship action at the September. 1960. meetings in all constitutional ports . The responsihility for Log policy is ested in an editorial hoard which con ists of the Executive Boan.J of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monie are to he paid to anyone in an} ofticial capacity in the SlU unle s an official Union receipt is gi en for same. Under no circumstances should any member pay any money for any reason unle s he i given such receipt. In the event anyone attempt to require any such payment he made without supplying a receipt. or if a member i'.-> required to make a pa} ment and is given an otllcial receipt. but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarter . SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceed are used to further its objects and purposes including. but not limited to, furthering the political. social and economic intere ts of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concept . In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the above improper conduct. notify the Seafarers Union or SPA D hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic. political and 1,ocial interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he shouJd immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Official Publication of the Seafarers International Union • AHantlc, Gulf, Lakes and Inland Walen District • AFL-CID Vol. 49, No. 2 February 1987 Try to imagine the following scenario. An emergency has broken out in a country or region critical to American security interests-the Philippines, Central America or the Persian Gulf. The United States, which spends $300 billion taxpayer dollars a year on its defense budget, can't get its troops or supplies there in time to avert an international disaster. Are the taxpayers you represent aware of the seriousness of our maritime condition? Sound far-fetched? It isn't, and here's why. • SEALIFT IS THE BEDROCK OF OUR NATIONAL SECURITY: Where Are the Ships? S ealift is the bedrock of our national security. Successful deployment of American military power overseas depends upon water transportation. According to U.S. Department of Defense estimates, more than 90 percent of all equipment, supplies and troops needed to sustain a war effort must be carried on ships. "The [importance of sealift] has been repeatedly demonstrated over the past 45 years,'' asserts the Department of Defense. There are two outstanding examples of this phenomena-the worldwide U.S. convoy and supply operations that were essential to the Allied victory in World War II, and the 8,000 mile sealift that enabled the British to bring the 1982 Falkland Islands dispute to a successful close. II. THE U.S. MERCHANT MARINE IS THE NATURAL SOURCE OF U.S. SEALIFT: Why Have We Allowed It to Decline? T he American-flag merchant marine has traditionally been the major source of this nation's sealift capability. Most people attribute the heroic performance of the maritime industry during World War II to passage of the Merchant Marine Act of 1936 And so the march to foreign registry began. By the beginning of the Korean War, the American-flag merchant marine had declined by more than one half, to 1,700 vessels. Meanwhile, there was an explosive growth in the number of vessels documented under flag-of-convenience registries. Massive cuts in the maritime budget during the early years of the Reagan administration and a worldwide depression in the shipping industry accelerated the decline of the American-flag merchant marine. By 1985, there were fewer than 400 active vessels in the deep-sea fleet and only 13 U.S. shipyards. which helped revive what had once been a dying industry. Not surprisingly, demand for shipping declined after World War II. Congress passed the Merchant Ship Sales Act of 1946 which allowed hundreds of American-flag vessels to be sold to foreign companies d governments at nominal sums. Around the same time, the Department of Defense was formulating the Effective U.S. Control (EUSC) Policy which provided War Risk Insurance to American-owned vessels documented under foreign registries. And fewer ships were being built in U.S. shipyards. Ill. MILITARY PLANNERS ARE DISTURBED BY THE DECLINE OF THE AMERICAN-FLAG MERCHANT MARINE: What Happened to Sealift Capability? W chant marine for defense purposes and then 'park' it or hold it in reserve is costly and inefficient. It would be cheaper to subsidize the private sector fleet or have a cargo preference program. The cost of the reserve fleet program will exceed all the subsidies ever paid under the Merchant Marine Act of 1936. It still won't solve the critical shortage of skilled mariners which the Navy estimates will reach 6,000 by 1990. Where are they going to find the qualified mariners to man these vessels in time of war? hen asked by a congressional committee about the wisdom of relying on foreign-flag vessels to provide the bulk of America's sealift capability, Admiral Isaac D. Kidd, former Allied Supreme Commander of the Atlantic, ·admitted to being "less than completely comfortable" with the idea. This discomfort grew to the point where the Navy engaged in a massive and costly buildup of its Ready Reserve Fleet. Yet many people in the maritime industry and the armed forces believe that this development side-stepped the real issues. To acquire and nationalize a mer- (Continued on Page 16.) Military experts have testified that at least 700 ships are needed to provide minimum military support in a national emergency, but with fewer than 400 today, we are sorely deficient. TRENDS IN NATO FLAG FLEET MILITARILY USEFUL TANKERS SOURCE: STRATEGIC SEALIFT DIVISION, U.S. NAVY 1,400 44,000 42,000 1,300 en z 38,000 1,200 0 .... g e.. \: \ 34,000 \ \ \ \ .... \ \ \ c== 30,000 \ \ \ .... .... A1 .... •vu1.19.......... o ....... .... ~II '/:: 26,000 1,000 {'\ o'/'f/p..'S........... ..... .... .... 23,000....__ _ _ ___,__ _ _ _ _ _ _ _ _ _ _ _ _ __ 1970 1975 1980 1985 900 1990 YEAR February 1987 I LOG I 15 �IV. WHAT ABOUT FOREIGN-FLAG VESSELS: Can We Count on Them in a ". . . Without Adequate an the Military Plans Is Exec Admiral Tf National Emergency? T here are many good reasons to doubt the reliability of foreignflag vessels. Take what happened in 1973, when the United States tried to deliver supplies to its most dependable ally in the Middle EastIsrael. Syria and Egypt attacked Israel without warning. Iraq, Saudi Arabia and many other OPEC nations immediately implemented an oil embargo. The repercussions from that embargo- still are being felt. Our oil-poor NATO allies said that they were sympathetic to American security interests and concerned about the possible destruction of the state of Israel. Yet with the exception of the Netherlands, they maintained a cool distance. William Tolbert, then president of Liberia, issued an Executive Order which prohibited emergency supplies to Israel from being carried on Liberian-flag vessels. Yet since 1948, the Department of Defense has considered Liberian-flag vessels under "Effective U.S. Control." It still does. V. THE "EFFECTIVE CONTROL" DOCTRINE: It Fails to Address the Growing Instability of Many Third World Nations. T he most disturbing thing about the 1973 Yorn Kippur War was not the way that Liberia or our NATO allies acted, but the fact that so many American military experts overlooked the failure of the '' Effective Control'' Doctrine to operate as planned. ''The fact that these foreign registered ships play an important role in U.S. mobilization planning," wrote former Marad official Irwin Heine, who had a clear perception of the issues involved, "is based upon agreements, not treaties, with Panama, Honduras and Liberia. Under international law, only the state of registry has the right to requisition and exercise control of its nationalflag vessels." These agreements specify that ships of U .S.-controlled foreign affiliates of American citizen companies will be returned to U.S. control in time of national emergency or war. But this might only prove true ''so long as friendly relations continue.'' • Even if we get these ships back, where would we find the crews needed to man them in a national emergency-and we are talking about the highly trained crews that will be needed for these modern hi-tech ships? While the United States maintains cordial relations with a number of open registry countries, it is worth remembering that it once enjoyed close ties with two of the most staunchly anti-Ainerican nations on the face of this planet: Iran and Nicaragua. Today's friend may be tomorrow's enemy. It is therefore prudent not to let our sealift capability fall below a certain level. Another thing worth remembering: many flag-of-convenience nations like Liberia are experiencing severe internal problems. Opposition parties have arisen that question the legitimacy of some of these regimes and their ties to the United States. THE REAL PROBLEM: What Has Happened to the American-Flag Merchant Marine? M any of the vessels documented under flag-of-convenience registries are owned by American companies. Marad estimates 16 I LOG I February 1987 that there are about 500 such vessels worldwide, approximately 100 more than are registered in the entire active American fleet. Of these ships, RELATIVE RISK OF SHIPPING AND CREWING SOURCES U.S. NAVY SHIP AND CREW NAVY SHIP, CIVIL SERVICE CREW > .... ::::; m <( ::::; U.S.-FLAG SHIP, U.S. MERCHANT CREW w a: e,, z Ci) <( w a: 0 U.S.-OWNED SHIP, FOREIGN CREW ' w Q OPEN CHARTER SHIPPING DECREASING CONTROL military experts tell us only 19 dry cargo and 42 tankers will be militaiily useful by 1992. The existence of flag-of-convenience registries also has had a serious and negative effect on the fleets of our NATO allies. There were 1,400 militaiily useful tankers in the NATO fleets in 1970. • AMERICAN-OWNED FOREIGN-FLAGGED VESSELS: A Mockery of This Nation's Laws. F By 1985, that number had dropped to fewer than 950. In every NATO nation-England and Norway in particular-there has been a move to register their vessels under foreign flags. These vessels are crewed by multi-nationals who have divided loyalties at best. or the past 40 years, American companies have escaped American taxes, and minimum wage and safety standards by documenting their vessels under flag-of-convenience registries. They've suffered very few consequences for their actions. With few exceptions (small amounts of exports and imports covered by bilateral treaties or cargo preference laws), they've had full access to this country's ocean-borne foreign commerce. Indeed, even if a shipowner wants to maintain stringent safety standards, pay taxes to the federal government, build vessels in American shipyards and employ American workers, he would be at a severe disadvantage because of the EUSC Doctrine. �Reliable Sealift, None of table ... " omas Hay_ward, former Chief of Naval O!Jerations VIII. THE "EFFECTIVE CONTROL'' DOCTRINE: It Has Cost the United States Billions of Dollars. T he cost of the ''Effective Control'' Doctrine is difficult to calculate. But let's try, beginning with this nation's balance of payments deficit. In 1979, before the trade deficit reached epidemic proportions, the Department of Commerce estimated that there was a $646 million balance of trade deficit for the maritime industry. (Note-for that one year.) This figure included only the operators' fees. It did not include lost taxes, missed business opportunities or jobs exported overseas. It also did not include figures for maritime-related industries such as shipbuilding, insurance and steel. Equally important, these U.S. shipyards helped to keep an indus- trial base workable and available for national security. Take a look at your own state and see the decline of the nation's industrial base. Companies which documented their vessels under the American registry built their vessels in American shipyards (until recently, this was required by law). They bought American parts, used American steel, installed American computers and staffed their offices with American white-collar workers. This has had a direct effect on the economy. American vessels meant Americanjobs. And these gainfullyemployed people paid taxes, purchased houses, bought cars. If you add up all the figures, you're talking about billions of dollars. Last year the Seafarers Section of the International Transport Workers Federation, which represents seafarers from almost every maritime nation, passed a resolution that allows crewmembers to decide if they will sail into a "war-like zone." "A seaman shall have the right not to proceed to a war-like operations area ... Where a seafarer declines to proceed, he shall be repatriated to his port of engagement at shipowner's cost ... without risk of losing his employment or suffering any other detrimental effects.'' Can we count on others to crew our ships? IX. THE DECLINE OF THE AMERICANFLAG MERCHANT MARINE: Part of a Larger Problem. I n many ways, the decline of the American-flag merchant marine is part of a larger problem affecting the American economy as a whole. What shape is America in? Most people, including many so-called experts, just don't know. They can't make sense out of all the conflicting statements coming out of Washington and Wall Street. Administration officials point to lowered inflation and unemployment rates as proof that America has regained its economic vigor. Other people express confidence in our future because the stock market has broken the 2,000 mark for the first time in its history. Yet these rosy statistics tell only part of the story. A growing number of people are alarmed by the volatile nature of the market. They notice disturbing sim- ilarities between 1986 and 1929. More important, this nation's trade and budget deficits have reached epidemic proportions. Millions of good-paying manufacturingjobs have been exported overseas. They've been replaced with semi-skilled jobs paying part-time wages. More than half of the ''new jobs'' in the U.S. in the past six years pay less than $7,000 a year. Some officials, like Treasury Secretary James Baker, believe that the value of the dollar has to be reduced. Other people are afraid that it will fall too rapidly and will distort the international marketplace. What's the truth? Is America on the ropes, or is it going for gold? We in the maritime industry feel that we are in a unique position to judge today's events. X. THE AMERICAN MARITIME INDUSTRY IN THE INTERNATIONAL MARKETPLACE: There Is No Such Thing as Free Trade. T he maritime industry has played an important role in this country's political and economic development. For one thing, it serves as this country's unofficial "Fourth Arm of Defense.'' At the same time, it is a vital link in this nation's vast infrastructure of ports, highways and bridges. It is different from other American industries. By its very nature, it has always had to compete headon in the international marketplace. Until recently, trade played a relatively minor role in the American economy. As late as 1960, less than 5 percent of this nation's GNP was generated by foreign commerce. Most American industries-maritime was an exception-did not have to go out into the international marketplace to compete. They could rely on this nation's immense domestic market. It was perhaps inevitable that American policymakers would take American prosperity for granted. - Other nations, like Japan, have molded their international trade policies around the principle of nurturing and protecting their industries. The truth of the matter is that the international marketplace has never practiced ''Free Trade.'' Trade barriers have always existed-Americans just didn't have to worry about them, for theirs was a relatively selfcontained economy. This, of course, is changing, and it hurts. Many American industries have found themselves in the same position that maritime was forced into after World War II. In 1948, the maritime industry was thrown to the wolves. The EUSC Doctrine gave foreign-flag companies an insurmountable advantage. The 1946 Ship Sales Act created foreign competition where none had existed. This indifference to long-term economic trends is a pervasive theme in recent American history. Henry (Continued on Page 18.) February 1987 I LOG / 17 �What If? SEAFARING EMPLOYMENT ON UNITED STATES-FLAG SHIPS 1975-1980: 700 jobs lost (Continued from Page 17.) Kissinger said that this country is at least 15 years behind Japan and South Korea in fashioning a coherent policy on trade and economic development. Starting in the early 1970s, when Japan, Soutb Korea and Taiwan were busy fashioning long-term economic policies to promote their industrial sector, American leaders ..... T he American economy can be turned around. But it will take hard work, perseverence and a perceptible shift in this nation's priorities. Fairness has to be restored in dealing with our trading partners. They cannot expect free access to our markets if theirs remain closed. The American economy can only be revived on an industry-by-industry basis. For maritime, the key is cargo. This month the Maritime Trades LIBERIA Department released the broad outlines of a policy aimed at reviving the American-flag merchant marine. These are some of the issues that were debated and adopted as statements of MTD policy: • Endorsed legislation to establish a federal build and charter program to construct militarily useful merchant vessels for charter or lease to commercial operators. • Backed a measure to require that structures used in the offshore production of oil and gas be built in PANAMA * In 1936 Congress passed the Merchant Marine Act "to further the development and maintenance of an adequate and we/1balanced American merchant marine; to promote the commerce of the United States, to aid in the national defense ... '' Isn't it time the administration, with the encouragement of Congress, implement the spirit and the letter of this law before it is too late? - 20,100 were saying that a decline of this nation's manufacturing base was inevitable and perhaps even desirable. High technology and service jobs would take care of our future. To give an indication of how things have turned out, IBM, this country's largest high-tech firm, has to import 80 percent of the parts needed to construct one personal computer. XI. THIS COUNTRY'S ECONOMIC DECLINE MUST BE REVERSED: So Must the Decline of the American-Flag Merchant Marine. * ... Reagan Administration, 1981-1985: 6,800 jobs lost Source: Department of Transportation: Maritime Administration . • Estimate. Chart: MEBA-1 , PCD the United States and that at least half the materials used be of domestic origin. • Supported measures to assure a fair share of the carriage of all auto imports to the United States aboard U.S.-flag ships. Recently two more nations-Brazil and Malaysia-have begun exporting autos, bringing to 10 the number of countries selling their cars in the U.S. market-and not one car comes in on a U .S.-flag ship. • Called for legislation to deal with critical problems facing the U.S. deep-sea fishing industry as a result of the increasing importation of foreign fish products, the predatory practices of other fishing nations, and the soaring cost of insurance for American fishing vessels. • Urged the immediate and vigorous pursuit of bilateral and mul- tilateral agreements with our trading partners in order to restore the U.S. to its influence in the world economy. • Instead of lowering the standards of American workers to compete in a "free" market place, we should continue to seek to raise the standards of workers in those nations with which we trade. We do not think the American people are ready to lower their standards anymore to subsidize ''free'' trade. • Strongly supported the development of a fair trade policy which recognizes that the U.S. is not meant to be the dumping ground for products built to satisfy some other nation's industrial strategy. The MTD warned that if the U.S. does not act quickly, our nation's industrial base, job experience and military strength will be dangerously eroded. XII. IT CAN BE DONE! But We Must Act and We Must Act Now. ND what will happen if we continue to do nothing? More of the same. Jobs will continue to be exported overseas. Our industrial base will wither away. And our military capability? It's a paradox. We are an island nation without a merchant marine. A ''Without adequate and reliable sealift, ''says Admiral. Thomas Hayward, fo~r chkf of Naval. Operafions, "none of our mi/ita,ry plans is executable." Fifty years ago, America faced a similar dilemma. Its merchant fleet was almost non-existent. The economy was in a shambles. The international situation grew increasingly grim. Did we despair? Did we lie }o ourselves and say that everything was all right? No. We looked the problem straight in the eye. "I present to the Congress," said Franklin Delano Roosevelt in 1935, "the question of whether the United States shall have an adequate merchant marine." The answer was the Merchant Marine Act of 1936. It established a system of subsi- BAHAMAS The fear of having to count on unreliable foreign-flag ships has forced U.S. military planners to boost their cargo capacity with ships such as the one above, on permanent charter to the Navy. But these programs are no replacements for a healthy, private merchant marine. dies and promotional programs that helped revitalize the American flag merchant marine just in time for World War IL Our problems can be solved, but it will take leadership, honesty and cooperation. Government can make a difference, but only if we use it properly. 18 I LOG I February 1987 - • �- USNS Asserdve: Welcome to the Real World By Bob Borden, PAO, MSCPAC Fully equipped with her new SURT ASS electronic gear and prepared to join the fleet, the USNS Assertive (TAGOS 9) paid a brief port visit to scenic Monterey, Calif. last month. She was on her maiden voyage from Oakland to her new home in Hawaii. There was, however, no liberty for the crew while the vessel wa anchored less than a mile from shore. Instead, the ship hosted 26 students and faculty members from the Naval Postgraduate School in Monterey. They toured the SURTASS Operations Center and other parts of the ship during the three hours the Assertive was in port. One of the goals of the Naval Postgraduate School is to impress upon students the distinction between what is theoretically possible and what i actually achievable. Adjunct professor Calvin Dunlap, who coordinated the Assertive tour, believes the close-up look at one of the newest vessels in the fleet achieved that goal. ''Some of the students are tudying the principle behind the T-AGOS hip operation , and thi wa an opportunity to see what the shipboard equipment is really like and to relate what they're learning with the real thing," said Dunlap, a retired naval officer who teache an operational oceanography cour e. Students from the po tgraduate chool have visited T-AGOS hips before in Oakland during the in tallation phase of the Surveillance Towed Array Sensor System (SURTASS), :mt the January visit of the Assertive marked the first time a T-AGOS sh'p has dropped anchor in Monterey, home of the Naval Po tgraduate School since Capt. Phil Cramer of the USNS Assertive shows students from the Naval Postgraduate School how things operate from the bridge. MSCPAC to Improve Services The MSCPAC Civilian Personnel Office (CPO) is reorganizing. This move is designed to improve services to civilian marine personnel ashore on leave and to those on assignment. CPO's Al Quatsha explain that the reorganization should help the mariners who are on leave to conduct their business at the headquarter building in a more efficient manner, whether it be training, shipboard a signment or disciplinary actions. Under the Civilian Personnel Officer, P-2, who has now taken on an assistant for Special Projects, P-2B, are four divi ions: 1. Personnel Management Systems Division, P-21, headed by Inez Daneen. This division deals with the sophisticated computer sy tern in all its glory. 2. Personnal Operations Division, P-22, with Earl Bergman at the helm. This division was formerly known as the Marine Placement and Receiving Branch and wa headed by D. Dysthe. It ha combined marine crewing of ships, shore staffing and wage and cla ification dutie . 3. Employee Relations and Services Divi ion, P-23, led by D. Dy the, will continue to handle disciplinary matter , retirements and other ervices for shoreside and marine employees, as well as safety, which has been added to this division. 4. Employee Development Divi ion, P-24, continues under the direction of R. Rosemeyer. This division handled all types of training for marine per onnel as well as the damage control unit. The USNS Assertive (T-AGOS 9) lies anchored in Monterey, Calif. 1951. The school graduate 800 students per year and offers a range of curricular programs specifically tailored to impart the scientific, engineering, operational and administrative knowledge necessary to meet the professional needs of the Navy. Capt. Philip W. Cramer, Chief Mate Robert Bacon and a few RCA technicians served as tour guides for the students and faculty members during the ship's brief stay in Monterey. "I'll probably be doing this sort of thing a lot more before I get off this ship, so I might as well get started right away," joked Bacon, who led a small group down into the engineering spaces, up through the galley and up to the bridge of the 224-foot hip. Though he had only been assigned to the Assertive for Jes than a week, Bacon knew his way around the hip. He previously served one tour of duty aboard the USNS Contender, the second of the 10 T-AGOS ships built to date. Professor Dunlap, who divide his time between classroom instruction and oceanographic research, said the students and faculty told him the tour was very worthwhile. "The comments l've heard are very encouraging,'' said Dunlap, who holds graduate degrees from the Postgraduate School and Stanford University. ''The visit allowed our group to become more aware of the technology aboard our ships and to get an insight into a very successful program." Frank Mullen, who assists Professor Dunlap in environmental acoustical _,. research, added: "The chance to visit the ship was very helpful. It gives us a chance to connect teaching with the real world of operations." Within a few hours after first dropping anchor in Monterey, the USNS Assertive was underway again, prepared to put her hardware to the test in the operational realities of the "real world.'' NASSCO Wins Navy Contract National Steel and Shipbuiiding Co. (NASSCO) of San Diego, Calif. was awarded a contract from the U.S. Navy for construction of one AOE class ship. The contract, which contain separately priced option to build three additional ship , is valued at $290.9 million. The options are scheduled to be exercised in 1989, 1990 and 199 I. The total value of the contract, including the options, is approximately $1 billion. During 1987 the program will employ 400 to 500 engineer , planners, and procurement personnel, with the production schedule to begin in I 988. If all contract options are used, the program will employ an average of 1,500 people from 1988 to 1994. Contruction schedule call for the first ship to be delivered in 199 I and the fourth ship to be delivered in 1994. The AOE i a fast combat support hip capable of fleet-speed. With a cargo capacity of 150,000 barrel of fuel and 1,800 ton of munitions, the AOE will sail in upport of the fleet _.. and resupply Navy combat ships while underway. The hip will be 753 feet in length with a beam of 107 feet and a draft of 37 feet in a fully-loaded condition. - February 1987 I LOG I 19 �- Eye on L.A. (Photos by Dennis Lundy) With the assistance of a docking tug, the Pacific Escort, the President Jefferson (APL) enters Los Angeles Harbor • - - .- Richmond Collins (left), relief chief cook, and Bradford Mack, chief cook, aboard the Thompson Pass (lnterocean Management). Aboard the Brooks Range (lnterocean Management), Wilmington Patrolman Jesse Solis (left) meets with part of the ship's crew: G.T. Milabo, OS; J.K. Haines, AB; Michael and Susana Ortiz, OS; Todd Peden, AB; Sebastian P. Perdon, pumpman; Leroy Temple, AB; Charlie Edwards, bosun, and Joe "Potatoes" Pitetta, steward/baker. 20 I LOG I February 1987 - Payoff aboard the Stuyvesant brings together (I. to r.) AB/Deck Delegate Andy Anderson, Bosun Nick Nagy, Pumpman Roland Gumanas, AB Gil A. Manipon, Wilmington Rep Trevor Robertson, Chief Steward Willie J. Smith, Chief Cook Ernie Polk and GSU Wilburt Allen. M. Abobaker (left), OS, and Marshall Novack, AB, greet each other in a passageway of the Stuyvesant (Bay Tankers). �1986 Income Tax Filing Assistance Important Reminders Deduction for Charitable Contributions Generally, for 1986, you may deduct all of your qualified charitable contributions even if you do not itemize your deductions . Could You Pay Less Tax by Income Averaging? If there has been a large increase in your income this year, you may be able to pay less tax by using the income averaging method to figure your tax. Get Schedule G (Form 1040) to see if you qualify. Mailing Your Return If you received an envelope with your forms booklet, please use it. If you didn't receive an envelope, or you moved during the year, see Where To File. Envelopes with insufficient postage will be returned by the po t office. Who Should File Even if you do not have to file , you should file to get a refund if Federal income tax was withheld from any payments to you or if you can take the earned income credit. If you file for either of these reason only , you may be able to use Form 1040A. If you file only to get a refund of tax withheld , you may be able to use Form 1040EZ. When To File You should file as soon as you can after January 1, but not later than April 15 , 1987. If you file late , you may have to pay penalties and interest. If you know that you cannot file by the due date , you should ask for an extension using Form 4868, Application for Automatic Extension of Time To File U.S. Individual Income Tax Return. Note: Form 4868 does not extend the time to pay your income tax. See the insturctions for Form 4868. If you are living or traveling outside the United States and Puerto Rico on April 15, you can get an automatic 2- month extension of time to file. Just attach a statement to your return explaining the details. 1986~ You MAY Be Able to Use Form 1040EZ if: • You were single and claim only your own personal exemption. • You had only wages, alaries , and tips, and not more than $400 of interest inco • Your taxa income is less than $50,000. • You do not itemize deductions or claim any adjustments to income or tax credits. You can use Form 1040EZ to deduct certain cash charitable contribution You MAY Be Able To Use Form 1040A if: • You had income only from wages, salaries, tips, unemployment compensation, interest, or dividends. · • Your taxable income is less than $50,000. • You do not itemize deductions. You can al o u e Form 1040A to claim the deduction for a married couple when both work , the deduction for certain contributions to an Individual Retirement Arrangement (IRA) , the credit for child and dependent care expenses, and the deduction for charitable contribution . - I to e ~aseattach Copy 8 of your Forms W-2. W-2G. ¥ld W·2P hefe If you do not have aW-2 . see page4 of 12 u 1nstruct1ons 14 u Pie•~ attach check or money order here You MUST Use Form 1040 if: • Your taxable income is $50,000 or more. • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You may still use Form 1040A if you have a child and can meet the tests under Married Persons Who Live Apart. • You can be claimed as a dependent on your parents' return AND you had interest, dividend , or other unearned income of $1 ,080 or more. • You are a qualifying widow(er) with a dependent child. • You were married at the end of 1986 to a nonresident alien who had U.S. source income and who has not elected to be treated as a re ident alien . Exception: You may be able to use Form 1040A if you meet the tests under Married Persons Who Live Apart. 27 21 • You received, as a nominee, interest or dividends that actually belong to another person. • You received or paid accrued interest on securities transferred between interest payment dates. • You received any nontaxable dividends or capital gain di tribution . • You are required to fill in Part III of Schedule B for foreign accounts and foreign trusts. • You had any of the kinds of income shown on Form 1040, line l 0 through 19, 2lb , and 22 , such as taxable social security or railroad retirement benefits. Where To File If an addressed envelope came with Who Must File (Caution: Also see Other Filing Requirements below.) You must file a tax return ifyour marital status at the end of 1986 was: Single (including divorced and legally separated) Married with a dependent child (or a child whom you cannot claim as a dependent because of the rules for Children of Divorced or Separated Parents) and living apart from your spouse during the last 6 months of 1986 and your filing status is: Single or Head of hou ehold Head of household Widowed in 1984 or 1985 and not remarried in 1986 Widowed before 1984 and not remarried in 1986 and at the end of 1986 you were: under 65 65 or over and your gross income was at least: $3 ,560 $4,640 under 65 65 or over $3 ,560 $4,640 Married, joint return under 65 (both spouses) 65 or over (one spouse) 65 or over (both spouses) $5,830 $6,910 $7,990 Married , separate return any age $1,080 Married , joint return or separate return any age $1,080 Single or Head of household under 65 65 or over $3,560 $4,640 Qualifying widow(er) with dependent child under 65 65 or over $4,750 $5,830 Single or Head of household under 65 65 or over $3,560 $4,640 Married and living with your spouse at end of 1986 (or on the date your spouse died) Married, not living with your spouse at end of 1986 (or on the date your spouse died) 19 Which Form To File your return, please use it. If you do not have one, or if you moved during the year, mail your return to the Internal Revenue Service Center for the place where you live. No treet address is needed. General Information Should You Make Estimated Tax Payments for 1987? - In general , you do not have to make estimated tax payments if you expect that your 1987 Form 1040 will show a tax refund, or a tax balance due IRS of Jess than $500. If your total estimated tax (including any alternative minimum tax) is $500 or more, please get Form 1040-ES. It contains a worksheet that you can use to see if you have to make estimated tax payment . Sign Your Return Form 1040 is not considered a return unle s you sign it. Your spouse must also sign if it is a joint return. Be sure to date your return and show your occupation in the space provided. If you are filing a joint return with your deceased spouse, see Death of Taxpayer. Did You Have Someone Else Prepare Your Return? If you fill in your own return, the Paid Preparer's space should remain blank. Someone who prepares your return but does not charge you, should not sign. Generally, anyone who is paid to prepare your tax return must sign your return and fill in the other blanks in the Paid Preparer's Use Only area of your return. .... The preparer required to sign your return MUST: • Sign it, by hand, in the space provided for the preparer's signature. (Signature stamps or labels are not acceptable.) (Continued on Page 22.) February 1987 I LOG I 21 - �1986 Income Tax Filing Assistance (Continued from Page 21.) • Give you a copy of your return in addition to the copy to be filed with IRS. Penalties and Interest Interest We will charge you interest on taxes not paid by their due dat even if an extension of time to file is granted. We will also charge you interest on penalties imposed for failure to file, gross valuation overstatements, and substantial understatements of tax. Interest is charged on the penalty as of the due date of the return (including extensions) to the date of payment. Late Filing of Return - You can avoid penalties for late filing by sending in your return by the due date. The law provides a penalty of 5% of the tax due for each month, or part of a month, the return is late (maximum 25%) unless you can show reasonable cause for the delay. If you file a return late, attach a full explanation to your return. If your return is more than 60 days late, the penalty will not be less than $100 or 100% of the balance of tax due on your return, whichever is less. Late Payment of Tax Generally, the penalty for not paying tax when due is V2 of 1% of the unpaid amount for each month or part of a month it remains unpaid. The maximum penalty is 25%. The penalty applies to any unpaid tax shown on the return. It also applies to any additional tax shown on a bill that is not paid within 10 days after the date of the bill. This penalty is in addition to interest charges on late payments. Note: If you include interest or either of these penalties with your payment, identify and enter these amounts in the bottom margin of Form 1040, page 2. Do not include the interest or penalty amounts in Amount You Owe on line 67. - Penalty for Frivolous Return In addition to any other penalties, the law imposes a penalty of $500 for filing a frivolous return. A frivolous return is one which does not contain information needed to figure the correct tax or shows a substantially incorrect tax, because you take a frivolous position or desire to delay or interfere with the tax laws. This includes any alteration or striking out of the preprinted language above the space provided for your signature. Other Penalties There are also other penalties that can be imposed for negligence, substantial understatement of tax, and fraud. Get Publication 17 for details on some of the e penalties. Tax Law Changes Effective for 1987 The following information has no effect on your 1986 tax return. It is provided to give you enough time to comply with three of the many new changes included in the recently enacted Tax Reform Act of 1986. Social Security Numbers for Dependents Any person age 5 or over whom you claim as a dependent on your tax return next year must have a social security number, and that number must be shown on your 1987 return. If your dependent does not already have a social security number, the Social Security Administration will let yo now how to apply for one. Form W-4 Filing Requirement You must file a new 1987 Form W-4, Employee' Withholding Allowance Certificate, with your employer before October 1, 1987. Otherwise, Federal income taxes will be withheld from your wages as if you claimed only one withholding allowance (two withholding al- them, until the statute of limitations runs out for that return. Usually this is 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. Also keep copies of your filed tax returns as part of your records. You should keep some records longer. For example, keep property records (including those on your own home) as long as they are needed to figure the basis of the original or replacement property. For more details, get Publication 552. Corresponding With IRS Be sure to include your social security number in any correspondence with IRS. How Long Should Records Be Kept? Keep records of income, deductions, and credits shown on your return, as well as any worksheets used to figure 22 I LOG I February 1987 - Estimated Tax Payments Generally, for 1987 you should prepay, through withholding or estimated tax payments, at least 90% (previously 80%) of your 1987 tax or 100% of your 1986 tax, whichever is less. Otherwise, you may have to pay a penalty. Form 1040ES, Estimated Tax for Individuals, is used to pay estimated tax. You can get Form 1040-ES from IRS. If you want more information about these and other tax law changes effective for 1987, get Publication 553, Highlights of 1986 Tax Changes. did not remarry in 1986, you can file a joint return. You can also file a joint return if your spouse died in 1987 before filing a 1986 return. A joint return should show your spouse's 1986 income before death and your income for all of 1986. Also write ''Filing as surviving spouse'' in the area where you sign the return. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviving spouse filing a joint return with the deceased and you follow the above instructions, no other form is needed to have the refund issued to you. Requesting a Copy of Your Tax Return If you need a copy of your tax return or tax account information, use Form 4506, Request for Copy of Tax Form or Tax Account Information. Generally, there is a charge for these requests; see Form 4506. Amended Return If you file your income tax return and later become aware of any changes you must make to income, deductions, or credits, file Form 1040X, Amended U.S. Individual Income Tax Return, to change the Form 1040, 1040A, or 1040EZ you already filed. Note: If your Federal return is changed for any reason, it may affect your state income tax liability. This would include changes made as a result of an examination of your return by the IRS. Contact your state tax agency for more information. Address Change If you move after you file your return and you are expecting a refund, you should notify the post office serving your old address. Also notify the IRS Service Center where you filed your return of your address change. This will help to forward your check to your new address as soon as possible. lowances if your most recent W-4 form shows you are married). However, because of the numerous tax law changes effective for 1987, you may want to file the 1987 Form W-4 with your employer early in 1987 to make sure you have the right amount of income tax withheld from your wages. If you do this, you will meet the requirement for filing before October l, 1987. You can get the new 1987 Form W-4 from your employer. Death of Taxpayer If the taxpayer died before filing a return for 1986, the taxpayer's spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal representative can be an executor, administrator, or anyone who is in charge of the taxpayer's property. The person who files the return should write "deceased" after the deceased's name and show the date of death in the name and address space at the top of the return. Also write "DECEASED" across the top of the tax return. If the taxpayer did not have to file a return but had tax withheld, a return must be filed to get a refund. If your spouse died in 1986 and you Social Security Number. If you are married, give social security numbers for both you and your spouse whether you file joint or separate returns. If your spouse is a nonresident alien, has no income, does not have a social security number, and you file a separate return, enter "NRA" in the block for your spouse's social security number. If you and your spouse file a joint return, your spouse must get a social security number. If you don't have a social security number, please get Form SS-5 from a Social Security Administration (SSA) office. File it with your local SSA office early enough to get your number before April 15. If you do not get the number by then, file your return and enter ''Applied for'' in the block for your social security number. If you check Yes, it will not change the tax or refund shown on your return. Do not claim this amount as a credit for political contributions on line 43. Rounding Off to Whole Dollars You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. Filing Status Lines 1 through 5 Single Consider yourself single if on December 31 you were unmarried or separated from your spouse either by divorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced, or legally separated. If you were married on December 31, consider yourself married for the whole year. If you meet the tests explained on this page for Married Persons Who Live Apart, you may consider yourself single for the whole year and file as head of household. If your spouse died in 1986, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1986. Married Joint or Separate Returns? Joint Returns. Most married couples will pay less tax if they file a joint return. You must report all income, exemptions, deductions, and credits for you and your spouse. Both of you must sign the return, even if only one of you had income. You and your spouse can file a joint return even if you did not live together for the whole year. Both of you are responsible for any tax due on a joint return, so if one of you does not pay, the other may have to. Note: If you file ajoint return, you may not, after the due date of the return, choose to file separate returns for that year. If your spouse died in 1986, you can file ajoint return for 1986. You can also file a joint return if your spouse died in 1987 before filing a 1986 return. For details on how to file the joint return, see Death of Taxpayer. Tax Tip: If you decide not to file a joint return and plan to file a separate return, see if you can lower your tax by meeting the tests described on this page under Married Persons Who Live Apart. Separate Returns Presidential Election Campaign Fund You can file separate returns if both you and your spouse had income, or if only one of you had income. If you file a separate return, you each report only your own income, exemptions, deductions, and credits, and you are responsible only for the tax due on your own return. Special rules apply, however, for taxpayers who live in commuity property states. For details, get Publication 555. In most instances if you file a separate return, you will pay more Federal tax because the tax rate is higher for married persons filing separately. The following also apply: Congress established this fund to support public financing of Presidential election campaigns. You may have $1 go to the fund by checking the Yes box. On a joint return, each of you may choose to have $1 go to this fund, or each may choose not to. One may choose to have $1 go to this fund and the other may choose not to. • You cannot take the deduction for a married couple when both work. • You cannot take the credit for child and dependent care expenses in most cases. • You cannot take the earned income credit. • If you lived with your spouse at any time in 1986-a. You will have to include in income Name Change If you have changed your name because of marriage, divorce, etc., make sure you immediately notify the Social Security Administration (SSA) so the name on your tax return is the same as the name SSA has on its records. This may prevent delays in issuing your refund. �more of any unemployment compensation you received in 1986. b. You cannot take the credit for the elderly or for the permanently and totally disabled. c. You may have to includ in income up to one-half of any social security benefits (including railroad retirement benefits treated as social security) you received in 1986. • You must itemize your deductions if your spouse itemizes, even if it is not to your tax benefit to do so. If you file a eparate return , enter your spouse' s full name in the space provided on line 3 and your spouse's social security number in the block provided for that number. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemptions for your spouse. Married Persons Who Live Apart Some married persons who have a child and who do not live with their spouse may file as head of household and use tax rates that are lower than the rates for single or for married filing a separate return. This also means that if your spouse itemizes deductions, you do not have to. You may also be able to claim the earned income credit. You should check the box on line 4 for Head of household if you meet ALL 4 of the following tests. 1. You file a separate return from your spouse. 2. You paid more than half the cost to keep up your home in 1986. 3. Your spouse did not live with you at any time during the last 6 months of 1986. 4. For over 6 months of 1986, your home was the principal home of your child or stepchild whoma. you can claim a a dependent, OR b. the child's other parent claims as a dependent for Children of Divorced or Separated Parents. (Enter this child's name in the space provided on line 4.) Head of Household Tax Tip: The tax rates for a person who can meet the tests for head ofhousehold are lower than the rates for single or for married filing a separate return. You may use this filing status ONLY IF on December 31, 1986, you were unmarried (including certain married persons who live apart, as discussed above) or legally separated and meet test 1 or 2 below. 1. You paid more than half the cost of keeping up a home, which was the principal home of your father or mother whom you can claim as a dependent. OR 2. You paid more than half the cost of keeping up the home in which you lived and in which one of the following also lived for more than 6 months of the year (except for temporary absences, such as for vacation or school): a. Your unmarried child, grandchild, adopted child, or stepchild. This child does not have to be your dependent. However, your foster child must be your dependent. Note: If this child is not your dependent, you must enter the child's name in the space provided on line 4. b. Your married child , grandchild , adopted child, or stepchild. This child must be your dependent. But if your married child's other parent claims him or her as a dependent for Children of Divorced or Separated Parents, this child does not have to be your dependent. (If your child is not your dependent because of these rules , you must enter the child's name in the space provided on line 4.) c. Any other relative listed below whom you can claim as a dependent. Parent Grandparent Brother Sister Stepbrother Stepsister Sister-in-law Son-in-law Daughter-in-law, or if related by blood : Uncle Aunt Stepmother Stepfather Mother-in-law Father-in-law Brother-in-law Nephew Niece Note: See instructions for lines 6c through 6e below for the definition ofdependent. Exemptions Line 6a For Yourself You can always take one exemption for yourself. Take two exemptions if you were · d, or 65 or over. Take three exem ons if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself. You can take the extra exemption for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Line 6B • your child was under 19 at the end of 1986, or • your child was enrolled as a full-time student at a school during any 5 months of 1986, or • your child took a full-time, on-farm training course during any 5 months of 1986. (The course had to be given by a school or a state, county, or local government agency.) The school must have a regular teaching staff, a regular course of study, and a regularly enrolled body of students in attendance. A school includes: • elementary, junior, and senior high schools; • colleges and universities; and • technical trade, and mechanical schools. However, school does not include on-the-job training courses or correspondence schools. For Your Spouse You can take exemption for your spouse if you file a joint return . If you file a separate return , you can take your spouse's exemptions only if your spouse is not filing a return , had no income, and was not the dependent of someone else. Lines 6c through 6e Children and Other Dependents Line 6c. Enter the first names of your dependent children who lived with you (except for temporary absences, such as for vacation or school). Fill in the total number in the box to the right of the arrow. Line 6d. Enter the first names of your dependent children who did not live with you most of the year_ Fill in the total number in the box on the right. If you are claiming a child for Children of Divorced or Separated Parents, you must either: • attach Form 8332, Release of Claim to Exemption for Child of Divorced or Separated Parents, or similar statement, OR • check the box for pre-1985 agreements. Line 6e. Enter the full names and other information for your other dependents. Fill in the total number in the box to the right of the arrow. You can take an exemption for each person who is your dependent. 2. Support In general , you must have given over half of the dependent's support in 1986. If you file a joint return, the upport can be from you or your spouse. Even if you did not give over half of the dependent's support, you will be treated as having given over half of the support if you meet the tests for Children of Divorced or Separated Parents or Dependent Supported by Two or More Taxpayers. In figuring total support, you must include money the dependent used for his or her own support, even if thi money was not taxable (for example , gifts, savings, welfare benefits). If your child was a student, do not include amounts he or she received as scholarships. Support includes items such as food, a place to live, clothes, medical and dental care, recreation, and education. In figuring support, use the actual cost of these items. However, the cost of a place to live is figured at its fair rental value. Do not include in support items such as income and social security taxes, premiums for life insurance, or funeral expenses. If you care for a foster child, see Publication 501 for special rules that apply. Birth or Death of Dependent Examples of Income You Do Not Report You can take an exemption for a dependent who was born or who died during 1986 if he or she met the tests for a dependent while alive. Thi means that a baby who lived only a few minutes can be claimed as a dependent. Each person you claim a a dependent has to meet ALL 5 of these tests: 1. income; 2. support; 3. married dependent; 4. citizenship or residence; and 5. relationship. These test are explained below. (Do not include these amounts when you decide if you must file a return.) In general, the person must have received less than $1,080 of gross income. Gross income does not include nontaxable income, such as welfare benefits or nontaxable social security benefits. Income received by a permanently and totally disabled per on for services performed at a sheltered workshop school is generally not included in gross income for purposes of the income test. Get Publication 501 for details. Special Rules for Your Dependent Child Even if your child had income of $1,080 or more, you can claim your child as a dependent if tests 2, 3, and 4 below are met, and: The following kinds of income should be reported on Form 1040, or related forms and schedules, in addition to the types of income listed on Form 1040, lines 7 through 2lb. You may need some of the forms and schedules mentioned below. Original Issue Discount (Schedule B). Distributions from SEPs and DECs. Amounts received in place of wages, from accident and health plans (including sick pay and disability pensions) if your employer paid for the policy. Bartering income (fair market value of goods or services you received in return for your services). Business expen e reimbursements you received that are more than you spent for these expen es. Tier 2 and supplemental annuities under the Railroad Retirement Act. Life insurance proceeds from a policy you cashed in if the proceeds are more than the premium you paid. Your share of profits from S corporations (Schedule E). Endowments. Lump-sum distributions (Form 4972 or Form 5544). Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems, or other property (Schedule D or Form 4797). Gains from the sale of your personal residence (Schedule D and Form 2119). Accumulation distributions from trusts (Form 4970). Prizes and awards (contests , raffles, lottery, and gambling winnings). Earned income from source outside the United States (Form 2555). Director's fees. Fees received as an executor or administrator of an estate. Embezzled or other illegal income. 6& Line 7 Wages, Salaries, Tips, Etc. Show the total of all wages, salaries, fees, commissions, tips, bonuses, supplemental unemployment benefits, and other amounts you were paid before taxes, insurance, etc., were taken out. For information on allocated tips, get Publication 531, Reporting Income From Tips. Include in this total: Income 1. Income Examples of Income You Must Report Welfare benefits. Disability retirement payments (and other benefit ) paid by the Veterans ' Administration. Workers' compensation benefit , in urance damages, etc., for injury or sickness. Child support. Gifts, money, or other property you inherited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received because of a person's death. Interest on certain state and municipal bonds. Amounts you received from in urance because you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report as income reimbursements for normal living expenses.) Amounts an employer contributed on your behalf and benefits provided to you as an employee or the spouse or dependent of an employee, under a qualified group legal services plan. Cancellation of certain student loans where the student, under the terms of the loan, performs certain professional services for any of a broad class of employers. • The amount that should be shown in Box 10 on Form W-2. Report all wages, salaries, and tips you received, even if you do not have a Form W-2. • Tips received that you did not report to your employer. (Show any social security tax due on these tips on line 53- ee the instructions on page 15.) Note: Except for those disability pensions mentioned above, pensions shown on Form W-2P are reported on line 16 or line 17a of Form 1040. • Payments by insurance companies, etc., not included on Form W-2. If you receive sick pay or a disability payment from anyone other than your employer, and it is not included in the wages shown on Form W-2, include it on line 7. Attach a statement showing the name and address of the payer and amount of sick pay or disability income. • Fair market value of meals and living quarters if given by your employer as a matter of your choice and not for your employer's convenience. Don't report the value of meals given you at work if they were provided for your employer's convenience. Also do not report the value of living _ quarters you had to accept on your employer's business premises as a condition of employment. • Strike and lockout benefits paid by a union from union dues. Include cash and the fair market value of goods (Continued on Page 24.) February 1987 I LOG I 23 - �'I CH) ' • 1986 Tax Tips (Continued from Page 23.) received. Don't report be1 efits that were gifts. • Any amount your employer paid for your moving expenses (including the value of services furnished in kind) that is not included in Box 10 on Form W-2. Line 8 Interest Income Enter your TOT AL taxable interest income. If the total interest is more than $400, first fill in Schedule B. Report any interest you received or that was credited to your account so you could withdraw it. (It does not have to be entered in your passbook.) Interest that was credited in 1986 on deposits that you could not withdraw because of the bankruptcy or insolvency of the financial institution may not have to be included in your 1986 income. For details, get Publication 550, Investment Income and Expenses. Generally, the payer will send you a """' Form 1099-INT or, if applicable, a Form 1099-0ID for this interest. If you received, as a nominee, interest that actually belongs to someone else, see Schedule B instructions. Caution: Be sure to give each payer of interest income your correct social security number. Otherwise, the payer may have to withhold 20% of the interest. You may also be subject to penalties. For more details, get Publication 550. Examples of Interest Income You MUST Report Report interest from: • Accounts (including certificates of deposit and money market accounts) with banks, credit unions, and savings and loan associations. • Building and loan accounts. • Notes, loans, and mortgages. Special rules apply to loans with below-_market interest rates. Get Publication 525. • Tax refunds (report only the interest on them as interest income). • Bonds and debentures. Also arbitrage bonds issued by state and local governments after October 9, 1969. (Do not report interest on other state and local bonds and securities.) Also report as interest any gain on the disposition of certain market discount bonds issued to you after July 18 , 1984, to the extent of the accrued market discount. • U.S. Treasury bills, notes , and bonds. • U.S. Savings Bonds. The interest is the yearly increase in the value of the bond. Interest on Series E or EE bonds can be reported using method a orb below: a. Report the total interest when you cash the bonds , or when they reach final maturity and no longer earn interest; OR b. Each year report on your return the yearly increase of the bonds' value. If you change to method b, report the entire increase in all your bonds from the date they were issued. Each year after report only the yearly increase. Once you have used method b to report your interest, you must continue to do so for all your U.S. Savings Bonds. - Line 9a Dividends Dividends are distributions of money , stock, or other property that corporations pay to stockholders. They also include dividends you receive through a partnership, an S corporation, or an estate or trust. Payers include nominees or other agents. Generally, the payer will send you a Form 1099-DIV for these dividends. If the total dividends, including capital gain and nontaxable distributions, are more than $400, first fill in Schedule B. If you received $400 or less in dividends, include only the ordinary dividends on line 9a. 24 I LOG I February 1987 Dividends Include: • Ordinary dividends. These are paid out of earnings and profits and are ordinary income. Assume that any dividend you receive is an ordinary dividend unless the paying corporation tells you otherwise. Do Not Report as Dividends • Mutual insurance company dividends t t reduced the premiums you paid. • ounts paid on deposits or accounts from which you could withdraw your money such as mutual savings banks , cooperative banks, and credit unions. Remember to report these amounts as interest on line 8. Line 9b Dividend Exclusion You can exclude (subtract) up to $100 of qualifying dividend income. If you and your spouse file a joint return, you can subtract up to $200, regardless of which spouse received the dividends. Dividends must be from a domestic corporation to qualify for the exclusion. Dividends from mutual funds (other than money market funds) generally qualify for the exclusion. The corporation will tell you how much of the dividend qualifies. The following taxable dividends do not qualify for the exclusion. • Dividends from money market funds unless the corporation has told you how much of the dividends qualify. • Dividends from foreign corporations, including controlled foreign corporations. • Dividends from exempt organizations (charitable , fraternal, etc.) and exempt farmer ' cooperative organizations. • Dividends paid on stock held by employee stock ownership plans. Line 10 Taxable Refunds of State and Local Income Taxes If you received a refund (or credit or off et) of state or local income taxes in 1986 that you paid and deducted before 1986, you may have to report all or part of this amount as income if your itemized deduction for state and local income taxes in the year you paid the taxes resulted in a tax benefit. You may receive Form 1099-G, Statement for Recipients of Certain Government Payments , or similar statement, showing the refund. Any part of a refund of state or local income taxes paid before 1986 that you were entitled to receive in 1986 but chose to apply to your 1986 estimated state income tax is considered to have been received in 1986. Do not report the refund as income if it was for a tax you paid in a year for which you did not itemize deduction on Schedule A (Form 1040), or it was for a year in which you filed Form 1040A or Form 1040EZ. Line 11 Alimony Received Enter amounts you received as alimony or separate maintenance. You must let the person who made the payments know your social security number. If you do not provide this information to the payer, you may have to pay a $50 penalty. For more details, get Publication 504, Tax Information for Divorced or Separated Individuals. If you received payments under a divorce or separation instrument executed after 1984, see the instructions for line 29 for information on the rules that apply in determining whether these payments qualify as alimony. Line 16 Fully Taxable Pensions, IRA Distributions, and Annuities Use this line to report fully taxable pension and annuity income and regular individual retirement arrangement (IRA) distributions you receive. In general, you should receive a Form W-2P showing the amount of your pension or annuity. Also see Lump-Sum Distributions. Your pension or annuity payments are fully taxable if: • you did not contribute to the cost of your pension or annuity, or • you got back tax-free your entire cost before 1986. Fully taxable pensions and annuities also include military retirement pay shown on Form W-2P and distributions from an IRA (including premature distributions , but not rollovers). Lines 20a and 20b Unemployment Compensation Unemployment compensation (insurance) you receive may be taxable under certain conditions. By February 2, 1987, you should receive a Form 1099-G showing the total unemployment compensation paid to you during 1986. Lines 21a and 21b Social Security Benefits (and Railroad Retirement Benefits Treated as Social Security) Social security benefits you receive may be taxable in some instances. Social security benefits include any monthly benefit under title II of the Social Security Act or the part of a tier 1 railroad retirement benefit treated as a social security benefit. Social security benefits do not include any Supplemental Security Income (SSI) payments. By February 2, 1987, you should receive a Form SSA-1099 showing the total social security benefits paid to you in 1986, and the amount of any social security benefits you repaid in 1986. If you received railroad retirement benefits treated as social security , you should receive Form RRB-1099. For more information, get Publication 915, Social Security Benefits and Equivalent Railroad Retirement Benefits. Line 22 Other Income Use line 22 to report any income you can't find a place for on your return or other schedules. List the type and amount of income. For more information, see Miscellaneous Taxable Income in Publication 525, Taxable and Nontaxable Income. Caution: Do not report any income from self-employment on line 22. If you do have any income from self-employment, you must use Schedule C or Schedule F. Amounts your employer paid you for business expenses that are more than you spent for the actual business expenses should be added to the wages shown on line 7 unless they were already included on your Form W-2. Examples of income to be reported on line 22 are: • Prizes , awards , and gambling winnings. Proceeds from lotteries, raffles, etc. , are gambling winnings. You must report the full amount of your winnings on this line. You cannot offset losses against winnings and report the difference. If you had any gambling losses , you may take them as an itemized deduction on Schedule A. However, you cannot deduct more losses than the winnings you report. • Repayment of medical expenses or other items such as real estate taxes that you deducted in an earlier year if they reduced your tax. See Publication 525 for information on how to figure the amount to include in income. • Amounts you recovered on bad debts that you deducted in an earlier year. • Fees received for jury duty and precinct election board duty. Net Operating Loss. If you had a net operating loss in an earlier year to carry forward to 1986, enter it as a minus figure on line 22. Attach a statement showing how you figured the amount. Get Publication 536, Net Operating Losses and the At-Risk Limits, for more details. Adjustments to Income Line 26 Individual Retirement A"angement (IRA) Deduction You can deduct on line 26 contributions made to your IRA (including those made under a Simplified Employee Pension (SEP) plan or to a plan that accepts deductible employee contributions (DECs)). Schedule C or F filers with a SEP and partners with a SEP take the deduction on line 27. You should receive, by June 1, 1987, a statement showing contributions made to your IRA for 1986. Before you figure your IRA deduction, please note the following: • If you made contributions to your IRA in 1986 that you deducted on your 1985 Federal income tax return, do not include those contributions on your 1986 tax return. • If you made contributions to your IRA in 1987 (by April 15 , 1987) for 1986, be sure to include these contributions when you figure your IRA deduction for 1986. • If your IRA deduction on line 26 is less than your IRA contributions and you do not withdraw this excess contribution before your return is due, file Form 5329 to pay tax on the excess contribution. • If you were married and contributions were made to an IRA for your nonworking spouse for 1986, you must file a joint return for 1986 to deduct these contributions. A nonworking spouse is one who had no wages or other earned income in 1986 or one who, in 1986, chooses to be treated as having no earned income for purposes of the IRA deduction. For example, if one spou e earned only $100, a combined total ofup to $2,250 may be contributed to their IRAs. • If you were married and you and your spouse worked and you both have IRAs, figure each spouse's deduction separately. Then combine the two deductions and enter the total of the two amounts on line 26. • Do not include rollover contributions in figuring your deduction. See line 17 instructions for more details on rollover contributions. • Do not include trustee's fees that were billed separately and paid by you for your IRA. These fees can be deducted only as an itemized deduction on Schedule A. Line 29 Alimony Paid You can deduct periodic payments of alimony or separate maintenance made under a court decree. You can also deduct payments made under a written separation agreement or a decree for support. Don't deduct lump-sum cash or property settlements , voluntary payments not made under a court order or a written separation agreement, or amounts specified as child support. Line 30 Deduction for a Married Couple When Both Work You can claim a deduction if: • you are married filing a joint return , • both you and your spouse have qualified earned income. Tax Computation Line 34a You will fall into one of the three classes below: • You MUST itemize deductions, or • You choose to itemize , or • You do not itemize. The three classes are described below. �ou t You mu T Itemize Deductions t itemize deduction if: of-pocket expenses you paid to do volunteer work for a qualified organization. For more detail on what qualifies as a charitable contribution and the limits that apply to the amount that may be deducted, see the instructions for contributions on page 21. A. You can be claimed a a dependent on your parents' return and had interest, dividends, or other unearned income of $1,080 or more. Generally, this means that you must complete and attach Schedule A and co lete the worksheet on this page. However, there are two exceptions to this rule. Exception 1. You don't have to itemize deductions on Schedule A or complete the worksheet if you have earned income* of $2,480 or more if single ($1,835 or more if married filing a separate return). Enter zero (0) on line 34 a and go on to line 34b. Exception 2. You don't have to use Schedule A if you know that your earned income* is more than your itemized deductions. Instead, use the worksheet on this page after completing line 33 of Form I 040 and enter your earned income on line 3 of the worksheet. Exemptions Note: If your unearned income is less than $1,080, you don't have to use Schedule A or the worksheet-enter zero (0) on line 34a and go on to line 34b. Use the following chart to find the amount to enter on line 36. If you claimed more than 10 exemptions, multiply $1,080 by the total number of exemptions entered on line 6f. In any case, be sure to check the box below line 34a. B. You are married, filing a separate return, and your spouse itemizes deductions. Line 34b Enter your total cash contribution (including out-of-pocket expenses). If you gave cash of $3,000 or more to any one organization, on the dotted line next to thi otal show to whom and how much yo ave. Line 34c Enter your total gifts of property. If the total is more than $500, you must complete and attach Form 8283, Noncash Charitable Contributions. You Choose To Itemize You may choose to itemize your deductions if you are: • Married and filing a joint return, or a Qualifying widow(er) with dependent child, and your itemized deductions are more than $3,670. • Married and filing a separate return , and your itemized deductions are more than $1,835. • Single, or a Head of household, and your itemized deduction are more than $2 ,480. If you do itemize, complete and attach Schedule A and enter the amount from Schedule A, line 26, on Form 1040, line 34a. Caution: Certain taxpayers must itemize even though their itemized deductions are less than the amount shown above for their filing status. See "You MUST _Itemize Deductions." You Do Not Itemize If your itemized deductions are less than the amount shown above for your filing status (or you choose not to itemize), enter zero on line 34a, unless you MUST itemize as described above. Lines 34b through 34d Deduction for Charitable Contributions For 1986, you may deduct what you actually gave to qualified charitable organizations if you do not itemize your deductions on Schedule A (Form 1040). Include what you gave to , or for the use of, a qualified organization. Examples of qualified organizations are churches, United Way, and nonprofit schools and hospitals. Contributions may be in cash (keep cancelled checks, receipts, or other reliable written records showing the name of the organization and the date and amount given), property, or out- Credit for the Elderly or for the Permanently and Totally Disabled You may be able to take this credit and reduce your tax if, by the end of 1986, you were: • age 65 or over, or • under age 65, you retired on permanent and total di ability, and you had taxable disability income in 1986. Line 43 Partial Credit for Political Contributions for Which You Have Receipts You may take a tax credit on this line for contributions to candidates for public office and to newsletter funds and political committees of candidates and elected public officials. Line 36 Note: You cannot deduct political contributions as charitable contributions. If the number on Form 1040, line 6f, is: On Form 1040, line 36, enter: l $1,080 2 3 4 C. You file Form 4563 to exclude income from sources in U.S. pos essions. (For details, get Publication 570, Tax Guide for U.S. Citizens Employed in U.S. Possessions.) D. You had dual status as a nonresident alien for part of 1986, and during the rest of the year you were either a resident alien or a U.S. citizen. However, you do not have to itemize if you file ajoint return with your spouse who was . . citizen or resident at the e of 1986 and you and your spouse agree to be taxed on your combined worldwide income. Line 42 5 6 7 8 9 10 2,160 3,240 4.320 5,400 6,480 7,560 8,640 9,720 10,800 Line 38 Tax To figure your tax, u e one of the following methods. Tax Rate Schedules You must use the Tax Rate Schedules to figure your tax if your taxable income is $50,000 or more. Also use the Tax Rate Schedules if you use Schedule G, Income Averaging, to figure your tax. You may pay less tax by using this method if there has been a large increase in your income this year. In some cases, you may benefit even if your 1986 income did not increase substantially. This will depend on the amount of your taxable income in the three ba e years ( 19831985). Get Schedule G to see if you qualify. Line 44 Mortgage Interest Credit. You may be able to take a credit for part of the interest you paid on your home mortgage if you were issued a mortgage credit certificate by a state or local government under a qualified mortgage credit certificate program to buy , rehabilitate, or make improvements to your principal residence. Use Form 8396, Mortgage Interest Credit, to figure the credit. Include the amount of the credit in your total for line 44. On the dotted line next to this total, write "MIC" (mortgage interest credit) and show the amount. Line 53 Social, Security Tax on Tip Income Not Reported to Employer If you received tips of $20 or more in any month and you did not report the full amount to your employer, you must pay the social security or railroad retirement tax on the unreported tips. o figure the amount of social ecurity tax on unreported tips, complete Form 4137 and attach it to your Form 1040. Enter the tax on this line. Be sure all your tips are reported as income on Form 1040, line 7. You may be charged a penalty equal to 50% of the social security tax due on tips you received and did not report to your employer. Payments Line 56 Total Federal Income Tax Withheld Tax Table If neither of the above conditions applies to you, you MUST use the Tax Table to find your tax. Be sure you use the correct column in the Tax Table. After you have found the correct tax, enter that amount on line 38. There is an example at the beginning of the table to help you find the correct tax. Add the amounts shown as Federal income tax withheld on your Forms W2, W-2G, W-2P, and 1099-R. Enter the total on line 56. The amount of Federal income tax withheld should be shown in Box 9 of Form W-2, Box 2 of Form W-2G, Box 11 of Form W-2P, and Box 4 of Form 1099-R. If line 56 includes amounts withheld as shown on Form 1099-R, on the dotted line to the left of line 56, write "Form 1099-R." Credits Line 41 Sign Your Return Credit for Child and Dependent Care Expenses Form 1040 is not considered a return unless your sign it. Your spouse must also sign if it is a joint return. If you are filing a joint return with your deceased spouse, see Death of Taxpayer. You may be able to take a credit on line 41 for payments you made for child and disabled dependent care while you (and your pouse if you were married) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 15 or your dependent or pouse who could not care for himself or herself. U e Form 2441 to figure the amount of any credit. Please ee Form 2441 for more information, including special rules for divorced or separated parents and certain employment taxes for which you may be liable. Instructions for Schedule A Itemized Deductions Purpose of Schedule Some taxpayers must itemize their deductions and some should itemize becau e they will save money. See You MUST Itemize Deductions and You Choose To Itemize. If you itemize, you can deduct part of your medical and dental expenses, and amounts you paid for certain taxes, interest, contributions, and other miscellaneous expenses. You may also deduct certain casualty and theft losses. These deductions are explained below. Lines 1 through 5 Medical and Dental Expenses Before you can figure your total deduction for medical and dental expenses, you must complete Form 1040 through line 33. You may deduct only that part of your medical and dental expenses that is more than 5% of your adjusted gross income on Form 1040, line 33. You should include all amounts you paid during 1986 (including amounts you paid for hospital, medical, and extra medicare (Medicare B) insurance), but do not include amounts repaid to you, or paid to anyone else, by hospital, health or accident insurance, or your employer. Get Publication 502 for information on insurance reimbursements. If you received a reimbursement of prior year medical or dental expenses in 1986, see the instructions for Form 1040, line 22. Do not reduce your 1986 expenses by thi amount. When you figure your deduction, you may include medical and dental bills you paid for: • Yourself. • Your spouse. • Your child whom you do not claim as a dependent because of the rules explained for Children of Divorced or Separated Parents. • Any person that you could have claimed as a dependent on your return if that person had not received $1,080 or more of gross income or had not filed a joint return. Example.-You provided more than half of your mother' support but may not claim her as a dependent because she received $1,080 of wages during 1986. If part of your support was the payment of her medical bills, you may include that part in your medical expenses. Note: On line 2c, list the medical expense and the amount of the expense. Enter one total in the total amount column on line 2c. Examples of Medical and Dental Payments You MAY Deduct To the extent you were not reimbursed, you may deduct what you paid for: • Medicines and drugs that required a prescription, or insulin. • Medical doctors, dentists, eye doctors, chiropractors, osteopaths, podiatrists, psychiatrists, psychologists, physical therapists, acupuncturists, and psychoanalysts (medical care only). • Medical examinations, X-ray and laboratory services, insulin treatment, and whirlpool baths your doctor ordered. • Nursing help. If you pay someone to do both nursing and housework, you may deduct only the cost of the nursing help. • Hospital care (including meals and lodging), clinic costs, and lab fees. • Medical treatment at a center for drug addicts or alcoholics. • Medical aids such as hearing aids (and batteries), false teeth, eyeglasses, contact lenses, braces, crutches, wheelchairs, guide dogs and the cost of maintaining them. • Lodging expenses (but not meals) paid while away from home to receive medical care in a hospital or a medical care facility that is related to a hospital. Do not include more than $50 a night for each eligible person. • Ambulance service and other travel costs to get medical care. If you used your own car, you may claim what you spent for gas and oil to go to and from the place you received the care; (Continued on Page 26.) February 1987 I LOG I 25 - �1986 Tax Tips received the form. In the far left margin, next to line lla, write "see attached." If you paid more mortgage interest (Continued from Page 25.) or you may claim 9 cents a mile. Add parking and tolls to the amount you claim under either method. Examples of Medical and Dental Payments You MAY NOT Deduct You may not deduct the following: • The basic cost of medicare i (Medicare A). ranee Note: If you are 65 or over and not entitled to social security benefits, you may deduct premiums you voluntarily paid for Medicare A coverage. • Life insurance or income protection policies. • The 1.45% medicare (hospital insurance benefits) tax withheld from your pay as part of the social security tax or the medicare tax paid as part of social security self-employment tax. • Nursingcareforahealthybaby. (You may qualify for the child and dependent care credit; get Form 2441.) • illegal operations or drugs. • Medicines or drugs you bought without a prescription. • Travel your doctor told you to take for rest or change. • Funeral, burial, or cremation costs. Publication 502 has a discussion of expenses that may and may not be deducted. It also explains when you may deduct capital expenditures and special care for handicapped persons. Lines 6 through 10 Taxes You MAY NOT Deduct • • • • • General sales taxes (line 8) The Optional State Sales Tax Tables show how much you may deduct for your income and family size if you did not keep detailed records. You may add to the sales tax table amount the general sales tax you paid if you bought: • A car, motorcycle, motor home, or truck. (Note: Texas charges a higher motor vehicle sales or use tax than it does for other items. Figure how much you would have paid at the general sales tax rate and enter only that amount on line Sb.) • A boat, plane, home (including mobile or prefabricated), or materials to build a new home if: a. the tax rate was the same as the general sales tax rate, and b. your sales receipt or contract shows how much tax was imposed on you and paid by you. If you kept records that show you 26 I LOG I February 1987 - on Schedule A, lines 6 through Sb (such as personal property or foreign income tax) , list the tax and the amount of tax. Ente~ one total in the total amount column on line 9. Personal property tax must be based on value alone. For example, if part of the fee you paid for the registration of your car was based on the car's value and part was based on its weight, you may deduct only the part based on value. If you paid tax to a foreign country or U.S. possession, you may want to take it as a credit instead of a deduction. Please get Publication 514, Foreign Tax Credit for U.S. Citizens and Resident Aliens. Taxes You MAY Deduct • any state and local income tax refund (or credit) you expect to receive for 1986, or • any refund of (or credit for) prioryear state and local income taxes you actually received in 1986 (see the instructions for Form 1040, line 10). es and other taxes (line 9) If you had any deductible tax not listed Taxes You Paid Real estate taxes (line 7). Include taxes that you paid on property you own that was not used for business. Publication 530, Tax Information for Owners of Homes, Condominiums, and Cooperative Apartments, explains the deductions homeowners may take. If your mortgage payments include your real estate taxes, do not take a deduction for those taxes until the year the mortgage company actually pays them to the taxing authority. - Personal property • • State and local income taxes (line 6). Include on this line state and local income taxes that were withheld from your salary and any estimated payments made. Also include payments you made in 1986 on a tax for a prior year. Do not reduce your deduction by either of the following amounts: - paid more state sales tax than the tables list, you may deduct the larger amount on line Sa. Separately show the sales tax you paid on any motor vehicle you bought in 1986 on line 8b. Include state or local selective sales or excise taxes if the rates were the same as the general sales tax rates. If you use the sales tax tables, count all available income. • Federal income tax. Social security tax. Railroad retirement tax (RRTA) . Federal excise tax on transportation, telephone, gasoline, etc. Customs duties. Federal estate and gift taxes. (However, see Miscellaneous Deductions). Windfall profit tax. (Use Schedules C or E of Form 1040 to deduct this tax.) Certain state and local taxes, including: a. Tax on gasoline. b. Car inspection fees. c. Tax on liquor, beer, wine, cigarettes, and tobacco. d. Assessments for sidewalks or other improvements to your property. e. Taxes paid for your business or profession. (Use Schedules C, E , or F of Form 1040 to deduct business taxes.) r. Tax you paid for someone else. g. License fees (marriage, driver's , dog, hunting, etc.). h. Per capita (head) tax. Lines lla through 14 Interest You Paid Include interest you paid on nonbusiness items only. than is shown on Form 1098, or similar statement, get Publication 545 to see if you can deduct the additional interest. If you can, attach a statement to your return explaining the difference and write "see attached" next to line I la. Note: If you are claiming the Mortgage Interest Credit (see instructions for Form HMO, line 44), subtract the amount shown on line 3 of Form 8396 from the total interest you paid on your home mortgage and enter the result on line lla. • Line llb. Report mortgage interest you paid to individuals on line llb. Also list this person's name and address in the space provided. Credit card and charge account interest you paid (line 12) Include on this line interest you paid on bank and other general purpose credit cards. Deduct the finance charge paid as interest if no part of it was for service charges, membership fees, loan fees , credit investigation fees, etc. Also include interest you paid on revolving charge accounts. Deduct any finance charge a retail store added if the charges are based on your monthly unpaid balance. Other Interest you paid (line 13) List each payee's name and the amount. Enter one total in the total amount column on line 13. Include on this line interest you paid on• Your personal note for money you borrowed from a bank, a credit union, or another person. • Loans on life insurance if you paid the interest in cash and you report on the cash basis. • Installment contracts on personal property, such as cars. • Taxes you paid late. Show only the interest; do not include any amount that is considered a penalty. If the tax is deductible, show it under Taxes You Paid (lines 6 through 9 of this schedule). • Loans on investment property. Report only the nonbusiness part of interest on these loans. (If our total investment interest on investment debts created after 1969 is more than $10,000 ($5,000 if married filing a separate return), you may have to complete Form 4952, Investment Interest Expense Deduction, to figure your correct deduction. Also get Publication 550, Investment Income and Expenses.) Note: Special rules apply to interest expense imputed on below-market loans. Get Publication 545. Interest You MAY Deduct Home mortgage interest (lines lla and llb). If you paid $600 or more ofinterest on your home mortgage, the recipient of this interest will generally send you a Form 1098, Mortgage Interest Statement, or similar statement, showing the total interest received during 1986. You should receive this statement by February 2, 1987. However, if you paid "points" (including loan origination fees), they will not be shown on this statement. Get Publication 545 to see if the points qualify as interest. If they do, report them on line 13. Do not include them on line I la. • Line lla. Report mortgage interest you paid directly, or indirectly, to financial institutions on line lla. If you and at least one other person (other than your spouse if you file a joint return) were liable for, and paid interest on, the mortgage, and the other person received the Form 1098, or similar statement, attach a statement to your return showing the name and address of the person who Interest You MAY NOT Deduct Do not include interest paid on your debts by others, such as mortgage interest subsidy payments made by a government agency. Also do not include the interest you paid for• Tax-exempt income. This includes interest on money you borrowed to buy or carry wholly tax-exempt securities. This also includes interest paid to purchase or carry obligations or shares, or to make deposits or other investments, to the extent any interest income received from the investment is tax-exempt. • A loan on life insurance if the interest is added to the loan and you report on the cash basis. • A debt to buy a single-premium life insurance or endowment contract. • Any kind of business transaction. (Use Schedules C, E, or F of Form 1040 to deduct business interest expenses.) Get Publication 545 for more details. Lines lSa through 18 ContributWns You Made You may deduct what you actually gave to organizations that are religious, charitable, educational, scientific, or literary in purpose. You may also deduct what you gave to organizations that work to prevent cruelty to children or animals. Examples or these organizations are: • Churches, temples, synagogues, Salvation Army, Red Cross, CARE, Goodwill Industries, United Way, Boy Scouts, Girl Scouts, Boys Club of America, etc. • Fraternal orders, if the gifts will be used for the purposes listed above. • Veterans' and certain cultural groups. • Nonprofit schools, hospitals, and organizations whose purpose is to find a cure for, or help people who have, arthritis, asthma, birth defects, cancer, cerebral palsy , cystic fibrosis , diabetes , heart disease, hemophilia, mental illness or retardation, multiple sclerosis, muscular dystrophy, tuberculosis, etc. • Federal, state, and local governments if the gifts are solely for public purposes. If you contributed to a charitable organization and also received a benefit from it, you may deduct only the amount that is more than the value of the benefit you received. If you do not know whether you may deduct what you gave to an organization, check with that organization or with IRS. Contributions You MAY Deduct Contributions may be in cash (keep cancelled checks, receipts, or other reliable written records showing the name of the organization and the date and amount given), property, or outof-pocket expenses you paid to do volunteer work for the kinds of organizations described above. If you drove to and from the volunteer work, you may take 12 cents a mile or the actual cost of gas and oil. Add parking and tolls to the amount you claim under either method. (But don't deduct any amounts that were repaid to you.) Get Publication 526, Charitable Contributions , for special rules that apply if: • your cash contributions or contributions of ordinary income property are more than 30% of Form 1040, line 33. • your gifts of capital gain property to certain organizations are more than 20% of Form 1040, line 33, or • you gave gifts of property that increased in value or gave gifts of the use of property. You MAY NOT Deduct As Contributions • Political contributions (but see instructions for Form 1040, line 43). • Dues, fees, or bills paid to country clubs, lodges, fraternal orders, or similar groups. • Cost of raffle, bingo, or lottery tickets. • Cost of tuition. • The value of your time or services. • Value of blood given to a blood bank. • The transfer of a future interest in tangible personal property (generally, until the entire interest has been transferred). • Gifts to: a. Individuals. b. Foreign organizations. c. Groups that are run for personal profit. d. Groups whose purpose is to lobby for changes in the laws. e. Civic leagues, social and sports clubs, labor unions, and chambers of commerce. Line 19 Casualty and Theft Losses Use line 19 to report casualty or theft losses of property that is not trade, �business, or rent or royalty property. Complete and attach Form 4684, Casualties and Thefts, or a similar statement to figure your loss. Enter on line 19 of Schedule A the amount of loss from Form 4684. Losses You MAY Deduct You may be able to deduct all or part of each loss caused bx heft, vandalism, fire, storm, and car, boat, and other accidents or similar cau es. You may deduct nonbusiness casualty or theft losses only to the extent thata. the amount of EACH separate casualty or theft loss is more than $100, and b. the total amount of ALL los es during the year i more than l 0% of your adjusted gross income on Form 1040, line 33. Special rules apply if you had both gains and losses from nonbusiness casualties or thefts. Get Form 4684 for details. Losses You MAY NOT Deduct • Money or property misplaced or lost. • Breakage of china, glassware, furn iture, and similar items under normal conditions. • Progressive damage to property (buildings, clothes, trees, etc.) caused by termites, moths, other insects, or disease. Lines 20 through 23 Miscellaneous Deductions Expenses You MAY Deduct Educational Expenses. Generally, you may deduct what you paid for education required by your employer, or by law or regulations, t keep your present salary or · . n general, you may also the cost of maintaining or improving skills you mu st have in your present position . You may not deduct some educational expenses. Among them are expenses for study that helps you meet minimum requirements for your job, or qualifie you to get a new job. Employee Expenses. Example of the expenses you may deduct are: • Safety Equipment, mall tool , and supplies you needed for your job. • Uniforms your employer aid you must have, and which you may not usually wear away from work. • Protective clothing, required in your ork, such as hard hats and afety shoes and glasses. • Phy ical examinations your employer aid you mu t have. • Dues to professional organizations and chambers of commerce. • Subscriptions to professional journals. • Fees to employment agencies and other costs to look for a new job in your present occupation, even if you do not get a new job. Note: If your employer reimbursed you directly or indirectly for any educational expenses or employee expenses, you must use Form 2106, Employee Business Expenses, Part I, line 5, to deduct those expenses up to the amount you were reimbursed. Also use Form 2106 to deduct any related travel or transportation expenses. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September 1985, paying off in January 1986, would have all the five months' earnings appear on his 1986 W-2 even though his actual 1986 earnings might be less than those in 1985. There are ways to minimize the impacts of this ituation. For example, while on the ship in 1985, the Seafarer undoubtedly took draws and may have sent allotment home. These can be reported as 1985 income. Unfortunately, this raises another complication . The seaman who reports these earnings in 1985 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn ' t have a W-2 for them. Furthermore , since no tax will have been withheld on these earnings in 1985, he will have to ous If you are suffering from the illness of alcohol or drug addiction, and if your life has become unmanageable, there is a way out. That way is, first, an admission to yourself that you need help and then acceptance of a simple program that has worked for many millions of people just like yourself. That program is the Twelve Steps of Alcoholics Anonymous. Simply stated, A.A. 's Twelve Steps are a group of principles, spiritual in their nature , which, if practiced as a way of life , can expel the obsession to drink and enable the sufferer to become happily and usefully whole. Step One. We admitted we were powerless over alcohol and drugs , that our lives had become unmanageable. Step Two. We came to believe that a power greater than ourselves could restore us to sanity. Step Three. We made a decision to turn our will and our lives over to the care of God , as we understood Him. STEP FOUR We made a searching and fearless moral inventory of ourselves. What follows is an excerpt from "Alcoholics Anonymous": After we took the first three steps we launched out on a course of vigorous action. This involved a personal housekeeping, which many of us had never attempted. Though our decision to stop drinking and taking drugs was a vital and crucial step, it could have little permanent effect unless at once pay the full tax on them with his return, at 11 percent or upwards, depending on his tax bracket. The earnings will show up on his 1986 W-2. The seaman then , on his 1986 return would have to explain that he had reported some of hi earning in 1985 and paid taxes on them. He would get a tax refund accordingly . In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets the refund . This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on his W-2 forms. That raises the question, is this procedure justified ? It is justified only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache . Qualified Adoption Expenses. You may be able to deduct up to $1,500 of qualified adoption expenses you paid for each child you adopt with "special needs.'' A child with special needs is one who the state determines, in connection with the Social Security Act adoption assi tance program, cannot or should not be returned to hi or her parental home, has a specific factor or condition that makes the child difficult to place, and has been the subject of an unsuccessful placement effort. Gambling Losses You may deduct gambling losses, but not more than the gambling winnings you reported on Form 1040, line 22. Expenses You MAY NOT Deduct • Political contributions (but see instructions for Form 1040, line 43). • Perso nal legal expen es. • Lost or misplaced cash or property. • Expenses fo r meals during regular or extra work hours. • The cost of entertaining frie nds. • Expenses of going to or fro m work. • Education that you need to meet mi nimum requirements for your job or that will qualify you fo r a new occupation . • Fine and penalties. • Expenses of producing tax -exempt mcome. ,. For more details, get Publication 529, Miscellaneous Deductions. Note: On line 22 list the type and amount of each expense. Enter one total in the total amount column on line 22. followed by a strenuous effort to face, and to be rid of, the things in ourselves which had been blocking us from being whole persons. Our liquor/drugs were but a symptom. So we had to get down to causes and conditions. Therefore, we started upon a personal inventory. This was Step Four. A business which takes no regular inventory usually goes broke. Taking a commercial inventory is a fact-finding and fact-facing process. It is an effort to discover the truth about the stock-in-trade-the truth about ourselves. One object is to disclose damaged or unsalable goods, to get rid of them promptly and without regret. If the owner of the business is to be successful, he cannot fool himself about values. We did exactly the same thing with our lives. We took stock honestly . . . Nothing counted but thoroughness and honesty ... If we had been thorough about our personal inventory, we had written down a lot. We have listed and analyzed our resentments. We have begun to comprehend their futility and fatality. We have commenced to see their terrible destructiveness . We have begun to learn tolerance, patience and good will towards all, even our enemies, for we look on them as sick people. We have listed the people we have hurt by our conduct, and are willing to begin to straighten out the past. ~ 'I Wish I Had Done It Sooner' Dear President Drozak, I have just completed the program at the ARC. I wanted to thank you and our Union for the opportunity the Rehab program has given me to begin my life anew. I truly appreciate what I have received. I wish I had done it sooner, but I guess it wasn't my time yet. The program is an intense one and is just what is needed for people like us to raise our level of self-esteem and become a part of lifeinstead of hiding from reality. There is so much more I could say. I just wanted to express my gratitude. Sincerely, Veronica Ercolano S.S. Constitution - - February 1987 I LOG I 27 - �.f.~ ~IFliJTu~i.il' 1 ~ 5 ~~~==========================<i•~~~~·i' ~===========.l!JTh~~~a~c&.~~M~~~~ Deep Sea Great Lakes Pensioner Arthur Ballu, 82, died Dec. 18, 1986. He joined the SIU in 1943 and sailed in the deck department. Brother Ballu walked the picket line in the 1946 General Maritime and 1947 Isthmian beefs. Ballu is survived by his widow, Gladys. He was buried at Rosehill Cemetery in New Jersey. Pensioner Joseph V. Bissonet, 78, died Jan. 12. Brother Bissonet joined the SIU in 1944 sailing in the deck department. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Brother Bissonet is survived by his nephew, Jerry L. Leslie. Burial was at sea off the Monterey, Calif. coast. Pensioner Jack Cron Brock, 66, died recently. Brother Brockjoined the SIU in the port of Lake Charles, La. in 1951. He sailed as a chief electrician. He was born in Texas and was a resident of Galveston, Texas. Surviving are his widow, Feriece; a daughter, Mera Picou of New Orlean , and his mother, Virginia of Lake Charles. Pensioner Hector M. De Jesus Sr., 63, died Dec. 28, 1986. Brother De Jesus joined the SIU in 1947 in the port of New York sailing in the steward department. He hit the bricks in the 1946 General Maritime and the _. 1947 I thmian beefs. Seafarer De Jesus was born in Puerto Rico and wa a resident of Brooklyn, N. Y. Surviving are his widow, Antonia and two sons, Hector Jr. and Louis. Pensioner Buren Damascus Elliott, 83, passed away from lung failure at home in Chesapeake, Va. on Nov. 18, 1986. Brother Elliott joined the SIU in 1945 in the port of Norfolk. He sailed as a chief electrician and hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Elliott was born in South Carolina. Cremation took place in the Lynnhaven Crematory, Virginia Beach, Va. Surviving is his widow, Amanda. Pensioner Andoni "Tony" Joseph S. Ferrara, 67, died of heart failure in the West Houston (Texa ) Medical Center on Nov. 26, 1986. Brother Ferrara joined the SIU in 1938-a charter member-in the port of New York. He sailed as a bosun. He walked the picket line in the 1946 General Maritime, 1947 Isthmian and 1948 Wall St. beefs. Born in New York, he was a resident of Hackensack, N .J. Burial was in the St. Joseph's Cemetery, Hackensack. Surviving is his widow, Carmen. Pensioner Antonio Estrada Gonzalez Jr., 90, passed away from cancer in the Metropolitan Hospital, Las Lomas, Rio Piedras, P.R. on Oct. 30, 1986. Brother Gonzalez joined the SIU in 1941 in the port of New York. He sailed as a bosun. He was on the picket line in the 1961 Greater N. Y. Harbor beef. Seafarer Gonzalez was born in Puerto Rico and was a resident of Bayamon, P.R. Interment wa in the Los Cipreses Cemetery, Bayamon. Surviving are his widow, Bonita; four sons, and a granddaughter, Yvonne Gonzalez of Hyde Park, Mass. Pensioner Jesus N. Isturis died recently. Brother Isturi joined the SIUmerged Marine Cook and Stewards Union in the port of San Francisco, Calif. He retired in 1960. Pensioner William J. McDaniels died Dec. 5, 1986. Brother McDaniel joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1971. BOOZE OR DRUG~?: Pensioner James R. McPhaul, 67, passed away Dec. 18, 1986. Brother McPhauljoined the SIU in 1939 in the port of Jacksonville, Fla. sailing in the steward department. He was on the picket line in the 1946 General Maritime beef. Seafarer McPhaul was born in Florida and was a resident of Savannah, Ga. Surviving are his widow, Norma and his father, H. McPhaul of Jacksonville. Pensioner Joseph Parks died recently. Brother Parks joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1976. Pensioner Luis Torres, 75, died Jan. 20. He joined the SIU in 1938 and sailed in the deck department. Brother Torres was active in the 1946 General Maritime, the 1947 Isthmian and the 1962 Moore-McCormick-Robin Line strikes. Torres is survived by hi widow, Carmen. Burial was at the Vega Baja Municipal Cemetery in Puerto Rico. Pensioner John Worrall, 62, died on Nov. 2, 1986. Brother Worrall joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1966 sailing as a room steward. He wa born in England and was a naturalized U.S. citizen. Seafarer Worrall was a resident of San Francisco. Surviving is his sister, Bertha Howarth of Manchester, England. Pensioner George Eric Zukas, 74, succumbed to lung failure in St. Luke's Hospital, San Francisco on Dec. 2, 1986. Brother Zukas joined the SIU in the port of New York in 1957 sailing as a FOWT. He was a former member of the SUP. Seafarer Zukas was born in Helsinki , Finland and was a naturalized U.S. citizen. He was a re ident of San Francisco. Burial was in the Woodlawn Park Cemetery, Colma, Calif. Surviving i his widow , Elvera. HELP WITJ.I 71-/EBE PROBLEMG /G AVAILABLE. CONTACT - THE A.R.C. OR YOLJR PORT AGENT 28 I LOG I February 1987 - 'Pensioner Henry D. Muzia died Nov. 26, 1986. Brother Muzia joined the Union in the port of Milwaukee, Wis. He sailed as an oiler. Muzia was a resident of Milwaukee. Surviving are his widow, Dorothea and his son, Lawrence. Pensioner John Aloysius Reardon, 75, died Dec. 10, 1986. Brother Reardon joined the Union in the port of Chicago, Ill. in 1964. He sailed as an AB aboard the SS McKee Sons (Amersand Steamship) from 1977 to 1978. Reardon was a resident of Three River , Mich. Surviving is his sister, Kay Sheldon of Three Rivers. The following SIU members have retired on pension: DEEP SEA Baltimore Hosea N. McBride Thomas G. Ryan Houston Teddy E. Aldridge Edward E. Davidson Charles T. Gaskins Travis R. Miners lb Arve Pedersen Jacksonville Autulio N. Garcia Johnny Lombardo James W. Nettles Mobile Guy Salanon New Orleans Joseph F. Adams Peter Gebbia Vincent P. Pizzitolo Richard F. Roberts New York Morgan L. Carroll Walter Karlak Felizardo T. Motus Juan Perez Anthony Tosado Philadelphia Edward A. Fahy Puerto Rico Francisco Gonzalez Rual I. Lopez San Francisco Hiroshi Shiba Richard S. Turpin Seattle Steve Boreski Robert H. Graf Alva McCullum Kenneth A. McLeod John Medvesky Shigeru Moritani Wilmington James J. Boland �AMERICAN EAGLE (Pacific Gulf Marine), January 25--Chairman Stanley Krawczynski, Secretary Robert D. Bright, Deck Delegate C.D Brown, Engine Delegate Desoucey, Educational Director C. Henley, Steward Delegate Steven Hamilton . No beefs or disputed OT reported. The $45 in the ship's fund is in the safekeeping of the bosun. The ship will pay off in New Jersey. Rumor has it that the American Eagle may then go into the shipyard for five to 10 days. The crewmembers onboard feel there should be some changes made in the Union and aboard ship. They would like to see the retirement age reduced to 62 years of age with 5,475 days sea time. They also believe that the Coast Guard should be made aware of the effects of reduced manning onboard ships. If a ship started to sink, we would all want enough men onboard to be able to lower the lifeboats into the water. Another item brought up at the meeting pertained to heat. It the ship is going to Norway next voyage, as scheduled , electric heaters will be needed by all personnel. LNG AQUARIUS (Energy Transportation Corp.), December 21-Chairman Glenn D. Miller, Secretary R. Adams. No disputed OT reported this voyage. There is $100 in the ship's fund. One man was taken off ship in Bontang due to an accident, but everything seems to be running smoothly. The educational director talked about the importance of upgrading at the Union's facilities in Piney Point, and a discussion about drugs was held-and the penalties tor their use aboard ship. AURORA (Apex Marine), December 14--Chairman Cesar Gutierrez, Secretary James Osbey, Engine Delegate C.I. Hampson. No beefs or disputed OT reported. The chairman noted that at the November meeting in the New Orleans hall, Vice President Mike acco said that he had gotten · a ew complaints from QMEDs ard ships who felt that the engineers were doing their jobs-jobs tor which they could be getting overtime. He asked that such violations be documented and passed along to him. A vote of thanks was given to the steward department for a job well done. The Aurora will head out to Texas to pick up a load bound for Haifa, Israel. COURIER (Ocean Carriers), January 18-Chairman William Lough, Secretary Rudolf Spingat, Deck Delegate Michael L. Grill, Steward Delegate Ali 0. Saleh. No beefs or disputed OT. The chairman stressed the importance of these monthly shipboard meetings to correct any real problems facing the crew. Only by knowing the problems that exist onboard ships can Nick Andrews, steward/baker aboard the SS Caguas (Puerto Rico Marine) . TO: FROM: SUBJECT: the Union act. The chairman continued, "The Union has promised me answers-maybe not the ones we want to hear, but answers. If we don't conduct our business in an orderly, logical manner, it won't get done." The captain ordered a safety meeting. He asked that er wmembers bring up any hazards or sat violations so as to make the company aware of any equipment they should send to the ship. The steward department requested clarification of extra work (cleaning the meat box, oven, range, vegetable box and galley, taking inventories, etc.). They want to know if this is included in the three hours overtime or if this is above and beyond the overtime ROBERT E. LEE (Waterman), January 4--Chairman Theodoros K. Gailas, Secretary A. Estrada, Educational Director B.F. Cooley, Deck Delegate A. Otremba, Engine Delegate William L. York. All's well in the three departments with no disputed OT or major beefs. The chairman reported that one AB quit ship in Karachi, Pakistan due to the death of his father. A replacement out of the port of New York came aboard in Madras, India, but one day later he became very sick and not fit to stand his watch for the entire day. On arrival in Chittagong , Bangladesh , the replacement was taken from the ship and sent to a hospital for medical attention and was to NOTICE: MV American Eagle Crewmembers Crewmembers who worked aboard the above-named vessel between July 1, 1985 and June 30, 1986 have additional monies due them as per the Economic Price Adjustment (EPA) . Those involved are to submit verification of employment time specified above in the form of copies of discharges or pay vouchers. Also specify your social security number and number of dependents. Direct all requests to the Contract Department, 5201 Auth Way, Camp Springs, MD 20746. offered to make up for the manning reduction in the steward department. Clarification also was requested on QMEDs working a full load-should they be called out to missing pumpmen's jobs? A suggestion was made to move the VCR into a cabinet for safety and security, and a repair list was posted. And just to keep everyone on their toes, an anti-piracy watch was mounted while in the Straits of Malacca. Next port: Subic Bay, P.I. OVERSEAS ALASKA (Maritime Overseas), December 14--Chairman F. Sellman, Secretary J. Calhoun. No disputed OT was reported, although there was a beef on the medical benefits. The ship will pay off in Marcus Hook, Pa. Everything is running smoothly. There is $241 .82 in the ship's movie fund which will be turned over to the relief steward or treasurer. A suggestion was made tor permanent jobs to be six months on, six months off. There was also a discussion of sea time. The three-man steward department onboard the Overseas Alaska is working out fairly well , and new microwave ovens have been installed. PANAMA (Sea-Land) , December 28Chairman Marvin P. Zimbro, Secretary C. Scott, Educational Director N. Komninos. No disputed OT. The last payoff of the year will take place in San Juan , P.R. on Dec. 30. Several motions were made. The first was to raise maintenance and cure to $15 per day. The second was to have a minimum of two hours call-out between midnight and 0800 hours. A request also was made to have the Union check with SeaLand to find out why the air-conditioning system does not work and why there is no heat in the rooms in cold weather. Mr. Donald B. Ganung Chief Steward Captain L. Swick Christmas Meals Voyage 069 On behalf of the officers and crew of the motor vessel Sea-La.nd Endurance, I would like to thank you, and also Chief Cook Martin Ketchem and Utility Frank Pappone, for a job well done today. I cannot give you enough credit for the work that you and your department did in preparing for today's meals. For me personally, this was the fourth consecutive Christmas at sea and my third onboard this vessel. I truly cannot remember Christmas meals at sea equal to those that you served on this day. All your shipmates, including myself, appreciate your efforts. And again, I thank you for a job well done. be repatriated to New York when fit to travel. There is $76 in the ship's fund and $256 in the movie fund. Several videotapes, however, are missing from the video library, and their return would be appreciated. A motion was made to increase the monthly pension fund payments to all members who are receiving $450/month. No one can possibly live decently on this kind of money, crewmembers stated, and still have to pay taxes on that amount. "An i c ase of at least $250/month would certainly be a great help to pay for the necessities of daily life. " Another motion requested that the present status be maintained with regard to vacation pay per month. "No concessions or any more cuts should be allowed in any future contracts. " A vote of thanks was given to the steward department, particularly for the wonderful holiday meals. One minute of silence was observed in memory of our departed brothers and sisters. Next ports: Port Suez and Port Said, Egypt, followed by payoff in Norfolk, Va. USNS WYMAN (LSC Marine), December 8-Chairman Edward A. Dabney, Secretary Carl J. Brown. This meeting was called to resolve a dispute pertaining to the year-end payoff and the withholding of airfare from members' pay. A motion was made to send a Telex to headquarters with regard to the dispute; all present were in favor. The chairman noted that a new TV came aboard in Barbados and that Capt. Fisher from LSC was also present and was able to clear up a lot of the dark areas that exist between licensed and unlicensed personnel. WILLIAM B. BAUGH (Maersk), January 15-Chairman Edwin Rivera, Secretary Joseph Delise, Steward Delegate Gary N. Lackey. No disputed OT. The deck department is running very smoothly, although there are problems in the steward department. First of all , a request was made that the steward department receive some sort of guidelines on the contract. At present they have nothing to go by. It also was noted that all steward/bakers on Maersk Line ships are getting three hours overtime per day for baking-except the steward/ baker on the Baugh. The crew feels he is handling his job very well under the circumstances and that this discrepancy be .... rectified. A request also was made for additional training for all stewards arriving Diego Garcia with regard to stores, codes and bookwork. It was felt they should be briefed at the company office prior to departure for Diego Garcia. Official ships minutes also were received from the following vessels: ADONIS ARION GUS W. DARNELL Personals Jack Linch Please contact Frank Cannella at 500 Brown St., Apt. 502, Duryea, Pa. 18642, or call collect at (717) 452-2766. Fadel (Ali) H. Ghaleb Please let me know how I can contact you. M. (Fred) Leuschner, Seamen's Church Institute, 50 Broadway, New York, N.Y. 10005. Eddie Puchalski Your mother is ill. Please con- -.. tact your sister Stella at 5115 Oak Circle, Moriches , N.Y. 11955. Tel. (516) 878-6023. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ... . ... . .... . .Mond ay, March 2 . ....... ... ..... .... 10:30 a.m . New York .. . . . ....... . . .Tue sday, March 3 . . . . .. . .. . .... . ... . . 10:30 a.m . Philadelphia .. . . . ......... Wedne day , March 4 . .. .... . .... ..... 10:30 a.m . Baltimore ... . .. . .. . . . . .. .Thursday, March 5 .... . ......... ... . . 10:30 a.m . Norfolk . . . . . .... .. .. . ... Thur da y, March 5 ........... . .. . ... . 10:30 a.m . Jacksonville . . . . . ..... . . . .Thursday, March 5 ... . . ... . .. . .. ... . . 10:30 a.m . Algonac ..... .... .. . ..... Friday , March 6 . .... .. . .. ... . ..... . . 10:30 a.m. Houston ... . .. . . .. .... . .. Monday , March 9 . . . .. . . . . .. .. .. ... . . 10:30 a.m. New Orleans ..... . ... . ... Tuesday, March 10 ..... ... ........ ... 10:30 a.m. Mobile . .. . . . ... ... ... . .. Wednesday, March I 1 .... . ........ . . . 10:30 a.m . San Francisco .... . ...... .Thur day , March 12 ..... .... . .. .. . ... 10:30 a .m. Wilmington . ... . .. .... ... Monday , March 16 . ...... . ... . .. ..... 10:30 a .m. Seattle . .. .. .. ... . ... . ... Friday , March 20 ... . ... . . . . . ........ 10:30 a.m. San Juan . ... .... .. ...... Thursday , March 5 . . . .... . . .. .. .. .. .. 10:30 a.m . St. Loui ........ . ....... Friday , March 13 ...... .. .. . .... . .... 10:30 a.m. Honolulu ... . .... . ....... Thursday , March 12 .................. 10:30 a.m. Duluth . ................. Wednesday, March I 1 . ... .. . .. .. ..... 10:30 a.m . Jer ey City .. . ............ Wedne day , March 18 ..... . .... . ... . . 10:30 a.m. .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111111111~ February 1987 I LOG I 29 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JAN. 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus " Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 0 22 0 Algonac .... . ... .... .. . .. . . . . Port 0 0 0 26 0 10 0 6 ENGINE DEPARTMENT Algonac ........ .. .. . . . . . . . . . 0 0 9 0 Port 0 0 STEWARD DEPARTMENT Algonac .... ........... . .... . 0 5 0 0 0 HEADQUARTERS ENTRY DEPARTMENT Port Algonac .. . . . ... ......... ... . 42 0 0 1 0 0 0 0 0 Totals All Departments . ...... . 78 3 0 0 0 *" Total Registered " means the number of men who actually registered for shipping at the port last month. **" Registered on the Beach " means the total number of men registered at the port at the end of last month. 48 3 90 6 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 Dispatchers Report for Deep Sea - JAN. 1-31, 1987 Port Gloucester ............... New York .. .. . ....... . .. Philadelphia ... . ..... . . . .. Baltimore ............... Norfolk . ... ............. Mobile ...... . .......... New Orleans Jacksonville . : : : : : : : : : : : : : San Francisco ............. Wilmington ... .. .. . ...... Seattle ................. Puerto Rico . ......... . ... Honolulu ............... . Houston . ............... St. Louis ................ Piney Point .............. Totals . . .... . .. . ....... Port Gloucester . . ............. New York . ... . .. . ....... Philadelphia .............. Baltimore . ... . .... . ..... Norfolk . ................ Mobile ... .............. New Orleans .... . ........ Jacksonville . .... . .. .. .. .. San Francisco . . . ......... . Wilmington ........... .. . Seattle ......... . . . . . . . . Puerto Rico ...... . ....... Honolulu .. .. . ... ..... . . . Houston ....... .. ...... . St. Louis ................ Piney Point ..... .. .... . .. Totals ....... .. . . ..... . Port Gloucester ....... . ... . . . . New York .. .......... . . . Philadelphia .. ... ... .. . .. . Baltimore .. ..... . .. . .... Norfolk . ................ Mobile ... .. ......... . . . New Orleans . .......... . . Jacksonville ... . . ... ...... San Francisco ... . ....... .. Wilmington . . ..... . .. . . . . Seattle . .. . . .......... . . Puerto Rico . . ............ Honolulu .............. . . Houston ......... . .... .. St. Louis ... ............. Piney Point ...... . ....... Totals ................. *TOTAL REGISTERED All Groups Class A Class 8 Class C 1 45 4 2 9 14 41 32 32 16 44 16 9 29 0 4 298 0 32 2 5 3 7 25 23 16 12 25 10 6 27 0 3 2 14 0 2 4 4 5 9 11 4 8 0 20 4 0 2 89 1 9 1 2 5 2 6 4 5 2 10 1 14 5 0 7 0 1 0 1 3 1 4 2 7 1 3 0 11 1 0 0 35 0 2 1 0 0 0 2 2 3 1 1 0 11 0 0 0 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 1 0 14 0 3 0 2 0 2 5 1 0 2 3 4 2 5 0 0 3 5 2 5 0 17 12 0 1 0 0 2 0 1 10 1 0 2 1 5 2 6 1 11 1 11 4 0 0 1 44 2 8 6 10 32 33 28 15 41 24 10 28 0 0 282 0 14 1 3 2 5 20 27 9 10 24 16 2 20 0 0 196 74 23 153 1 18 1 6 7 6 15 12 38 12 27 3 2 12 0 0 0 5 2 1 0 0 1 3 5 2 2 1 21 0 0 1 14 1 3 2 3 12 8 24 5 18 14 0 9 0 0 0 0 3 0 0 2 0 1 0 5 0 0 0 41 0 0 0 160 46 49 114 0 3 19 1 1 3 10 9 11 11 7 34 6 117 5 2 5 1 1 1 1 15 5 12 2 2 0 208 1 0 0 Port Gloucester ........... . . .. New York .. . . ........... Philadelphia .. . ........ . .. Baltimore . . ... .. ........ Norfolk .. . .. . . .......... Mobile ...... . .. . ....... New Orleans . .. .. .. . . .... Jacksonville ...... . ... . . . . San Francisco . ........... . Wilmington ............ . . Seattle ............. . . . . Puerto Rico . . ... ...... ... Honolulu . . . .... . ........ Houston .... . .. .. . . .. .. . St. Louis ... ... . ......... Piney Point . ... ... . ... . . . Totals .. ... . . . . . . . . . ... 159 240 266 109 Totals All Departments ... .. . 813 449 373 658 18 1 2 2 0 13 5 32 16 29 15 8 18 0 0 0 3 10 70 STEWARD DEPARTMENT 1 0 1 0 0 1 1 0 0 2 1 0 0 0 3 0 1 1 0 5 3 0 2 0 40 26 0 1 0 0 2 0 19 0 1 1 0 21 ENGINE DEPARTMENT 1 0 8 0 1 3 3 0 3 0 2 0 1 2 4 0 1 3 0 0 1 9 0 0 11 14 0 0 0 0 2 0 51 18 11 5 23 6 15 12 8 8 0 0 48 43 ENTRY DEPARTMENT 1 0 2 23 1 1 4 1 1 3 4 1 10 6 13 2 2 3 1 5 27 1 1 0 142 152 1 5 0 0 1 0 171 243 412 253 **REGISTERED ON BEACH All Groups Class A Class B Class C 2 102 6 8 15 15 74 50 69 37 53 29 9 67 0 4 2 20 1 7 5 6 9 12 15 8 12 1 20 7 0 5 1 1 1 1 4 1 9 2 13 2 1 0 8 3 0 0 56 540 130 47 0 3 1 0 1 2 1 4 1 2 2 1 8 1 0 0 0 69 2 3 7 1 0 7 3 10 5 6 6 11 3 14 7 0 5 0 2 1 0 0 0 3 3 6 2 1 0 6 0 0 0 10 9 10 61 34 34 17 38 14 9 44 0 5 27 356 88 24 0 5 1 0 34 0 0 5 7 7 41 21 81 21 44 0 7 1 1 1 1 2 6 11 3 8 1 25 1 0 4 0 1 5 1 6 2 1 1 34 6 0 0 3 6 8 20 0 3 1 0 0 0 0 1 0 7 0 1 0 28 0 0 0 63 301 72 38 0 0 0 0 0 47 5 10 2 36 4 7 3 2 9 1 0 3 1 23 4 22 3 3 1 244 2 0 0 0 0 0 0 0 0 0 0 0 0 0 6 3 28 9 80 27 48 18 9 26 0 0 10 15 9 24 12 32 11 93 11 0 7 10 0 316 276 328 146 1,513 566 437 *"Total Registered " means the number of men who actually registered for shipping at the port last month . ** " Registered on the Beach" means the total number of men registered at the port at the end of last month. - - Shipping in the month of January was down from the month of December. A total of 1,469 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,469 jobs shipped, 658 jobs or about 45 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 146 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,496 jobs have been shipped. 30 I LOG I February 1987 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. O1930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave. , Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 2067 4 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Boom Bust B OOM and bust. That's how most people would describe the maritime industry. It's a pretty accurate description. For the past 100 years, the maritime industry has been like one big roller coaster. Boom during the Civil War. Bust afterwards. Boom during World War I. Bust afterwards. Boom during World War II. Bust afterwards. Seamen who make a living in this industry accept this as part of the territory. After you've been around for a while, you get to know the ride like the back of your hand. It goes something like this: POINT A (top of the roller coaster}The United States is faced with a lifethreatening situation (Civil War, World War I, World War II). The Americanflag merchant marine plays a pivotal role in the effort against the enemy (runs a blockade against the Confederacy, brings troops and supplies to our Allies in Europe). Seamen suffer high casualty rates (the second highest during World War II, after the Marines), and are lauded for their heroic actions. POINT B (the car is starting to all}The war is over. Ameri n companies are tired of pa · axes and adhering afety and wage standards. to m1 ey look for a way out. They lobby Congress and the military. The government accepts their arguments and turns a blind eye to the industry (denies seamen's veteran status, enacts hip Sales Act of 1946, formulates Effective U.S. Control Doctrine). Americanowned companies document their vesunder foreign regi tries. PO the car gains speed as it proceeds downward)-Shipboard conditions and wages for eamen decline. Skilled mariners leave the industry. The number of vessels registererd under the American-flag grows smaller each year. POINT D (the car reaches bottom)Conditions for seamen become intolerable. The industry is convulsed with changes (the switch from wooden hulls to steel structures, containerization, intermodal operations). The labor movement remains divided, but tries to respond to the challenge the best way that it can. POINT E (the car starts to climb again, slowly)-Military planners become alarmed. Conditions overseas worsen. Foreign-klg vessels prove unreliable. Last minute legislation is enacted to save the industry (Merchant Marine Act of 1915, Merchant Marine Act of 1936). POINT A (you reach another peak) The United States is faced with a lifethreatening situation .... You get the picture. Right now, we are somewhere between Point D and E. The car has reached bottom (fewer than 400 are ve sels are registered under the American flag). Military planners have become alarmed (The Navy has embarked on a costly buildup of the govemmentcontrolled fleet and predicts a severe shortage of skilled mariners by the early 1990s). Conditions overseas are getting worse (the Iran-Iraq War, Central America, the Philippine ). Foreign-flag vessels have proven to be unreliable (Yom Kippur War of 1973, when the President of Liberia prohibited cargo to Israel from being carried on Americanowned but Liberian-flagged vessels). There's only one problem. The government hasn't come up with a program to revive the industry. It won't even maintain the present level of funding. It makes pious speeches about free trade. If it doesn't get its act together soon, then the ride just might be over. Letters To The E ditor 'Goals Become Reality • • • ' I would like to take this opportunity to thank the SIU, all the staff at SHLSS and you, the members, for the chance I have been given to further my education. I am attending school at the California Culinary Academy with the aid provided by the Charlie Logan Scholarship Program. It is just one of the many opportunities open to Seafarers to continue their education. Thanks to people such as Tracy Aumann, Romeo Lupinacci, Bud Adams and Joe Wall, I was able to complete my requirements for a degree from the Charles County (Md.) Community College ... and I was able to upgrade my steward department skills from third cook to chief cook. And thanks to all of the staff at SHLSS, my short-term goals became reality. The scholarship provided by the Seafarers Welfare Plan now makes my most important long-term goal a close reality. The opportunity, facilities and people at SHLSS are there for all of us. Each member should make full use of them for self improvement. For those members who can't or won't use them, they should be appreciated for the good they are accomplishing. Fraternally, Reynaldo C. Hernandez San Francisco, Calif. Prescripffon Drugs Generic vs. Brand Name Drugs By Phillip L. Polakoff, M.O. Director, Western Institute for Occupational/Environmental Sciences People who have to take prescription medication over a long period can often save a lot of money by switching from a brand name drug to a less expensive generic equivalent. You will need your doctor's cooperation to do this. Some doctors are more willing than others to make the change. But it's worth a try, and you can strengthen your case-and, incidentally, your peace of mind-by knowing something about the pharmaceutical industry and how it's regulated. The vast majority of new drugs start out on the road to stardom as compounds of ordinary generic ingredients. In the lab, they're simply known by a number. Later, they get an official generic or ''scientific'' name, also known as a nonproprietary name. This usually comes during the clinical testing phase. Then, if things are working out right, two important changes take place: The drug get a patent. It also acquires a snappy new trade name , also known as a proprietary name, and move into the bigtime-moneywise. Patients are sometimes surprised to learn that a drug can be patented like an invention. But that's a fact, and the maker can capitalize on it by marking up the price of the drug to recoup the costs of developing, testing and marketing. That protection runs approximately 17 years. During that time, the new star is promoted heavily through glos y ads in medical journals, and by the persuasive pitches of detail reps who cal1 on doctors. A a result, a physician may write a prescription for a highly-touted brand name because of familiarity, habit, even conviction that the product is superior. The brand name is u ually shorter and easier to remember. The generic equivalent is known by its long chem- ical name-hard to spell and practically impossible to pronounce. It's a lot easier to write Librium or Darvocet-N or Dilantin than chlordiazepoxide or propoxyphene napsylate or phenytoin-their generic equivalents, respectively. But, if you can overcome these hurdles to generic prescriptions, what about your health? You want good medicine, first of all. Are the generics just as good as the razzle-dazzle brand names? Will they work a well for you? Under the law, generic drugs must contain the same ingredients as their brand name counterpart , and do the same job. The FDA doe n't allow a company to ell a medicine that' 80 percent or 95 percent a effective as the original product. It's got to be identical. In the language of the trade, thi means that the generic must be ''therapeutically equivalent"-producing the same effects in the body-and "bio- logically equivalent"-having the same active ingredients, strength, and rate of absorption as its brand name counterpart. Not all brand name drugs can be pa~red off against a generic equivalent so you can buy the cheaper version. For one thing, the brand name product may still be protected from competition by its patent. Even after the patent runs out, you still may not be able to find a generic sub titute-again, for an economic reason. Maybe the market for the drug isn't large enough-say, it treats an uncommon condition or symptom and too few people need it-to attract a generic manufacturer to go into production. Mo t public libraries have books on generic drugs and the pharmaceutical business. They can help you to become a more informed consumer. You'll probably save money and, perhaps, help your doctor learn a thing or two in the process. ~ February 1987 I LOG I 31 �Boom Bust B OOM and bust. That's how most people would describe the maritime industry. It's a pretty accurate description. For the past 100 years, the maritime industry has been like one big roller coaster. Boom during the Civil War. Bust afterwards. Boom during World War I. Bust afterwards. Boom during World War II. Bust afterwards. Seamen who make a living in this industry accept this as part of the territory. After you've been around for a while, you get to know the ride like the back of your hand. It goes something like this: POINT A (top of the roller coaster)The United States is faced with a lifethreatening situation (Civil War, World War I, World War II). The Americantlag merchant marine plays a pivotal role in the effort against the enemy (runs a blockade against the Confederacy, brings troops and supplies to our Allies in Europe). Seamen suffer high casualty rates (the second highest during World War II, after the Marines), and are lauded for their heroic actions. POINT B (the car is starting to all)The war is over. Ameri an companies are tired of pa · axes and adhering to m1 afety and wage standards. ey look for a way out. They lobby Congress and the military. The government accepts their arguments and turns a blind eye to the industry (denies hi seamen's veteran status, enact Sales Act of 1946, formulates Effective U.S. Control Doctrine). Americanowned companies document their vesunder foreign regi trie . PO (the car gains speed a it proceeds downward)-Shipboard conditions and wages for eamen decline. Skilled mariners leave the industry. The number of vessels registererd under the American-flag grows smaller each year. POINT D (the car reaches bottom)Conditions for seamen become intolerable. The industry is convulsed with changes (the switch from wooden hulls to steel structures, containerization, intermodal operations). The labor movement remains divided, but tries to respond to the challenge the best way that it can. POINT E (the car starts to climb again, slowly)-Military planners become alarmed. Conditions overseas worsen. Foreign-k1g vessels prove unreliable. Last minute legislation is enacted to save the industry (Merchant Marine Act of 1915, Merchant Marine Act of 1936). POINT A (you reach another peak) The United States is faced with a lifethreatening situation .... You get the picture. Right now, we are somewhere between Point D and E. The car has reached bottom (fewer than 400 are vessels are registered under the American flag). Military planners have become alarmed (The Navy has embarked on a costly buildup of the governmentcontrolled fleet and predicts a severe shortage of skilled mariners by the early 1990s). Conditions overseas are getting worse (the Iran-Iraq War, Central America, the Philippines). Foreign-flag vessels have proven to be unreliable (Yom Kippur War of 1973, when the President of Liberia prohibited cargo to Israel from being carried on Americanowned but Liberian-flagged vessels). There's only one problem. The government hasn't come up with a program to revive the industry. It won't even maintain the present level of funding. It makes pious speeches about free trade. If it doesn't get its act together soon, then the ride just might be over. Letters To The Editor 'Goals Become Reality • • • ' I would like to take this opportunity to thank the SIU, all the staff at SHLSS and you, the members, for the chance I have been given to further my education. I am attending school at the California Culinary Academy with the aid provided by the Charlie Logan Scholarship Program. It is just one of the many opportunities open to Seafarers to continue their education. Thanks to people such as Tracy Aumann, Romeo Lupinacci, Bud Adams and Joe Wall, I was able to complete my requirements for a degree from the Charles County (Md.) Community College ... and I was able to upgrade my steward department skills from third cook to chief cook. And thanks to all of the staff at SHLSS, my short-term goals became reality. The scholarship provided by the Seafarers Welfare Plan now makes my most important long-term goal a close reality. The opportunity, facilities and people at SHLSS are there for all of us. Each member should make full use of them for self improvement. For those members who can't or won't use them, they should be appreciated for the good they are accomplishing. Fraternally, Reynaldo C. Hernandez San Francisco, Calif. Prescription Drugs Generic vs. Brand Name Drugs By Phillip L. Polakoff, M.D. Director, Western Institute for Occupational/Environmental Sciences People who have to take prescription medication over a long period can often save a lot of money by witching from a brand name drug to a less expensive generic equivalent. You will need your doctor's cooperation to do this. Some doctors are more willing than others to make the change. But it's worth a try, and you can strengthen your case-and , incidentally, your peace of mind-by knowing something about the pharmaceutical industry and how it's regulated. The vast majority of new drugs start out on the road to stardom as compounds of ordinary generic ingredients. In the lab, they're simply known by a number. Later, they get an official generic or " cientific" name, also known as a nonproprietary name. This usually comes during the clinical te ting phase. Then, if things are working out right, two important changes take place: The drug get a patent. It also acquires a snappy new trade name, also known as a proprietary name, and moves into the bigtime-moneywi e. Patients are sometimes surprised to learn that a drug can be patented like an invention. But that's a fact, and the maker can capitalize on it by marking up the price of the drug to recoup the costs of developing, testing and marketing. That protection runs approximately 17 years. During that time, the new star is promoted heavily through glos y ads in medical journals, and by the persuasive pitches of detail reps who call on doctors. A a result, a phy ician may write a prescription for a highly-touted brand name because of familiarity, habit, even conviction that the product is superior. The brand name is u ually shorter and easier to remember. The generic equivalent is known by its long chem- icaJ name-hard to spell and practically impossible to pronounce. It's a lot easier to write Librium or Darvocet-N or Dilantin than chlordiazepoxide or propoxyphene napsylate or phenytoin-their generic equivalents, respectively. But, if you can overcome the e hurdles to generic prescriptions, what about your health? You want good medicine, first of all. Are the generics just as good as the razzle-dazzle brand names? Will they work a welJ for you? Under the law, generic drugs must contain the same ingredients a their brand name counterparts, and do the same job. The FDA doe n't alJow a company to sell a medicine that' 80 percent or 95 percent a effective as the original product. It's got to be identical. In the language of the trade, thi means that the generic must be ''therapeuticaUy equivalent''-producing the same effects in the body-and "bio- logically equivalent"-having the same active ingredients, strength, and rate of absorption as its brand name counterpart. Not all brand name drugs can be pa~red off against a generic equivalent so you can buy the cheaper version. For one thing, the brand name product may still be protected from competition by its patent. Even after the patent runs out, you still may not be able to find a generic substitute-again, for an economic reason. Maybe the market for the drug isn't large enough-say, it treats an uncommon condition or symptom and too few people need it-to attract a generic manufacturer to go into production. Mo t public libraries have books on generic drug and the pharmaceutical business. They can help you to become a more informed consumer. You'll probably save money and, perhaps, help your doctor learn a thing or two in the process. February 1987 I LOG I 31 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1987 Description An account of the resource HEADLINES TRADE TOPS SIU HILL AGENDA, BILL COULD BOOST U.S. MERCHANT MARINE CDS RULE OVERTURNED HEYMAN NAMED NEW COUNSEL IRAN-IRAQ WAR ZONE, A THREAT TO WORLD SHIPPING U.S. LINES TO SELL 20 SHIPS DR. SAN FILIPPO NAMED SIU MEDICAL DIRECTOR STATE OF MARITIME IRAN-IRAQ ALF-CIO DEMOCRATIC RESPONSE NEW LEGISLATION MARITIME TRADES DEPARTMENT SEALIFT IS THE BEDROCK OF OUR NATIONAL SECURITY WHERE ARE THE SHIPS MILITARY PLANNERS ARE DISTURBED BY THE DECLINE OF THE AMERICA-FLAG WHAT HAPPENED TO SEALIFT CAPABILITY? THE U.S. MERCHANT MARINE IS THE SOURCE OF U.S. SEALIFT: WHY HAVE WE ALLOWED IT TO DECLINE? WHAT ABOUT FOREIGN-FLAG VESSELS: CAN WE COUNT ON THEM IN A NATIONAL EMERGENCY? THE “EFFECTIVE CONTROL” DOCTRINE: IT FAILS TO ADDRESS THE GROWING INSTABILITY OF MANY THIRD WORLD NATIONS. AMERICAN-OWNED FOREIGN-FLAGGED VESSELS: A MOCKERY OF THIS NATION’S LAWS. THE REAL PROBLEM: WHAT HAS HAPPENED OT THE AMERICAN-FLAG MERCHANT MARINE? THE “EFFECTIVE CONTROL” DOCTRINE: IT HAS COST THE UNITED STATES BILLIONS OF DOLLARS THE DECLINE OF THE AMERICAN FLAG MERCHANT MARINE: PART OF A LARGER PROBLEM THE AMERICAN MARITIME INDUSTRY IN THE INTERNATIONAL MARKETPLACE: THERE IS NO SUCH THING AS FREE TRADE. THIS COUNTRY’S ECONOMIC DECLINE MUST BE REVERSED: SO MUST THE DECLINE OF THE AMERICAN-FLAG MERCHANT MARINE. IT CAN BE DONE! BUT WE MUST ACT AND WE MUST ACT NOW. USNS ASSERTIVE: WELCOME TO THE REAL WORLD MSCPAC TO IMPROVE SERVICES NASSCO WINS NAVY CONTRACT GENERIC VS. BRAND NAME DRUGS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 2 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/ef7a4c4d6cf2016a680b3ca89bc2fc1b.pdf 7db044d1f1d7d8bdca580ae04fe68ad9 PDF Text Text Official Publication of the Seafarers International Union• Atlanti� GuU, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. J March 1987 Presidential Hopefuls Seek Maritime Support see pages s-10 ���\�E fA>� Former U.S. Senator Gary Hart, campaign­ Presidential candidate Rep. Richard Gephardt told the MTD that the United States must insist on foreign trade rules that are fair, and must put teeth into a fair trade policy. ing for the presidency, told the MTD meeting that he supports their efforts to build up the U.S. merchant marine, and to assure a strong shipbuilding capability. On trade policy, he Senator Joseph Biden told the MTD meeting that we are proposed a five-year program to make U.S. getting our brains beaten out on the trade front. "I don't want this nation to compete," he said. "I want to win." industry competitive. �e_onsor Drozak Urges Trade Reform Auto Carnage 8111 Gains Wide House Support Dems and GOP • • Almost 2.5 million automobiles will N.Y.), chairman of the Merchant Ma­ be shipped from Japan and Korea to rine Subcommittee, Rep. Bob Davis the United States in 1987. Virtually (R-Mich.) and Rep. Norman Lent (R­ none will arrive in the states aboard a U.S.-ftag ship. New legislation intro­ the committee and subcommittee. duced in the House this month may N. Y.), ranking minority members for "Americans are spending more than H.R. 1364 would require that Amer­ $10 billion a year on these cars. Part of that $10 billion covers transporta­ ican ships carry an equal number of tion costs. But while the American foreign-made cars as they do the ships of the country which manufactured public pays for that cost, the U.S.-ftag fleet is shut out of the market. We open up that market. the automobiles. While Japan with its have no access to it," said SIU Pres­ established auto industry and South Korea with its rapidly growing indus­ ident Frank Drozak. Last year after an identical bill was try will supply the largest number of introduced, Japanese car companies cars for U.S. import, the bill would came to terms with four U.S. shipping apply to other countries. lines to carry cars to the U.S. But that only covers a small number of cars. See Page 13 for a Full Rundown on the S/U's Washington Activity ''This bill will revive and invigorate our sagging merchant marine," Jones said, "and provide obvious benefits to our national security and economic well-being. The military establishment has long heralded the advantages of roll-on/roll-off ships for use in areas without sophisticated shoreside equip­ ment necessary to service a contain­ ership.'' The bill, introduced by Rep. Walter Drozak said that the SIU supports B. Jones (D-N .C.), chairman of Mer­ the bill because "it will give us a fair chant Marine and Fisheries Commit­ shot at this business and there is a lot tee, is cosponsored by 53 House mem­ of it." bers including Rep. Mario Biaggi (D- No hearing date has been set. SIU President Frank Drozak threw the Union's support behind three bills to open up world trade to American-flag shipping at a recent bearing before the House Merchant Marine Subcommittee (see page 3). Inside: Atlantic Storm Kills 21 on Bulker and Trawler Page 3 Howard Schulman, SIU Counsel, Retires Page 4 Shipping Great C.C. Wei Dies at 72 Special SHLSS Section, Meeting Changing Needs Page 14 Pages 15-34 ... --------------------------�------------- �President's Report NMU, nothing has been accomplished. Instead, we meetings. Since I was taught by Harry Lundeberg see our industry become smaller and smaller each and Paul Hall to lay out the facts and "tell it like it year, and our memberships decline past the point is," let me remind you of what happened, and of no return. There are many reasons, and I will present the highlights of the facts to refresh your not go into them. I do, however, want the record memory. The SIU A&G/NMU merger discussions began set straight about our position. Our industry has continued to decline because by Frank Drozak During the : -.._...__ several past months have there been mors ru­ floating around the mar­ itime industry about maritime labor union mer­ gers and some of us haven't accepted the fact that our began by outlining the structures of our respective industry, maritime laws, and the rules we must unions, and committees were formed governing follow have changed. Since the early 1960s, auto­ welfare, pensions, vacations, hiring halls, jobs, mation and high technology have taken a toll on shipping rules and contracts, finances, properties, maritime employment. Rather than accept those etc. I explained to the NMU that I could only speak changes, some of us prefer to blame others for our for the SIU-AGLIWD, and that Lundeberg, Whitey problems. What about our members? Shouldn't they Disley and you were present as observers. The be given all the facts, and not just some of the affiliates would retain their complete autonomy from facts? the International. I had no authority to speak for Brother Paul, the SIU A&G membership is on other matters. Follow­ ing is a letter SIU President Frank Drozak recently sent to SUP Pres­ ident on Monday, October 20, 1986. Shannon Wall and I Paul Dempster outlin­ ing the facts about these issues. any affiliates other than the SIU-AGLIWD. record as desiring to merge with one or all of the Shannon Wall then said that the meeting's purpose maritime unions. The SIU A&G Executive Board was to merge the seamen together, and let our other has had several joint meetings with the Sailors and affiliates be cut adrift. He also stated that the Sailors Fireman Unions to discuss mergers, the last meet­ and Firemen •·would have no choice but to come ings held in 1981 at the Sailor's Union Library in in or else," and proposed we both give up our San Francisco. The SIU A&G offered what we charters and get a new charter from the AFL-CIO. thought was a fair and reasonable proposal for I insisted that I would not give up our International merger discussion. Your Executive Board rejected and cut our affiliates adrift, that we are a family that proposal. Since then you have said privately and will remain a family. I explained that I had no that mergers are the right thing to do, but that your authority to agree to such a proposal, and that our affiliates would not agree to such a proposal. I read with great interest your report to your membership, printed in the WEST COAST SAILOR, membership is not ready for it. To stir your memory of our discussions regarding mergers, I will remind you that you and I last the Sailors and the Firemen, could join with the January 23, 1987. I find it very hard to believe that discussed the prospect at a dinner meeting with new union if they wished. However, he wanted it you would make such an important report while Whitey Disley and George McCartney in Bal Har­ to be a union representing all unlicensed seamen. leaving out the most important facts. The record bour, Florida, during the MTD Executive Board If the Sailors and Firemen didn't come in, so be it. shows, Brother Paul, that each union affiliated with meetings. At that same meeting, we also discussed You and Whitey had quite a discussion over his SIUNA, AFL-CIO, has complete autonomy, sub­ the two Cunard ships, about which we disagreed. I remarks, if you remember, and it was an insult to ject to the SIONA Constitution. The SIU-AGLIWD offered the SIU Pacific District the jobs on one of all three of us. has never intetfered in the affairs of an affiliate those ships if legislation was passed to reftag the Shannon's statement at the time that our Inter­ union, nor as President of SIUNA have I ever two vessels. You rejected the offer and opposed national union is only a loose paper union had no Dear Brother Paul: Shannon Wall responded that affiliates, including intetfered in any way with an affiliate's affairs, the legislation. That is your right, but that one ship substance. The NMU dissolved their structure years unless requested by the affiliate. This letter is would have meant 500 jobs for the SIU Pacific ago. Those that didn't come under their complete intended to set the record straight and state the District and 500 jobs for the SIU A&G. In the end, control, they cut loose. The NMU today, to the facts, which you failed to do in your report to the we didn't get any jobs at all. best of our knowledge, consists of seamen, Pana­ membership about the SIU-AGLIWD. Brother Paul, I have always believed in the idea manian workers and government workers. The SIUNA has been calling for mergers for the of merger, because I believe it is in the best interest I strongly voice my position that I would never last 35 years, and has spent much of that time of all seamen that they merge into one large union. give up our International. As long as one union discussing the subject. The process began with That is why I spent several days preparing a working wished to remain, this International would support Harry Lundeberg, our first president. He believed document on a merger of all maritime unions, and it, and it would retain its autonomy for as long as that there should be one union representing unli­ requested AFL-CIO President Lane Kirkland to it desired. However, I was meeting to discuss an censed seamen and one union representing licensed send it to all of the maritime unions. After several A&G and NMU merger, not one involving the seamen. Unfortunately, it dido 't happen on his months passed, not one union had responded to International. If the A&G and NMU could merge, watch. Our second president, Paul Hall, had the same belief: that a merger was in the best interest of all President Kirkland's letter. Obviously, there was they would become an affiliate of our International. no interest at this time from the maritime unions in As long as I was President of the SIUNA, I would merger. never dissolve our International, nor give up its seamen. He spent the last ten years of his life Late last year I received word from the NMU name or the autonomy of each affiliate. I did agree, discussing mergers with the NMU, the Sailors and that they had an interest in again discussing a however, to change the name of the SIU A&G Firemen, and the MC&S. He was successful, only merger. I accepted on behalf of SIU-AGLIWD, and District to whatever name we wished it to be. The with the MC&S, the rest dido 't happen on his watch so notified you and President Disley of our interest. NMU did not agree. I was disappointed and we either. However, it was the belief of both of these I also invited both of you to attend either as both agreed to let the commitees go to work. We great leaders that if we are to have a maritime participants or observers. You both agreed to attend would meet again the next morning for further industry and jobs for our members, then unions as observers. You brought Gunnar Lundeberg, and discussions. must merge to survive. Whitey came alone. Brother Paul, since becoming President of our The following day, the NMU presented a new The meetings took place at the Harry Lundeberg approach. They proposed that we form a new union, International and President of the AGLIW District, School of Seamanship in Piney Point, Maryland, both give up our charters, and get a new charter I have spent a great part of my time, too, discussing and included the Executive Boards of the SIU A&G for seamen, SIU A&G, and NMU. All International mergers. Yet for the past eight years of merger and the NMU. Unfortunately, you left out of your affiliates, including the Sailors and Firemen, could discussions with the Sailors, the MFOW and the report to your membership what took place at those (Continued on page 47.) Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO March 1987 Vol. 49, No. 3 Executive Board Frank Drozak President <� H Joe DiGiorgio Vice President Secretary Charles Svenson Joe Sacco Mike Sacco Leon Hall Editor Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I March 1987 Angus "Red" Campbell The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Reagan Clings to 'Free Trad e Myth ' Trade Bills Gain Bipartisan Support in House, Senate refused to support several bills aimed practices and remedies which could "Free trade is a relative question . . . I can't answer that black and white. It's like asking 'is there a God­ at eliminating unfair trade practices include the requirement that some im­ true or false?,' " he said. Despite bipartisaq support on Cap­ itol Hill, the Reagan administration H.R. 1290 which establishes a sys­ tem of investigations of unfair trade which are destroying the U.S. mer­ ports be carried on U.S.-ftag ships, chant marine. and "You're opposed to legislation. H.R. 300 which address the critical Nothing is happening with negotia­ issue of cargo and bilateral trade. tions. We need some alternatives in­ SIU President Frank Drozak struck a note which was echoed by several stead of always coming here and say­ ing 'We oppose, we oppose.' . . . What subcommittee members at the hear­ are we going to do,·' Rep. Glenn ing-time is running out. Anderson (D-Calif.) asked Marad Ad­ ministrator John Gaughan at a recent Merchant Marine Subcommittee hear­ ing on unfair trade. "I've been coming up here for 25 years," he said, "and it's time to tell these countries to negotiate and re­ solve these problems or we will retal­ The subcommittee was focusing on iate. What are they going to do? Stop three bills which could bring down shipping their goods here? We're the some of the international trade barriers best market they have." examples of the various restnct10ns put on U.S. shipping companies, which licensing requirements to restrictions range from outright denial of cargo to He also admitted that in the past on equipment technology to restric­ the administration has not ·'responded tions on shoreside operations and satisfactorily'' to trade discrimination_, ground transportation. and until countries which practice such trade policies change them, fair trade will suffer. Currently the U.S., through Marad and the State Department, enter into negotiations with counties when they believe unfair trade practices are hurt­ ing U.S. steamship lines or other com­ panies. But those negotiations are usu­ ally drawn out and seldom are successful. He told the panel that the SIU sup­ ports the three pieces of legislation but offered a few suggestions to strengthen the bills. On the auto bill, he suggested that other automobile exporting nations be included. He asked that retaliatory measures be included in H.R. 1290, the unfair trade practices bill. He said it is time "to act quickly on "None of the trade barriers has been this issue. America's share of water­ removed. We're told to take our time, borne commerce continues to decline During questioning by the subcom­ be patient, meanwhile the businesses and major U.S.-ftag international ship­ mittee, Gaughan admitted that free are going down. Put some speed on ping companies are in bankruptcy. We H.R. 1364 which covers automobile trade does not really exist and that it, some pressure, will you," Rep. fear that without legislation, the U.S.­ imports from Japan and Korea (see fair trade is restricted in the interna­ Helen Bentley (R-Md.) told Gaughan. page l); tional marketplace. preventing the U.S. fleet from gaining access to cargo. The bills are: Bulker, Fishing Boat Capsized 21 Die in Atlantic Storm A U.S. Navy submarine surfaced in aboard. Because the sub was in danger the middle of a fierce Atlantic storm of swamping, it was forced to call off and rescued one crewman from a cap­ the rescue attempt. The other six in sized Philippine-flag freighter. But 18 the raft were presumed drowned. One others from the ship died. The same man remained in the raft. storm claimed the lives of three fish­ ermen when their trawler sank 60 miles off Cape May, N.J. Ihe storm, at the end of February, whipped the seas into 40-50 foot waves and damaged several other ships caught in its path. The ill-fated Filipino ship, the Balsa24, was 900 miles southeast of Cape Cod when it capsized in the fierce storm. Eighteen members of the crew were able to abandon ship, but one other drowned before he could make it to the one life raft and one lifeboat which were launched. They entered the water about 1 :30 p.m., Feb. 24 where they spent the night in the water as winds up to 100 mph and waves as high as 50 feet were generated by the storm. The first rescue vessel to reach the scene was the U.S. Navy submarine Scamp. It surfaced near the life raft which had been spotted by helicop­ ters. It tried to bring the eight from the raft onboard, but the raft over­ turned and crewmen aboard the Scamp were able to bring only one survivor About two hours later an Israeli containership, the Zim Miami, arrived on the scene and threw a line to the man in the raft. But he was apparently already dead. Another ship spotted During his testimony, Drozak gave flag fleet will not be operating in in­ ternational commerce in the future." MSC Gets Three Ships Washington, Military and SS American Draco will be used has pur­ to discharge non-self-sustaining con­ chased four U.S. flag container ships tainer ships during military deploy­ from United States Lines at a total ment operations. Sealift D.C.-The Command (MSC) cost of $6.3 million. The ships will be American Draco and American placed in the Ready Reserve Force Altair were built in 1965, are 666 where they will await conversion to feet auxiliary crane ships (T-ACS) in U.S. knots. American Builder and Ameri­ shipyards at a later date. After con­ can Banker were built in I 961, are version, SS American Altair, SS American Banker, SS American Builder long and are capable of 21 668 feet in length and can sustain 20 knots. Seafarers Plans Trustees Meet the Balsa-24' s lifeboat which had orig­ inally carried 10 crewmembers. Only two were aboard but only one alive. He was swept from the boat as he tried to secure a line tossed from the rescue ship, the Frasisi. Also in the storm, the fishing boat Dolores Marie from Wanchese, N.C. apparently sank. Debris from the boat was found, but there was no sign of the three crewmen. The Export Patriot, a Farrell Lines ship, was heavily damaged in the same storm. It reported that storm waves had smashed its bridge and that a crewman had to be lashed to a bulk­ head so he wouldn't be swept from the bridge while handling the ship's wheel. The Export Patriot was able to The Board of Trustees of the Seafarers Plans met in Dania, Fla. last month to review the status of the various plans. Heading the meeting were, from left: Carolyn Gentile, consultant on ERISA matters; Joe Di Giorgio, chairman; Carmine Bracco, secretary, and Leo Bonser, plans administrator. make it safely to port. Several other ships in the storm area reported heavy damage. Sea-Land, CSX Merger Approved The merger of Sea-Land Corp. and the conglomerate CSX Corp. was given nies. Sea-Land is valued at $1.6 billion and CSX at $4. 7 billion. the green light last month when the Interstate Commerce Commission (ICC) ruled that the two companies do not need ICC approval for the merger. Crowley Leases U.S. Lines Ships The ICC ruled that the two are not A Crowley. Maritime Corp. subsid­ competitors. This is the first merger iary, American Traasport Lines, will between an ocean shipping company lease three United States Lines ships and a railroad. CSX owns railroads, with some 27 ,000 miles of track, Amer- under a new agreement. The ships are part of USL's bankrupt fleet. The . ican Commercial Barge Lines and a ships will be leased for 15 months trucking line. Sea-Land owns a fleet each, with an option to extend the of 57 ships and two trucking compa- terms up to IO years. Company and union trustees studied reports and listened to analyses of the status of the various Seafarer plans during the two-day meeting. March 1987 I LOG I 3 �Retires After More Than 30 Years of Service SIU's Schulman Helped Make Labor History By Max Hall Howard Schulman, one of this na­ tion's top labor lawyers and a trusted suits which became commonplace af­ battles of the 1950s when he served ter Congress passed the Landrum Grif­ as general counsel to the International "I know these longshoremen," said fith Act of 1959. Longshoremen's Association, an affil­ Sam Hacker, a commissioner in the iate of the old AFL. Federal Mediation Service and a for­ giance of its membership. adviser to two SIU presidents, has ''There was a time,'' said Schulman announced his retirement after 50 years at the 1973 SIUNA Convention, "in The ILA-AFL was created in re­ mer member of the NLRB, at the 1963 in the Labor Movement. the late 1930s when the legal problems sponse to the growing corruption on SIUNA Convention."They speak very A former president of the 12,000 of trade unions were miniscule. But the New York waterfront, which was frankly to me.Had it not been for the member Labor Law Section of the gracious, what a change.I guess,like so pervasive that it threatened the battle put up by ...the Seafarers, the American Bar Association, Schulman everything else in a developing soci­ dignity and job security of everyone ILA would not be the kind of union served as general counsel for numer­ ety,we must expect that." connected with the maritime industry. that it is today." ous labor organizations, including the Seafarers An important byproduct of the ILA Union­ International beef AGLIWD,the Seafarers International was that it brought Howard Schulman to the attention of SIU Pres­ Union of North America, the Maritime ident Paul Hall. The two formed a Trades Department of the AFL-CIO, close relationship, and Schulman was the Actor's Guild,the Distillery Work­ later named general counsel for the ers,and the Leather Goods Workers. SIU-AGLIWD and the SIUNA. His association with the Labor Schulman was one of 15 lawyers Movement and the maritime industry who assisted the delegates to the 1963 dates back to his youth. In order to SIUNA Convention in drawing up a put himself through St. John's Law new constitution which laid the foun­ School, he worked during the day as dation for a stronger and more active a longshoreman. Later,when he was international. appointed a commissioner for the port Charles Heyman, who has been of New York,he found himself over­ named to replace Schulman as general seeing activities on the very same counsel for the Union,worked closely docks where he used to haul cargo. with Schulman in helping to draft lan­ As general counsel for the SIU,he guage for the new constitution. litigated hundreds of cases, some of "Howard Schulman possesses out­ which had profound consequences for standing legal abilities and total dedi­ the Labor Movement and the maritime cation and sensitivity to the needs of industry. the Labor Movement, in particular, the SIU," said Heyman."His insight He did everything possible for a law­ yer to do: participate in negotiations, and ability to solve problems is an argue before the Supreme Court, write inspiration to all those who worked articles, lecture, testify before congres­ with him." sional hearings and government agen­ national maritime organizations. ''I can't think of another individual It also threatened the integrity of the the A&G District,Schulman said that entire Labor Movement and the eco­ his proudest achievement as a lawyer the interests of American seamen than was in restoring autonomy to an affil­ dent Frank Drozak, who also called the SIU, Schulman had these obser­ In addition to the work he did for today who has done more to further Howard Schulman, " said SIU Presi­ Summing up his relationship with Howard Schulman cies, and monitor the actions of inter­ iate of the SIUNA,the SIU of Canada. In the early 1960s,for the first time nomic health of the port of New York. lawyers. It is they who were elected docks,AFL President George Meany by the membership and who are ulti­ issued a charter to a new AFL Long­ mately responsible for the actions of the union. in the history of the North American shoremen' s Union, whose 'name was cated trade unionist.'' Labor Movement, a trade union was later placed under the permanent trustee­ Brotherhood of Longshoremen (IBL). protecting the jurisdictional job rights ship of the central government. of unlicensed seamen, preserving the ''The government of Canada vio­ Union's political action program and lated a basic democratic principle by changed to the International A commission consisting of five re­ leadership makes, someone who makes sure that you don't run afoul of some to act as trustees for the new union. obscure law. Increasingly today, es­ doing that,'' said Schulman.''Remem­ they included SIU President Paul Hall, standards set forth in the voluminous, ber,it wasn't a temporary trusteeship, Machinist and "A lawyer should be someone who implements the policies that the top spected labor leaders was appointed making sure that the SIU met the confusing "I feel that it is important that the Union officials set the policies, not the Alarmed by the situation on the Schulman "a good friend and a dedi­ Schulman is widely credited with vations to make: President A.J. Hayes, constantly-changing it was a permanent one, answerable Teamster President Dave Beck,AFL body of labor laws. Thanks to Schul­ not to the workers,but to the central President George Meany and Letter man's watchful eye,the SIU was able government. That's what totalitarian Carriers President William Doherty. pecially in many large companies, it is the lawyers who are calling the shots. "To me, the biggest obligation of union leadership is the mettle of lead­ to avoid costly and time-consuming states do.By winning that case,I felt After five years, the IBL voted to ership, the mettle of responsibility as litigation that would have drained its that we protected the democratic rights rejoin the ILA.Yet it was a substan­ to what each man is to do, responsi­ resources. Unlike many other labor of all trade unionists." tially different ILA-One that was bility to the membership and the in­ organizations, the SIU was able to Schulman's association with the SIU­ forced to make internal democratic dustry in which you are involved. minimize the effects of "harassment " AGLIWD dates back to the waterfront reforms in order to retain the alle- On the Stuyvesant In Alaska Most folks never get to see the beauty of Alaska, but the Alaska oil run provides hundreds of jobs for Seafar­ e rs who are well aware of the grandeur of the 49th state. On the right, AB Marshall Novack is on the deck of the tanker Stuyvesant with typi­ cal Alaska scenery in the background. On the left is pumpman Rolando Gu­ manas. 4 I LOG I March 1987 (Continued on Page 39.) �MTD. Board Meeting Feb. 12-13 Bal Harbour, Fla. MTD President Frank Drozak opens the two.-day meeting program" to return America "to its rightful role as a major of the MTD Executive Council with a call for a ''unified industrial power." Education, Health Care & American Maritime Policy Fair Trade Policy Tops Maritime's Program MTD National Field Coordinator Frank Pecquex reported on the progress of the department's legislative programs. I I I' I Bal Harbour, Fla.-The focus was on largest merchant marine fleet in the a new U.S. trade policy and a new history of mankind to a seventh-place American workers from the record national maritime policy as delegates ranking in the world,'' the MTD state­ deficit in the U.S. balance of trade. representing 43 national labor organi­ ment said. "It is imperative that our ''The marine transportation sector zations gathered here last month for fourth arm of defense, the U.S.-flag has confronted a virtually impenetra­ try have suffered along with other the annual executive board meeting of merchant marine, be injected with new ble wall of foreign promotional policies the AFL-CIO Maritime Trades De­ life and vigor." and restrictive measures which have partment. Highlighting the second day of the severely limited opportunities for U.S.­ In his keynote address to the union board's meeting were addresses by ftag vessels engaged in foreign trade,'' leaders, MTD President Frank Drozak three prospective presidential candi­ the board said. It called on the admin­ charged that the Reagan administra­ dates introduced by MTD President istration to take steps to correct these tion exported Frank Drozak-former U.S. Sen. Gary practices. America's basic industries-steel, au­ Hart (D-Colo.), Rep. Richard Gep­ tos, textiles, shipyards and maritime, hardt (D-Mo.) and Sen. Joseph Biden had systematically * * * among others-along with hundreds (D-Del.). Each outlined his positions The department contrasted Ameri­ of thousands of American workers' on issues of concern to workers, fo­ can and Soviet attitudes toward the jobs. "What we got in return," Drozak cusing particularly on the needs of the integration of merchant marine policy maritime industry. with national defense. Compared with charged, "are jobs paying $7 ,000 a Another statement by the MTD board the Soviet fleet of more than 2,500 year, and a badly eroded industrial pointed out that workers in the indus- merchant ships with global capability, base that could not respond to this (Continued on page 39.) nation's need in an emergency.'' In resolutions and urgent pleas from MTD delegates and representatives from Roman Gralewicz, president of the Sea­ farers International Union of Canada, spoke of our need to be involved in international affairs. IYI the AFL-CIO, the Maritime Trades Department forged an ''Agenda for Progress'' which called for a ''new national commitment" in the areas of health care, education and training, and jobs for American workers. * * * In a unanimous declaration, the MTD said that there needs to be a new direction in U.S. maritime policy to restore America's merchant marine to be a vital arm of the nation's defense system. In one voice, the delegates charged that the Reagan admi'nistra­ tion "has allowed sealift and shipyard capacity to erode beyond the point of safety." The decline actually extends back through many administrations, the board said. It pointed out that the Soviet Union's merchant marine, starting in 1945 with a tiny fleet of mostly U.S. lend-lease Liberty ships, has grown to more than 2,500 vessels John Perkins, AFL-CIO Political Ed­ ucation Director, said we have to con­ tinue to be involved in "gr�roots" political action. totaling over 22 million deadweight tons. "In that same time frame, the United States has moved from having the MTD Executive Secretary-Treasurer Jean lngrao reported on the successful program to educate young people from all parts of the U.S. on the vital role of the labor movement in America. March 1987 I LOG I 5 �MTD's Agenda for Progress The Maritime Trades Department acted on its "Agenda for Progress" and adopted a series of resolutions dealing with a number of economic and social issues. The resolutions which included the need for a strong U.S. A ·R·-·_':t!,� IJ. i1. 1· M·. .· . . . .. .. . -: : ·-�: . .: . . . . .. . . . · . . . . · . . .. .. . . . '.t��� . : ; . .: . . . · . · · · : . . · .. . . · •. . maritime policy are the springboard for a nationwide political action program aimed to set a new direction for America, and to encourage the lOOth Congress to begin to act on "the real needs of America: jobs, health care and education." Trade Policy As the 1 OOth Congress convenes, America continues to face one of its most endu.ring economic problems since the Great Depression: A still-growing international trade deficit which has already cost millions of American workers' jobs, contributed to a staggering budget deficit and lowered the standard of living for Americans through­ out the country. The trade deficit is a result of three primary factors: the U.S. government allowing �nrestricted imports from countries which deny workers' rights and exploit labor; the failure of our government to protect U.S. industries and American workers from unfair trade practices, and the willingness of companies in this country to export factories and jobs overseas. The U.S. government has failed to address the record­ breaking trade deficits which America has experienced over the past five years. In 1 986, the trade deficit rose to $170 billion. Instead of implementing policies to reduce the trade deficit, the administration has undertaken a series of high profile trade negotiations. .While these negotiations have a role, they do not help to reduce the present danger of these enormous trade deficits. Instead, they divert the nation's attention from the problem. America �t develop policies and quickly pass leg­ islation to solve the problem; extended negotiations are not the answer. The administration must also use the trade laws to counter the unfair policies of Japan, the European Economic Community, Brazil, Taiwan and Mexico. Although these countries will participate in so­ called market opening negotiations, they effectively keep their markets closed. American workers face increasing competition frorri many overseas businesss. This unfair competition is often attributable to working conditions that no American would tolerate. America should restrict imports or assess tariffs against the products of countries that exploit labor and do not implement minimal international workers' rights standards. American workers should not be expected to compete with foreign workers who, while oftentimes employed by subsidiaries of American corporations, do not enjoy the right to organize or bargain collectively and are therefore paid a small fraction of what American workers need to support themselves and a family. The reluctance of the administration to take action against internationally recognized unfair trade practices of other countries contributes to America's trade problem. Subsi­ dized imports from America's competitors cause jobs to be lost and factories to be closed. Once this happens, it is difficult, if not impossible, to reopen the factories and to rehire the skilled workers needed to successfully manufac­ tlire a product. America needs to respond swiftly and effectively against any and all unfair trade practices. Trade remedies must be implemented quickly and workers pro­ tected before permanent damage is done. The increasing problem of American industry utilizing America's technology and wealth to develop products or manufacturing methods, only to export the factory and lay off the workers, must be curtailed. The workers who contributed to a company's success deserve to be pro­ tected from this practice. America cannot continue to lose these jobs or allow this practice to continue because of its contribution to the already too large trade deficit. Our government must understand and accept the need for fair trade in the transportation sector. The U.S. air and maritime transport sectors have long suffered a variety of unfair trade restrictions. The marine transpor­ tation sector has confronted a virtually impenetrable wall of foreign promotional policies and restrictive measures which have severely limited opportunities for U.S.-flag vessels engaged in foreign trade. The Maritime Trades Department, AFL-CIO, calls on the administration to eliminate those foreign practices which prevent America from participating in this foreign trade. Finally, the administration in its eagerness to create an international "free trading" system must begin to provide for the workers who are the victims of this failed policy. America must provide training programs, worker reloca­ tion assistance and unemployment compensation to those workers who lose employment and therefore bear the brunt of these policies. It is unfair that only some Amer­ icans pay the price of the trade policies that open the American economy to foreign competition while keeping foreign economies free from American competition. Health Care The United States suffers from a health care crisis. Substandard serv­ ices and facilities, unaffordable costs and government indifference have combined to deprive.millions of Amer­ icans of adequate medical care. In many instances, this deprivation results simply from obstructed access to health care services. The U.S. lacks a national health care program, a du­ bious honor shared only by South Africa among industrialized nations. This protection gap is widened by the status of health insurance, which by­ passes 35 million Americans and un­ derprotects 50 million more. These numbers represent an increase in re­ cent years, as non-union employers and the federal government have scaled back funding for health care. Chronic large-scale unemployment and lack of Medicare coverage for early retirees compound the problem. Yet here, too, American businesses have been slow to adjust to change, and the United States stands nearly alone among industrialized countries. Unlike such nations as Austria, Can­ ada, Chile, Finland, West Germany, After failing to make taxation of employee benefits, including health insurance premiums, a centerpiece of its tax reform legislation, the admin­ istration is now attempting to take away workers' freedom of choice in picking health care providers. Under the guise of controlling employer costs and reducing government interfer­ ence, the Department of Health and Human Services is attempting to re­ peal a requirement that employers must offer to contribute to a health main­ tenance organization (HMO) an amount at least equal to that paid to a private insurance carrier. Finally, the upward pressure on medical costs has for many years ex­ ceeded that of the gener:al cost of living. With an annual price tag ap­ proaching $400 billion, health care costs represent an untenable burden on the nation's economy. Yet past measures, such as using a prospective basis for Medicare payments, have failed to put the brakes on inflation, and have suc­ ceeded only in encouraging hospitals to eliminate jobs and pass billions along to private benefit plans. Italy and Sweden, which offer job The Maritime Trades Depart­ ment believes that adequate medical care is a fundamental right to which all Americans are entitled. security and paid maternity and pa­ rental leave ranging from 1 8 to 52 weeks, the U.S. lacks a national policy recognizing the expanding role of women in the workplace. 61 LOG I March 1987 To ensure the health and well-being of our citizens, the MTD proposes: • Enactment of a national health care system to ensure access to basic health care services; • Extension of health care coverage to the unemployed, uninsured, under­ insured, and those denied coverage due to illness or risk of illness; • Limitation of Medicare co-pay­ ments and extension of coverage to include prescription drugs; • Extension of Medicaid coverage to poverty-stricken families and indi­ viduals; • Development of a long-term care system for the chronically ill, including both home care and nursing facilities; • Establishment of family and med­ ical leave as a minimum labor stand­ ard; • Retention of a worker's right to choose between HMO and private in­ surance coverage as part of his em­ ployment benefit package; • Provision of incentives to states to develop cost containment programs within federal guidelines, and Enactment of state-level legisla­ tion to cap hospital capital expendi­ tures, and to require health care pro­ viders to submit cost and service information to state agencies. • MTD President frank Drozak urged a ''ne opportunities" for U.S. industries to com MTD executive secretary-treasurer. The Great Lakes region is a vast national resource consisting of fertile farmland and industrial centers that together form the cornerstone of our nation's economy. This vital region has available a unique waterway sys­ tem that can efficiently transport the products of the mid-continent region to the markets of the world. This substantial trade is overwhelmingly dominated by foreign-flag vessels. The Great Lakes/St. Lawrence Sea­ way System continues to experience hardships. Seaway traffic has been cut in half since 1 979 to 37.3 million tons in 1 985. The reduction in cargoes can be attributed to declining grain exports and reduced demands for domestic iron ore. In recent years, foreign steel and iron ore imports, especially from Japan, Korea and Brazil, carried on foreign-flag ships, have supplanted Great Lakes regional iron ore supplies thereby diminishing this staple trade of the U.S.-ftag Great Lakes bulk fleet. Considering that coal, iron ore and grain account for almost 80 percent of the bulk commodities moving on the Lakes, these are significant losses in trade. Decreasing cargo over the years has resulted in a diminished and often inactive U.S.-flag fleet on the Lakes. Thirty-five years ago, there were 31 7 U.S.-flag dry bulk ships. This number has fallen to 92 bulk ships in 1 986 with over half being laid up or inactive. Approximately 30 ships in the U.S.­ flag fleet were sold or scrapped in just the last five years. Besides shrinking in size, the Great Lakes fteet is be­ coming increasingly inactive. In 1 986, over half of the U.S. Great Lakes bulk fleet was laid up while just five years ago, only 21 percent of the U.S.-flag fleet was inactive. A primary consideration for the fu­ ture of the Great Lakes is cargo and how to increase it. The MTD com­ mends the St. Lawrence Seaway De­ velopment Corporation for its recent trade promotion seminars and Euro­ pean missions in order to increase foreign trade. The addition of the Ca­ nadian delegation to the marketing program is a positive development. All avenues, including marketing strat­ egies, should be pursued to increase the amount of tonnage available to U.S.-flag operators. Further cooper­ ation between the United States and Canada to increase mutually beneficial · �National Defense and Maritime Policy ning" with a trade policy that offers "equal the world market. At right is Jean Ingrao, itime Industry trade is strongly encouraged. The Seaway system must maintain the reputation of a safe and efficient transportation option. To this end, Mel Pelfrey, vice president of MEBA- 2 and president of the Toledo Port Maritime Council, reported on the problems confronting the Great Lakes maritime industry. funds from the federal government must be appropriated in sufficient amounts to maintain and improve the waterway without excessive user fee requirements. There is a need for new locks at the Sault Sainte Marie canal. The MTD believes that the cost-shar­ ing provisions as they apply to the Great Lakes, determined by the Water Resources Development Act of 1986, are excessive. The MTD also supports the eventual elimination of all Seaway user tolls. * * * Additionally, fewer ships mean less maintenance and repair work for U.S. Great Lakes shipyards. The Maritime Trades Department continues to sup­ port the Navy's shipbuilding and con­ version program to reach the goal of a 600-ship fleet and urges that more Navy contracts are awarded to U.S. · Great Lakes shipyards in order to preserve shipyard jobs and skills. Given the staggering decline on the Great Lakes and all of its harmful ramifications, the MTD urges the administration to make every incen­ tive available to encourage new U.S.­ flag operators to enter the Great Lakes overseas trade and restore greater U.S.­ flag participation in the U.S./Canada Great Lakes/Seaway bulk cargo trade. Unknown to most Americans, there is a war at sea being waged daily against Western nations by the Soviet Union. Yet, this administration, which has been adamant in its support of national defense, has allowed sealift and shipyard capacity to erode beyond the point of safety. In truth, the blame goes back many administrations. From a tiny fleet in 1945, mostly U.S. lend­ lease Liberty ships, the Soviet mer­ chant marine has grown to over 2,500 ships totalling more than 22 million deadweight tons. In that same time frame, the United States has sunk to seventh place ranking in the world. The "maritime policy" that brought the U.S. to this dismal state is one of benign neglect. Meanwhile, the USSR and its satellite bloc nations have care­ fully crafted a maritime program de­ signed to ensure world maritime su­ periority with a geographically secure shipyard mobilization base far better than ours. Further, the types of mer­ chant ships that dominate the Soviet merchant marine are the most militar­ ily useful ships in the world. The way the Soviets achieved this maritime preeminence is worth com­ ment. Since the 1960s, Soviet bloc merchant ships, with their military features, have been working in the cross-trades of the United States and its allies. They offered shippers rates at below cost in an economic war which brought about the decline of free world fleets resulting in bank­ ruptcies of formerly sound ship oper­ ating companies and the closing of many shipyards. American and Soviet attitudes to­ ward the importance of integrating merchant marine policy with national defense shows markedly different re­ sults. Presently, the Soviet Union with its fleet of over 2,500 vessels is capable of being involved in far-reaching global conflicts. On the other hand, the United States, with a merchant fleet of fewer than 400 active vessels, is unable to sustain any prolonged involvement overseas. We so soon forget the les­ sons of history. Over the last half century, all America's overseas major military engagements-World War II, Korea and Vietnam-have required coordination of military and merchant marine capabilities. We must maintain a strong Navy composed of the right kind of ships to ensure control of the seas. But just as important, we must have the means of transporting the equipment and sup­ plies of war to the scene of the battle. Despite the claims of those who ad­ vocate airlift, the fact is that 95 percent of all dry cargo and 99 percent of all petroleum products move by sea in wartime. This country has a forward defense posture. That is, we intend to meet enemies on soil other than our own and keep the war fighting away from our shores. And yet we ignore the crucial investment in our U .S.-flag fleet that is required to deploy our forces where needed. The cost, in terms of cargo preference laws, bilat­ eral trade agreements, tax incentives to shippers of even outright subsidies, is meager when compared to alterna­ tive defense outlays. Our failing maritime industry must be articulated in terms of a national security objective so that all depart­ ments and agencies of the government will proceed with a common purpose. It is imperative that our fourth arm of defense, the U.S.-flag merchant marine, be injected with new life and vigor. Simply stated, the ultimate so­ lution is dependent upon cargo in ad­ equate quantity to support require­ ments for the requisite number and types of ships needed to sustain the nation's economic and defense needs in time of war or national emergency. This must include a shipyard mobili­ zation capacity sufficient to support wartime needs. SHIPBUILDING From a national security standpoint, a nation's shipbuilding base is one of the irreplaceable pillars on which its defense stands. This simple fact has been repeated down through the years by one administration after another. It was most recently reiterated in 1980 by President Reagan during an election campaign address before a major in­ dustry forum. At the time, President Reagan called for government involve­ ment in providing sufficient naval and commercial shipbuilding activity to maintain the industry's mobilization base. Failure to maintain a nucleus of facilities and skilled manpower, he argued, would undermine the nation's ability to meet future challenges to our security. Although a course had been charted in 1980, American shipbuilding suffi­ ciency is severely lacking. The admin­ istration has failed to promote policies and provide incentives to build a grow­ ing and viable commercial shipbuild­ ing industry. Although stating that the commercial shipyards are necessary for national security, the administra­ tion advocates foreign building privi­ leges for ship operators with operating differential subsidy contracts, the elimination of ad valorem duties levied on the foreign repair of U.S.-flag ves­ sels, the immediate eligibility of for­ eign-built, U.S.-flag vessels to carry preference cargoes, and failure to fund the construction differential subsidy program. As a result, many private sector shipyards have closed, others are tee­ tering on the brink of collapse, many vital repair facilities have been lost, and thousands of skilled workers face unemployment, or at best, underem­ ployment. In addition, the depression in the American shipbuilding industry has contributed to the continued de­ cline of allied industries throughout the nation. The steel, electronics, heavy machinery industries and equipment manufacturers which supply the basic materials have suffered as a result of the lack of work in American ship­ yards. Providing support for the domestic shipbuilding base consistent with the demands of national security is a chal­ lenge which the Maritime Trades De­ partment wholeheartedly accepts. To reverse the loss of capability and ca­ pacity of domestic shipyards, the MTD proposes that the U.S. government take the following corrective actions: • • • • • • Establish a clear requirement for shipbuiding capacity for U.S. na­ tional security; Broaden the requirements of the Jones Act to cover all maritime activity within the 200-mile Ex­ clusive Economic Zone; Initiate a government-sponsored build-and-charter program that would direct the government to build vessels to be chartered to commercial operators in peace­ time, but would be subject to Navy recall during emergencies; Fully fund the Title XI ship con­ struction loan and mortgage in­ surance program, the last remain­ ing substantive shipbuilding support program, one that is es­ sential for capital formation and fleet modernization; Enforce and expand regulations requiring that Navy ship repair work be performed in U.S. ship­ yards, and Replace sealift tankers serving the Navy's point-to-point oil require­ ments, whose capacity has been reduced by current regulations re­ quiring a segregated ballast sys­ tem. These initiatives would provide much needed work for U.S. shipyards, as well as for ships to carry U.S. water­ borne international commerce and for national security purposes. SIU of Canada President Roman Gralewicz, left, met with presidential hopeful Richard Gephardt after the Missouri congressman addres.wd the MTD meeting. March 1987/LOG17 i � �1,. . . I. T. . . . . . . .. . . E. PC . . . : AFL-CIO Legislative Director Robert McGlotten praised the MTD, and partic­ ularly the SIU, for its successful "Grassroots Campaign." He said that we must get our message to our congressmen in their backyards. Jones Act Since 1920, the Jones Act has pre­ served the waterborne movement of cargo between two domestic points for American-built and American­ crewed vessels. Consumers have ben­ efitted directly through this ability to call upon, as fits their needs, another cost-effective transportation mode. The nation as a whole has also benefitted in diverse ways. The U.S.-build re­ quirement in the Jones Act has con­ tributed to the maintenance of the National Defense Industrial Base by providing needed work for the nation's shipyards and their skilled workers. The U.S. crew requirements provided a major portion of the vanishing sea­ faring manpower pool which is essen­ tial for national defense purposes. In addition, billions of dollars which would have been spent on foreign shipping services were retained in the U.S. economy as a result of the Jones Act. Yet, despite the obvious benefits of a strong Jones Act, loopholes exist or are advocated which violate the spirit, � � I I SIU Vice President Joe Sacco urged that the U.S. adopt stricter measures to deal with international terrorism, citing the particular vulnerability of sea and air transportation. 8 I LOG I March 1987 if not the letter, of the law. Among the loopholes which the MTD believes should be closed are: • Exemptions allowing foreign-built sludge barges to be towed from U.S. ports to the high seas for disposal of cargoes and then returned empty to the same U.S. port. • The use of foreign-built, foreign­ flag vessels tied up at U.S. docks for extended periods of time using foreign workers performing a variety of in­ dustrial tasks is not considered a Jones Act violation because the vessel is immobile. ware­ foreign-flag • Permitting house/supply vessels to provision U.S. offshore platforms on the nation's outer continental shelf. of alien workers • Employment aboard U.S.-flag fishing vessels and floating processing plants which har­ vest their catch in American fisheries. Because our nation still has no com­ prehensive maritime program, the Jones Act takes on additional value as a source of opportunity for the Ameri­ can maritime community. Presently, Jones Act building requirements rep­ resent the remaining source of com­ mercial work for U.S. shipyards. The ability to move oil from the nation's Strategic Petroleum Reserve is contingent on the fleet of U.S.-flag militarily useful tankers that plies our domestic trade routes. Without the Jones Act, the jobs of tliousands of American shoreside and shipboard workers would be endangered. Alto­ gether, the livelihood of the members of 52 American labor unions is closely tied to the continuation of the Jones Act. The Maritime Trades Department urges the Congress to take action within the first session of the 1 OOth Congress to consider legislation that would broaden the scope of the Jon�s Act. At the same time, the MTD calls upon the administration to instruct govern­ ment officials negotiating free trade agreements to refrain from granting any foreign nation authority to operate its vessels in our domestic trades. Fishing Industry Crisis Not unlike many other industries and groups, the United States com­ mercial fishing industry is faced with an ever-widening crisis-in the avail­ ability and affordability of property and casualty insurance. Already in troublesome financial straits created by factors oftentimes beyond its con­ trol, the American fishing fleet's eco­ nomic viability is further threatened by a severe liability insurance crisis. Statistics indicate that insurance premiums have skyrocketed from 25 percent to as much as 400 percent for vessels in some fisheries. Currently, only four domestic underwriters--0ut of approximately 15 in 1984-who pro­ vide such service to the industry re­ main in business today. As a result, many fishermen have been forced to go to sea without coverage, exposing themselves and their crews to the risk of both personal and economic catas­ trophe. The spiraling increase in costs, as well as the abrupt decline in the num­ ber of insurance companies partici­ pating in the commercial vessel insur­ ance market, threatens the very existence of all U.S.-flag vessel own­ ers and the employment opportunities for fishermen and related workers throughout the industry. Generally, the crisis in the cost and availability of liability insurance is at­ tributed to three principal causes: the general economic conditions within the fishing industry; the uncertainties inherent in the current legal system used to compensate injured fishermen, and the cyclical nature of the liability insurance industry which is tied to the amount that companies can earn by investing premiums in the market­ place. The crisis in the insurance industry is deeply rooted in its own way of doing business. The affordability and availability of insurance coverage in the fishing industry is primarily af­ fected by the current unprofitable state of the insurance industry itself result­ ing from mismanagement of under­ writing operations and bad investment policies. As a result, insurers have retreated and withdrawn from provid­ ing insurance, and they have dramat­ ically raised rates and limited coverage for lines of businesses that have not been recently profitable or are difficult to underwrite. Furthermore, in hard times, insur­ ance companies become much more selective in their underwriting judg­ ments especially when the risk factor is particularly high. Commercial deep sea fishing is the most dangerous oc- cupation in the United States. U.S. Coast Guard data show that the fatality rate for U.S. fishermen is seven times greater than the overall U.S. industry average. In addition, fishing vessel SIU Vice President Steve Edney re­ ported on a resurgence of the tuna canning industry on the West Coast, and the problems of East Coast fish­ ermen in securing insurance on their vessels and crews. loss rates are five times greater than U.S. oceangoing cargo ships.-.-vessels which are required to meet more strin­ gent safety equipment standards. As a matter of fact, there are virtually no safety requirements now for most commercial fishing boats. Obviously, these risk factors contribute substan­ tially to the insurance problems faced by the industry. Neither the safety nor insurance problems of the fishing industry can be dealt with in isolation. The inter­ relation of high loss rates for fishing vessels and the cost of insurance can­ not be ignored despite the many other factors that obviously contribute to high insurance premiums. The Maritime Trades Department supports legislative initiatives which will mandate readily available and ac­ cessible safety equipment for all fish­ ing vessels. Combined with licensing and certification requirements, proper vessel design and fishing management regulations, these safety features will surely reduce the incidents of acci­ dents on fishing vessels. These actions should, in tum, decrease the risk of fishing operations, with the subse­ quent result of lowering premiums for insurance coverage. The MTD will continue to work with Congress, appropriate federal agen­ cies and the fishing industry to for­ mulate and implement a comprehen­ sive program which enhances safety in the industry, brings the cost of insurance to affordable levels and still provides fair compensation for injured fishermen. SIU Vice President Mike Sacco, right, who is home-ported in St. Louis, chatted with Missouri Congressman Richard Gephardt who has announced his candidacy for president. �Protecting Offshore Jobs For American Citizens Rudy Oswald, AFL-CIO research director, refers to the MTD's pivotal position paper, "Highlights of America's Trade Crisis," as he urged the department's delegates to join with the AFL-CIO in an all-out campaign to win a fair trade program for the U.S. Domestic Offshore Development In 1980, the Deep Seabed Hard Mineral Resources Act established the legal framework for American com­ panies to participate in the commercial recovery of mineral deposits from the floor of the world's oceans. Since its enactment, four exploration licenses have been issued to international groups with substantial U.S. corporate par­ ticipation. Recently, the National Oceanic and Atmospheric Administra­ tion has developed regulations to per­ mit U.S. companies to proceed with necessary planning. Together, these government actions should permit commercial recovery in international waters commencing in 1988. In recent years, however, under­ water surveys have charted the exist­ ence of commercial mineral deposits within the United States' Exclusive Economic Zone. Since the minerals covered by the 1980 Act lie beyond the limits of national jurisdiction, it is necessary to promulgate legislation similar to that proposed in the last Congress, entitled the National Seabed Hard Minerals Act, which will estab­ lish a stand-alone regulafory regime for energy exploration and recovery projects. The original Outer Continen­ tal Shelf Lands Act of 1953 gave broad discretion to the federal government in exercising regulatory authority as to activities on the Outer Continental Shelf. Amendments of 1978 clarified, formalized and mandated additional regulations so as to better achieve national economic and energy policy goals. At that time, the Congress became concerned over the increasing number of foreign workers on the Outer Con­ tinental Shelf and required that vessels and oil rigs be manned by U.S. citi­ zens. This recognition has been sig­ nificant in creating thousands of jobs for American citizens and seafarers. The House version of the bill required that "any vessel, rig, platform or other vehicle or structures'' used for OCS activities "be documented under the laws of the United States." The re­ sulting compromise, although, did not change existing laws, and the regula­ tions applied only to vessels already •'required to be documented by the laws of the U.S." Unfortunately, since rigs and platforms do not have to be documented under the laws of the U.S., they don't have to be built in the U.S. for the exploration and recovery of hard minerals within the sovereign boundaries of the United States. A National Seabed Hard Minerals Act should be designed to encourage the technological development and indus­ try investment necessary to success­ fully exploit the seabed within the U.S. economic zone. Given the domestic nature and na­ tional security implications of national seabed ocean mining, the vessels in­ volved in such activities should be documented under the laws of the United States. All vessels involved in ocean mining within the U.S. eco­ nomic zone should come under the purview of the Merchant Marine Act of 1920, commonly known as the Jones Act. Clearly, activities conducted within the jurisdiction are domestic and coastwise in nature, therefore the Jones Act and its vessel requirements should be strictly applied to national seabed mining legislation. This will require that all vessels involved in domestic ocean mining be U.S.-flagged, U.S.-built and U.S.-crewed. Such leg­ islation will lead to the creation of thousands of jobs for shipbuilders, The MTD urges congressional ap­ proval of legislation that requires do­ mestic-content and domestic-fabrica­ tion requirements for offshore oil rigs and vessels. One mobile rig alone represents 425 direct jobs and more seamen and maritime related workers than 1,200 indirect jobs for American throughout the United States. Equally important in maximizing the benefits from development of our na­ tion's coastal waters is the need to legislate a domestic build requirement The MTD calls on the administra­ tion and the entire Congress to rec­ ognize and be concerned over the growing dumping of Japanese and Ko­ rean-built mobile drill rigs and plat­ forms. Japanese and Korean produc­ ers enjoy substantial advantages created by foreign government subsidization, below-cost pricing, dumping and ex­ ploitative wages. Meanwhile, Ameri­ can steel producers and maritime con­ struction industries are suffering due to the near disappearance of domestic demand for mobile drill rigs and plat­ forms. Congressional action is needed to combat unfair foreign competition and help preserve the domestic pro­ duction of offshore rigs, platforms and vessels. Over the last decade, an increasing number of aliens have found work in the nation's offshore Exclusive Eco­ nomic Zone. They arrive aboard for­ eign-flag ships, tugs and work barges. This growing employment of foreign equipment and alien workers results from a variety of factors. Principally, business interests under the guise of labor cost savings have asked govern­ ment approval for waivers of prohi­ bitions against employment of foreign nationals. If necessary, they have sought favorable legal intepretations of existing laws which are either un­ clear on the American worker issue or have been deliberately drafted to avoid American hire requirements. They frequently have found willing partners in the U.S. Customs Bureau and the Immigration and N aturaliza­ tion Service. Government agencies have expressed a lack of concern or lax approach to the loss of American jobs, and even when the hire American policy is clearly evident, the regula­ tory bodies have failed to monitor foreign activity closely to insure ad­ herence to all prohibitions. Alien employment practices that vi­ olate either the letter or spirit of the law have become more flagrant in recent years. The following examples show a pattern of unconcern within government toward maintenance of American workers: • The employment of a foreign-flag, foreign-crewed vessel operating as ••cement warehouse'' in Long Beach, Calif. which dispenses ce­ ment at dockside to U.S. buyers is questionable at best. Its inven­ tory is resupplied periodically by a foreign-flag vessel which brings in imported cement. At the same time the crews of the supply ves­ sel and the floating warehouse rotate, thereby insuring that the 29-day limitation on foreign work­ ers in domestic operations re­ mains non-existent. • The 29-day principle is also vio· lated in the use of lighter tankers delivering petroleum to the U.S. market. In such cases deep draft tankers ride at anchor within our Exclusive Economic Zone, while smaller foreign-flag tankers off­ load part of the cargo to U.S. shoreside facilities. The transit of these foreign vessels through in­ ternational waters-although they seldom call at a foreign port­ serves to relieve the foreign crew of the limitation on time worked within the United St.ates. Foreign workers also' take away long-term job opportunities from Americans in the offshore energy industry. Foreign warehouse ves­ sels anchored on the seabed are permitted by the U.S. Customs Bureau to perform resupply op­ erations in U.S. waters without violating coastwise law. • Foreign-flag • •1ift boats" rou­ tinely work in U.S. waters free from reprisal. These vessels are equipped with elevated platforms which allow them to lift mainte­ nance workers under or alongside offshore rigs to perform repair or maintenance work. • A movement is now under way to employ alien workers on Amer­ ican-flag fishing vessels. Once again business interests are ar­ guing that the law is unclear on citizenship requirements for the crews aboard American-flag, American-owned fish processing vessels operating within the na­ tion's fisheries. Clearly, this po­ sition flies in the face of 10 years of legislative authority aimed at Americanizing our nation's off­ shore natural resources. The current crisis in the dwindling pool of trained seafaring personnel could be alleviated if U.S. merchant seamen were utilized, thereby contrib­ uting to U.S. national security. We also would be able to provide much needed employment for thousands of construction workers and fishermen who must sit idly by as alien workers displaced them from their traditional job skills. Also, environmental, health and safety standards which apply to U.S. enterprises could be brought to bear and thus create a more rational and humane working environment. And, this unwarranted and profoundly unjust situation is making worse the U.S. balance of payments deficit. The MTD believes that stringent • U.S. citizenship requirements should control immigration policy in all mar­ itime, offshore and fishing related in­ dustries; and that the lightering of petroleum, fishing activities, devel­ opment of offshore resources and off­ shore supply and maintenance work on the Outer Continental Shelf or within the Exclusive Economic Zone, should be subject to the Jones Act which would insure that U.S. citizens per­ form the work according to U.S. standards for the benefit of the nation as a whole. shipyard workers. America needs a stable employment base skilled in the design and construction of offshore oil equipment in order to maintain our energy independence. March 1987 I LOG I 9 �At the MTD Meeting • "!�<, ' <X><') {'� : � . ,· J :·:� Labor and politics mixed well at an MTD reception when AFL-CIO President Lane Kirkland, left, reached to shake hands with presidential hopeful Richard Gephardt as MTD President Frank Drozak and 1984 presidential contender Jesse Jackson looked on. SIU Vice President Leon Hall, right, chats with William Lucy, secretary-treasurer of the American Federation of State, County & Municipal Employees. Edward Panarello, executive director of the Port Maritime Council of Greater New York and Vicinity, left, and SIUNA Vice President Jack Caffey listen to an MTD resolution on "Education and Training." SIUNA Secretary-Treasurer Joe DiGiorgio, left, and Bill Dobbins, vice president of the United Industrial Workers, were interested in discussions on U.S. trade policies. The Marine Engineers were represented at the MTD meetings by MEBA-1 President Gene DeFries, left, and MEBA-2 President Ray McKay. 10 I LOG I March 1987 MTD Vice President Steve Leslie speaks to the department's executive board for the last time. Brother Leslie, a former vice president of the Operating Engineers and a long-time friend of the SIU, died at his home March 3. ��-� tug /tow harg e/dredge l I� Inland News M M .• I\ {•i�� W' ·. /�U.. flll' ' . .;i,. . WL .•li:Ml ; , •�:: . . The tug Osprey (Allied) and barge Sugar in Brooklyn. Dino Fire, a representative from the SIU servicing team, stands before Allied's tug Osprey in Brooklyn, N. Y. In Memoriam Barry Ervin, 52, died Nov. 15, 1986. He joined the Union in 1974, working chief engineer. He is survived by his widow, Curtis Alma and his daughter, Heidi. FEB. 1-28, 1987 *TOTAL REGISTERED All Groups Class C Class B Class A 16. Hejoined the Union in 1940. Brother Schuhart worked for Curtis Bay Tow­ ing, retiring in 1970. He was buried at Oak Lawn Cemetery in Baltimore, Md. Surviving is a niece, Marie Wack­ ner. . . . . . . . . . . . . . . . . . . • . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . following a long illness. He joined the Union in 1972. Brother Thatcher sailed in the engine department and was last employed in 1983 by Crowley West. Seafarer Thatcher is survived by his mother. . . . . . . . . . . . . . . . • . o:::::::::::::::::::::: Puerto Rico . . . . . . . . . . . . . . . . . . . . • . . . . . • . . . . . . . . . . . . . . . . . . . . . . . • t t t t f f I f I I I t I t f t t t t t I I Houston Algonac St. Louis ......................... Piney Point ........................ Totals ........................... . . . . . . . . . . . . . . . . . . • . . . . • . . . . . . . . . . . . . . . . . . . . . . . • . . . . Pensioners . . retired on pension: . Jocelyn H. Lee Jacksonville James Bush Mobile Irman Cochran New Orleans Louis A. Dehon Jr. 0 0 0 9 0 0 0 0 0 0 0 1 0 0 20 0 7 26 2 0 91 2 38 0 1 70 4 0 10 1 36 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18 0 0 0 0 0 0 0 3 22 0 0 43 0 0 0 0 6 0 2 0 0 0 0 0 1 20 0 0 29 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 8 0 0 0 0 1 0 0 1 10 1 0 22 0 0 0 0 15 0 0 0 0 0 0 0 0 6 0 0 21 0 0 0 0 0 0 0 0 0 3 0 0 1 0 1 0 5 76 12 2 156 120 41 0 0 1 0 9 0 0 0 0 5 0 0 0 0 0 0 0 1 0 0 14 0 0 0 0 6 42 0 1 0 0 0 0 0 0 1 0 8 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 3 0 0 79 7 3 0 1 26 3 0 5 0 23 5 0 0 1 55 1 0 0 0 10 1 0 0 0 2 0 0 0 0 8 0 0 0 0 0 0 0 2 3 0 0 13 0 0 0 0 2 0 1 0 0 0 0 0 2 2 0 0 7 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 1 0 9 0 0 0 0 1 0 0 4 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 8 0 1 0 0 0 0 0 2 0 0 3 27 0 0 0 . • . . . . . . . . . . . . . • . . . . . . . . . • . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . • . . . . . • . . . . . . . . . . . . . • . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . • . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . 0 0 0 0 0 2 4 42 1 1 0 0 6 0 0 0 0 1 0 18 1 0 0 0 0 0 0 8 0 0 0 0 0 0 0 2 0 0 0 10 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT Port . . . . 0 . . . 15 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 • . . 107 34 Gloucester ........................ New York ......................... . Philadelphia Baltimore . . . Norfolk Mobile New Orleans . . Jacksonville San Francisco . . Wilmington ........................ Seattle . . . . Puerto Rico Houston ......•.............•..... Algonac ............•..•.......•.. St. Louis Pine Point . . Tota s . Houston . . . . . The following Inland members have **REGISTERED ON BEACH All Groups Class C Class A Class B ENGINE DEPARTMENT Gloucester ....•.•.....•.•......... New York ......................... Philadelphia Baltimore . . .. Norfolk Mobile ........................... New Orleans ....................... Jacksonville San Francisco Wilmington . . Seattle . . . . Puerto Rico Houston Algonac St. Louis ......................... Piney Point Totals . New TOTAL SHIPPED All Groups Class C Class A Class B 0 0 2 6 59 1 0 0 0 4 0 Port Dennis C. Thatcher died Jan. 27 Jonathan. DECK DEPARTMENT Port Gloucester . . . New York .. . Philadelphia Baltimore ......................... .. . . Norfolk Mobile ........................... New Orleans Jacksonville San Francisc Wilmington . Seattle . Pensioner Carl L. Schuhart died Feb. The Osprey's barge captain aboard the barge at Amstar Dispatchers Report for Inland Waters in the engine department. Brother Er­ vin worked for Crowley Towing as Jonathan . . . . . .. .. . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . • . . . . . . . • . . . . • . . • . . • . . . . . . . . . . . . . • . • . . . . • . . . . . • . . . . . • • • . . . . . . . . . . . . . . . . . . . . . . . • . . . . • . . • • . . . . . . . . . . . . . . . . . . . . . . ri . . . . . . . . . . . . . . . . . . . . . . • . • • . . . . • . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . • . . • . . . . . . . . . . . . . . . . • . • . . . . • Totals All Departments . . 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. March 1987/LOG/11 �One more thing: the future of this Area Vice Presidents' Report Union and the maritime industry rests with political action. I urge everyone who hasn't done so to contribute to deny them veterans' status, especially T least one long overdue question should be answered for all MSCP AC non-officer personnel this month, as well as one other question that has had the men, and some ladies, buzzing with anticipation. is the retroactive money going to be of 3 V2 percent on wages is due from April 1, 1985 through May 15, 1986. Retro money on overtime in two in­ crements of 2 percent is due from Oct. 1, 1985 through March 31, 1986. These monies should be paid prior to the end of March 1987. I have been assured that the missing information that has held up payment of these monies has now been cranked into the system and that all systems are go. The other question that has had marine employees anxious is that of promotions. My information is that it Gephardt's now, when they are reaching the time Trade Bill (H.R.3), which would de­ of life when they could make use of mand reciprocity in our trade dealings such a reclassification. with other countries, and a coal import When John Gaughan, Marad admin­ bill, which would tax foreign coal and istrator, took office, he promised to make this one of his top priorities. He make available to U.S. companies in­ spoke eloquently about the subject at coal bids. SPAD. formation about the terms of foreign The trade bill, in particular, is im­ Yet there has been no follow-up. At least Winston Battle lived to portant to the people of this region, enjoy the recognition. "I'm going to wear these medals with pride," he the steel and auto industries as a result of unfair foreign trade. many of whom have lost their jobs in said after he learned that he had been � East Coast by V.P. Leon Hall honored. Thousands of other seamen have gone to their graves without so much as a thank-you from the govern­ ment they helped protect. T I'd also like to comment on another The long overdue question is, When paid? Retroactive money in the amount Richard last year's Maritime Day ceremonies. Government Services by V.P. Buck Mercer A Congressman issue that has been on my mind. APL members. In the port of Norfolk, the recently chartered a foreign-flag vessel on a subsidized route without notifying following contracts were ratified and signed: American Towing and Trans­ the unlicensed unions affected. . portation, Buckley Towing, Carteret I have met with the other unlicensed Towing, unions affected by APL's unilateral Gulf Coast by V.P. Joe Sacco the Senate Commerce Committee; Walter B. Jones (D-NC), of Congress to alert them to this mat­ ter. has taken longer than expected for the The company says that this �on 't happen again. Meanwhile, we have to candidates to be ranked, which means that there were more promotion re­ our members. be vigilant in protecting the rights of Niagara There has been a depression in the Sen. Daniel K. Inouye (D.-Hawaii), a chairman of the House Merchant Ma­ Towing, Launch Company. We've drafted a letter addressed to rine Committee, and other members Marine Barge, Oswego Barge and the Virginia action-the MFOW and the SUP. member of HE emphasis this month has been on getting good contracts for our S shipbuilding and repair industry. Bath Ironworks in Maine, one of the more profitable shipyards still in existence, HIPPING is still good in this re­ recently announced substantial lay­ gion. Most of that is due to the offs. Two repair yards in the Norfolk military work that is being contracted out to the private sector. There has area have launched anti-union cam­ paigns, Lyons and Colonna Shipyards. been a slight slowdown in non-military Both are under contract with our UIW cargo. affiliate. Nothing demonstrates this better than * * * what is happening in Jacksonville. Mil­ quests to deal with than expected. Ranking has been completed, and the MSCPAC Promotion Board is ex­ pected to meet sometime .during the third ���March with selection of ccessful candidates announced by April 1, 1987. itary vessels are going in and out of Hearings are still being held in con­ the port. Yet there are at least five nection with the Seafood Producers non-military vessels laid up there: the Association strike. Ogden Leader, the Ogden Willamette, the Pride of Texas, the Bayamon and the Transcolorado. man, who recently announced his re­ * * * Howard Schul­ tirement as general counsel for the SIU, testified, along with SIUNA Vice President Jack Caffey, among others. * * * We've been active in all phases of Great Lakes by V.P. Mike Sacco S HIPPING is still slow up here because of the weather. Things are union activity down here. We've been As I said in last month's column, trying to stress to our members the what's needed in the fishing industry importance of upgrading their skills. is some kind of bill to provide fisher­ The only way that we can continue to men with liability insurance. Right man these military vessels is by being now, boatowners are finding it diffi­ prepared for them. In particutar, I cult, if not impossible, to get insur­ would like to steer our members in ance. the steward department to the Union's Before I _end my report, I'd like to new sanitation program down at Piney Point. make special mention of Steve Leslie, expected to ease up later in the month. West Coast by V.P. George McCartney W Port officials are expecting a better year than last, especially in the dredg­ ing end of the maritime industry. The INSTON Battle, who was fea­ Clean Water Act, which Congress tured in the July 1986 LOG, passed over President Reagan's veto, died recently. A war hero who took should mean a few more projects up part in the Mulberry Operation during here. The Port Development Act has the invasion of Normandy, Battle, 63, ushered in a few projects that other­ was still sailing as a chief steward at the time of his death. wise wouldn't have seen the light of His passing brings to mind the in­ day. * * * justice that has been done to the mer­ chant seamen who risked their lives We've been in negotiations with a during World Warr II. Except for the number of companies, including Bi­ few hundred who took part in the gane Vessel Fueling, Dunbar and Sul­ Mulberry livan, Falcon Marine and Great Lakes Operation, thousands of merchant seamen have been denied veterans' status. That is a shame. Seamen suffered Dredge and Dock. * * * the second highest casualty rate of There is a lot of interest up here in World War II, right after the Marines. what's going on in Washington, es­ Their contribution was invaluable. pecially with regard to the following There just isn't any good reason to bills: Catastrophic Health Insurance; 12 /LOG I March 1987 * * * We've also been busy trying to get President of Local 25 of the Operating Engineers, who for many years had an office in our Brooklyn hall. He died early this month. He was a good friend contracts for our members. We've and a strong trade unionist. Not many been in negotiations with Crescent Towing in both New Orleans and Sa­ people know it, but he saved the life of former SIU President Paul Hall vannah. And in Houston, contracts during the Chicago Taxi Beef in the were ratified and signed with the fol­ early 1960s. He will be sorely missed. lowing companies: Western Towing, Bay Houston Towing and Higman Towing. * * * The economy of Houston is still suffering from the recession in the oil industry. Lots of medium- to small­ sized companies are threatening to pull up stakes and go foreign. That is why we are strongly backing the AFL­ CI O's stand on the Plant Closing bill which would require owners to give workers in their plants notice before they close their operations. * * * Support SPAD �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America, AFL-CIO Washington Report President Reagan's address to the nation in early March helped stabilize the political cli­ mate in Washington. Even though the presi­ dent failed to address several important issues relating to the Iran-Contra arms scandal, his relaxed demeanor and effective speaking style seemed to have reassured people that he is still capable of holding office. He made a slight comeback in the opinion polls, though as one political commentator said, "He'll never be what he once was.'' The president's speech was accompanied by a number of important and long-overdue personnel changes. Earlier in the week, he had named former Senator Howard Baker to re­ place Donald Regan as chief of staff. While • Baker's appointment raised the hackles of many conservative Republicans, a lot of people in Washington believed that it was a brilliant move. In order to prove that he can effectively rule, Ronald Reagan is going to have to dem­ onstrate that he can work with Congress. And there isn't a person alive today who has a better rapport with Congress than former ma­ jority leader Howard Baker. The Race Is On There are many ways to view the Iran­ Contra arms scandal. Some look at it as an appalling breakdown in leadership. Others see it as unparalleled high Washington drama. Fawn Hall, Oliver North and Arturo Cruz could make much more interesting reading than Ehrlichman and Haldeman ever did. Most professional politicians in Washington, however, take a parochial view of the matter: How does it affect me politically? For them, the most important thing about the Iran-Contra arms scandal is that it has ushered in a new political era. People are calling the two years between • now and the next presidential election ''Rea­ gan's Third Presidency." That's a polite way of saying that the president is now considered a lame duck by practically everyone in Wash­ ington. Yet even if the Iran-Contra arms scan­ dal had never taken place, he would have lost his grip on the nation's political agenda. The Iran affair only hastened that process. By failing to have any affect on the 1986 Senate elections, Reagan sealed his own fate. Capitol Hill has its own bottom line. MTD Executive Board Meeting There is no better demonstration that a new political era is upon us than what occurred at March 1987 Legislative, Administrative and Regulatory Happenings the front pages of the nation's newspapers and cost-effective than their Japanese counter­ received considerable coverage on the nightly parts. But they just didn't have a chance. network newscasts. This headline from a Washington Post story was typical of the way the media covered the event: Labor Is Back. As numerous commentators have pointed out, the Mondale debacle of 1984 was not without its silver lining. For one thing, it enabled the 144 autonomous unions connected with the AFL-CIO to learn how to coordinate their efforts in running an effective, nationwide campaign. It is extremely important to note that no union president has declared support for any candidate. All are waiting to discuss the matter at upcoming meetings. With the New Right split among several candidates-Pat Robertson, Jack Kemp, Paul Laxalt and others-labor's grassroots political machinery is about the most extensive in the nation. Maritime's Message The MTD meeting gave maritime a highly Auto Carriage: Part One The American-flag merchant marine has long been victim of Japan's protectionist policies. Recently, longshoremen in Portland, Ore. un­ loaded the one millionth Japanese car to be exported to the United States through that one port alone. The tragedy of this, at least for seamen, and yes, for the defense capability of the United States (for without sealift, there is no true defense capability), is that hardly any of those cars have been carried on American­ flag vessels. During the last session of Congress, in order to stave off efforts to pass an auto carriage bill, several Japanese companies entered into agreements with American shipping compa­ nies. Yet it wasjust a ploy to defuse the issue. Their agreements covered only three or four ships-and 30,000 cars out of a yearly trade ceiling of 2.3 million. And more importantly, the deal was not a long-term one, and all visible forum to have its issues heard. For ancillary work was to be done by Japanese many people outside the maritime industry, firms. the decline of the American-flag merchant This fig leaf was enough for the administra­ marine is not a burning issue. Having Gary tion, however, which opposed passage of any Hart, Joseph Biden and Richard Gephardt kind of auto carriage trade bill. Yet as stated address that decline at a highly publicized earlier on this page, there is a new Congress media event helped get the message out that and a new political atmosphere. The American America needs to formulate a coherent policy people are finally beginning to wise up to the to stimulate the development of a strong do­ inherent unfairness of the international mar­ mestic flag merchant marine. ketplace. Without some kind of policy on trade Trade is going to become a de facto colony for and economic development, the United States Japanese conglomerates. Right now, the trade issue looks a lot like Even the Western Europeans, who are no tax reform did during the first few months of slouches when it comes to formulating protec­ the 99th Congress. Everybody and his brother tionist policies, are amazed at some of the is coming up with his own version of what practices employed by the Japanese. There is trade reform should encompass. The admin­ a strong movement under way in the Common istration has a bill, and so do Sen. Lloyd Market to impose heavy tariffs on all Japanese Bentsen (D-Texas}, Rep. Richard Gephardt goods. "When it comes to erecting barriers to (D-Mo.), Rep. Jack Kemp (R-N.Y.) and Rep. trade," said France's minister of finance, "the Dan Rostenkowski (D-Ill.). More trade bills Japanese deserve the Nobel Prize." are expected on the horizon, and even people who haven 7t introduced their own bills have strong opinions abou . t what should and shouldn't be included. The odd trade bill out is the one introduced by Kemp, who believes that unfair trade is not really an issue and that "protectionist tendencies" should be stamped out. He wants Auto Carriage Bill: Part Two "The SIU is actively supporting and seeking co-sponsors for the Equitable Automobile Act of 1987," said SIU President Frank Drozak. The legislation, which wa� introduced earlier this month, already has 53 co-sponsors and is intended to address the current inequities in to create a North American free market, lower the Japanese and Korean automobile trade tariffs wherever possible and, in his own words, with the United States. "fight the fair trade wimps" in Congress and the administration. the Maritime Trades Department Executive In comparison to the Kemp bill, the admin­ Council Board Meeting in Bal Harbour, Fla. istration bill looks downright seductive, al­ (see story on pages 5-10). Three Democratic though most politicians on the Hill-Demo­ hopefuls-Gary Hart, Richard Gephardt and cratic and Republican-feel that it is just too Joseph Biden-attended the meeting to try to weak to help America in its "search for ex­ line up labor's support for the 1988 presidential cellence" (President Reagan's words). Even election. • btgton as Republican supporters of the administration All three were well received. While each (outside Jack Kemp, of course) feel that the speech had a different emphasis and a different proposed cuts in the education budget are too tone, there was one common theme: How are massive and are counterproductive to achiev­ we going to restore America's competitive ing our national goals. And many people are edge in the world marketplace? just plain fed up with the protectionist policies Many people believe that the bill stands a much better chance of being passed than last year. "For one thing, people are more aware of unfair trade,'' said SIU Legislative Director Frank Pecquex, "and Japanese discriminatory practices in this area are fairly well estab­ lished." The bill, which was introduced by Rep. Walter B. Jones (D-N.C.), isjust one of several measures intended to tie the trade issue to the maritime industry. "For too many years," said SIU President Frank Drozak, "the U.S. government has failed to grasp the importance of economics in the overall national security picture. Trade is shaping up as the most important of other countries, most notably Japan, which issue of the lOOth Congress. It's tax reform, recently excluded American companies from ''The American government has no long­ range perspective of the trade issue. Other immigration reform and Gramm-Rudman all bidding on. the billions worth of construction rolled into one. work that is expected to arise out of the Labor Is Back irony is that in at least this one instance, The MTD Executive Board Meeting made modernization of two Japanese airports. The American companies are more efficient and governments do. They get the United States to give in on an industry by industry basis. First it was maritime. Then it was steel. Now (Continued on Page 38.) March 1987ILOGI13 �U.S.-Flag Innovator C.C. Wei, Falcon Shipping Founder, Dead By Max Hall failing sense of optimism and deter­ revolutionized mination,'' said long-term business as­ American shipping in the late 1960s sociate Harry Glennon, ''which enabled C.C. Wei, who by develdping a new generation of him to surmount all obstacles and automated, diesel-propelled tankers, expand despite the numerous prob­ ' lems facing the shipping industry.' died last month at the age of 72. He was the founder, president and prin­ That sense of optimism was sorely cipal shareholder of the Falcon Ship­ tried toward the end of his life by the worldwide depression in the shipping ping Group. He was best known outside the industry, a depression so severe that maritime industry for his expertise in it prompted Frank W. K. Tsao, chair­ bridge. He invented the Precision bid­ man of International Maritime Car­ ding system now used by many world riers, to predict that eight out of every champions, including his wife Kath­ 10 shipping companies would soon go erine, whom he helped train. He au­ bankrupt. thored numerous books on the subject. "Most men succeed by doing what "Shipping," said Tsao, "is like a piece of ice under a hot sun." other people do-just doing it a little Particularly hard hit was the Amer­ better or a little faster," wrote Pamela ican maritime industry, which was Sherrid in Forbes magazine in April rocked by news that U.S. Lines, the 1982. "C.C. Wei does things differ­ largest existing U.S.-flag company, had ently. filed for protection under Chapter XI "Consider his approach to bridge. of the bankruptcy code. He dido't sharpen his skills by using "C.C. felt that things did not have standard conventions. Instead, he de­ to go this far,'' said his wife Katherine. veloped an entirely new bidding lan­ "He felt that the American govern­ guage. He brings the same kind of ment could, and had to, do more to creativity to business." support its merchant fleet. After all, Since the end of World War II, the American operators are at a severe majority of American-owned shipping disadvantage in competing against for­ companies have successfully evaded eign companies. American taxes, labor costs and safety ''Some markets are entirely closed regulations by documenting their vessels to American shippers," she said. "And under open-flag registries. When asked many countries, like the Soviet Union to explain why the Falcon Shipping or China, heavily subsidize their fleets." Group, which he formed in 1960 with his Still, Wei was not ready to abandon C.C. Wei friend and long-term business associate the American-flag merchant marine. Houston H. Wasson, did not go that Having lived through the Japanese of influence. The Boxer Rebellion in ranked officials were constantly being route, Wei replied, "Freedomis not what occupation of China, and America's 1901 had caused considerable political given preferential treatment in secur­ I am asking for. Success for a project is heroic struggle to recapture control of and social upheaval. Corruption and ing scarce shipping berths. what's important, and outside restric­ the Pacific during World War II, he feudalism competed with Western ed­ tions can help bring success." was acutely aware of the important ucation and democratic ideals. Those same associates said that he sailed through the Suez Canal about "In truth," said Ray McKay, pres­ strategic role that the maritime indus­ By the time Wei reached college ident of the Marine Engineers Bene­ try plays in the defense of any country, age, the Communists were waging a were advancing through Northern Af­ ficial Association, District 2, "he was especially a superpower like the United determined civil war and the Japanese rica. a patriot, the kind that only a first­ States. were making plans to invade the coun­ After the war, Wei remained in the generation American can be." the same time that Rommel's armies The Falcon Shipping Group still has try. Chiao-Tung UDiversity, from which United States and eventually applied "When confronted with a prob­ nine vessels in operation, six tankers Wei graduated with a degree in elec­ for citizenship. lem," said Reed Wasson, son of the and three bulk carriers, which makes trical engineering, was a bastion of Like many of the Chinese profes­ late Houston Wasson, and Falcon's it one of the larger American-flag com­ Western ideas and advanced technol­ sionals who migrated to the United counsel for tax and regulatory matters, panies still in existence. At the time ogy. Two other famous Americans, States around this time, Wei thought "Wei had no preconceptions. His mind of Wei's death, the company had An Wang and l.M. Pei, attended the of himself as a bridge between the roamed formed a new affiliate, Seahawk Man­ university, East and the West. agement, to perform support opera­ China's answer to MIT. freely, seeking opportuni­ ties." "Wei's willingness to work within the confines of the American maritime industry and his single-minded devo­ tions for the U.S. Navy's Military Sealift Command. Falcon remains on the cutting edge which was known as Even though Wei had many close Western ideas were often synony­ ties with the nationalist government mous with American culture. In a of Taiwan (according to one newspa­ recent edition of 60 Minutes, architecl per report, he launched his shipping tion to his country created thousands of developments. The last two pri­ I. M. Pei described why he decided career in the United States by helping of jobs for American seamen and ship­ vately-owned vessels built in Ameri­ to emigrate to the United States. "I an embattled Taiwan get oil from the yard workers," said SIU President can shipyards were commissioned by liked American movies," he said, only Middle East), he was not one to pass Frank Drozak. ''It also pumped bil­ Falcon, and the company is looking half-kiddingly. up a business opportunity or misinter­ lions of dollars into the American to break into the Alaskan fishing in­ economy." dustry. The first American-flag vessel to most pret long-term trends. He felt that it Western of all China's cities, life there was important for economic and geo­ Though Shanghai was the was often fraught with danger. Wei political reasons that the United States carry grain to China was lhe Pride of once told a business associate that you and mainland China improve relations. his vessels," said SIU Secretary Jo­ Texas, which was owned by the Fal­ couldn't wear a hat on the bus "be­ He therefore encouraged his wife to seph DiGiorgio. ''He constantly looked con Group. cause someone on the street would take up bridge so that she could meet "Wei had a real fondness for the men and women who sailed onboard for ways to improve their living and working conditions. During his lifetime, Wei was often compared to the giants of the shipping just reach in and grab it off'' if the bus China's forward-looking premier, Deng had to stop for a light. Xiaoping, who is also a bridge enthu­ siast. "For example," said DiGiorgio, '•the industry, people like Daniel Ludwig, Wei's wife Katherine, whom he Falcon Shipping Group was the first Aristotle Onassis and Y. K. Pao, who married in 1968, movingly described In many ways, Wei embodied the American-flag company to provide un­ formed an exclusive and highly com­ the conflicts of life in pre-Communist business ideals of China, the land of licensed seamen with their own private petitive club. rooms." Wei's early years and upbringing China in her autobiography Second his birth, and the United States, his Daughter, which made best seller lists adopted country. Wei had few peers in s ecuring fi­ prepared him for the difficult world of nancing for his ventures. "Many peo­ international shipping. He was born Wei came to the United States as United States is the spirit of entrepre­ all around the country. ·'The dominant business ethic in the ple see the government as an adver­ near Shanghai in 1915 during a partic­ part of a war-time delegation from the neurship,'' wrote his wife Katherine sary," said William Pope, an investment ularly troubled period in China's his­ government of Chiang Kai Shek. Ac­ in a June 1986 article for lntertrade. banker at Warburg Paribas. ''But Wei tory. cording to a business associate, his C.C. Wei certainly fit that mold. makes them his partner.'' "Mr. Wei always exhibited an un- 14 /LOG I March 1987 Foreign governments had all but voyage to the United States took nearly She contrasted this with the Chinese carved China up into separate spheres six months to complete, because higher- (Continued on page 39.) �SIU & SH Lss Meeting the Training Needs of ••• Our Membership, the Maritime Industry, and Our Nation's Defense ''The ptupose of our school is to guide and encourage our members to improve their professional skills to meet the needs of the industry.'' SIU President Frank Drozak American Cormorant -- 1st. Lt. Jack Lummus "Maritime policy is not a thing unto itself It is or should be an integral part of our overall foreign policy. If it is not, our national interest cannot be served and protected." President Ronald Reagan -----__, SIU Military Contracted Vessels Algol Altair American Cormorant Antares Assurance Bartlett Bellatrix Bowditch Sgt. William R. Button 1st. Lt. Alex Bonnyman 1st. Lt. Baldomero Lopez Cape Decision Cape Ducato Cape Diamond Cape Domingo Cape Douglas Capella Chauvenet Contender CPL Louis J. Hauge Denebola De Steiguer Dutton Gem State L. Gianella Grand Canyon State H. H. Hess Harkness ---.. Indomitable Kane Keystone State 1st. Lt. Jack Lummus Lynch Richard Matthiesen Gus W. Darnell Persistent PVT Harry S. Fisher 2nd Lt. john P. Bobo Major Stephen W. Pless Paul Buck Samuel L. Cobb PFC Dewayne Wi/Iiams PFC Eugene Obregon PFC James Anderson PFC William Baugh Pollux Regulus S8J.. Matej Kocak Silas Bent Southern Cross Stalwart Triumph Vindicator Wilkes Wright Wyman USNS Bartlett March 1987ILOGI15 �Military Sea Transportation Union (MSTU) -----Contracted Vessels. ----- Navajo Navasota Neptune Observation Island Passumpsic Ponchatoula Sioux Spica Zeus Catawba Hassayampa Kawishiwi Kilauea Mercury Mispillion Mizar Myer Narragansett Sgt. Matej Kocak "The Maritime Prepositioning Ship program is a model success story, and I couldn't be more pleased. MPS is on schedule and proving to be an extremely valuable strategic asset." General P .X. Kelley Co mmandant U.S. Marine Corps PFC William Baugh Algol The following message was received from the USS Sylvania on March 16, 1985 From: To: Subject: Summary: Every evolution conducted with Southern Cross was very professional and extremely efficient. If we had not been involved in the inpon initial training' we would never have known they were novices to alongside replenishment. It was a pleasure to have them alongside. Bravo Zulu. Keystone State :·: Paul Buck 16 /LOG I March 1987 USS Sylvania USNS Southern Cross UNREP Exercise tf' :;: :J:· Stalwart �I agree that the United States should have a viable U.S. -flag mercha.nt ma·rine, manned by U.S. citizens, capable of lifting a fair and reasonable share of our import-export trade, as well as serving as a naval auxiliary in time of need.'' '' 1 Secretary of Defense Caspar Weinberger U.S. Air Force helicopter lands at SHLSS. Air Force Logistics Brass Gets Good Look at SHLSS Recently Lieutenant General Alfred G. Hansen USAF and Brigadier General Richard L. Stoner USAF visited the training f a c i l i t i e s a t Pi n e y Poi n t , Maryland. General Hansen is Director for Logistics and General Stoner is Deputy Director for Plans, Concepts and Analysis, J-4, Organization of the Joint Chiefs of Staff in Washington, D.C. Accompanying them was Navy Captai n David R. Bolden of the same office. The purpose of their visit was to familiarize themselves with the training and support facilities of the school. After landing by helicopter, they were greeted by Ken Conklin, Vice President, Bill Hellwege, Sealift Training Coordinator and Bob Kesteloot. Vice Chairman of Transponation Institute, and taken on an extensive tour of SHLSS facilities. The Air Force is very involved in sealift by vinue of the massive amount of equipment that would have to be transponed by ship in a national emergency to suppon their forces. This falls into the )LOTS Ooint Logistics Over the Shore) concept. During the tour many ideas and concerns were shared by both sides for the betterment of a strong merchant marine which would be available at all times to suppon our armed forces. Upon departing the school again by helicopter, it was felt that both sides had a little deeper insight into the job that each organization does and how both are part of the total sealift picture. In the Shiphandllng Simulator Feedback Room, Computer Operator John Morgan (seated) and Simulator Manager Abe Easter (1.) explain the vast capabilities of the computer simulated bridge. . . � Sealift Coordinator Bill Hellwege describes the classroom and waterfront training which occurs during the Sealift Operations and Maintenance Course. (1. to r.) Vice Chairman of Transportation Institute Bob Kesteloot, Brigadier G eneral Richard L. Stoner USAF, Lieutenant General Alfred G. Hansen USAF, SHLSS Vice President Ken Conklin, SHLSS Sealift Training Coordinator Bill Hellwege, Captain David R. Bolden USN. March 1987/LOG/17 �Army Reserve Unit Comes to SHLSS for Ca rgo Handling Training The SHLSS 32-ton Hagglund Crane was recently used by members of the U.S. Army Reserve 1173RD Transponation Unit from While training with the crane was the primary goal for the soldiers, fork truck operations were equally imponant and included in were undergoing the regular four week Sealift Operations and Maintenance Course. their schedule. Under the instruction of Crane Operator John Russell and Fork Since t h e Ar m y Reserve accounts for 60 % of all military cargo that would be loaded aboard the Ready Reserve Fleet Truck InstructorJoe Marshall, these e q ui p m ent, s u c h as helicopters, tracked and wheeled vehicles, are of primary concern for the loadout of sealift v�ls by the military and merchant marine. In addition to this type of cargo, 20 ft. and 40 ft. containers must also • 1 sealift training facility at SHLSS is ideally suited for this type of operation. Boston, Massachusetts. These soldiers reponed to SHLSS for their two week Active Duty Training in C a r g o H a n d l i n g and were integrated with SIU members who during a national emergency, a common bond existed between seafarer and soldier during this training period. The large numbers of o u t s ize and h eavy ___ be loaded and stowed either below deck or topside. The extensive soldiers left the school trained and ready to perform as vital members of the sealift community's cargo handling team. �·�i;�:··· ,.:.-.. A truck is hoisted clear and ready to be placed on a barge. '�;r SSG David Comeau (top) signals to hold position prior to placing a 2V2 ton truck on a barge. .., ·.::: � \ � ·'· �: \ '";:: �· SSG David Comeau (I) and SP-4 Joseph Iannuzzi control the tag lines as The signalman SSG Marco Morales directs the operation and gives the the crane operators prepare to place the aircraft engine on a barge. hold signal. 18 /LOG I March 1987 �Lundeberg School Trains Navy Group on Heavy Crane The Navy Reserve Cargo Quick Response Combat Suppon Battalion Unit of the Operational Forces came to Piney Point recently to specializing in open ocean cargo handling. Handling Training receive training on the school's The 32-ton Hagglund crane. The battalion, stationed in training members of given this to unit the helped Williamsburg, Va., is an active acquaint them with the Hagglund duty unit with a primary mission crane and reinforced their cargo of handling techniques. training all Navy cargo handling force personnel, both The SIU's suppon of the sealift community's active and reserve. It is the primary augmentation cargo handling programs is one example of the unit for the Navy in the event of n a t i o n's premobilization action and 1s a Defense'' in action. ''Fo u r t h Ar m � of , The spreader is hoisted and maneuvered over to a container. !..... -�--.L�, .. The signalman gives the signal to lower the jib in preparation for placing the crane in twin operation. �- t·\ · · ·��-"�1. f: ;;.;:;:;.:;:;; :;;·�..-� :Ii.'� . ·::. Preparations are completed for hoisting the 35 ft container. ''The steady decline of our U.S. -flag merchant fleet, which is the backbone of our logistical support, causes the Department of the Navy great concern. Properly developed, a strong U.S. merchant marine is indeed a full partner, a fourth arm of U.S. national defense. If neglected-as has too long been Signalman Donald Williamson signals the crane operator to lower the jib. the case-it is merely a strategic missing link. Secretary of the Navy John Lehman March 1987ILOGI19 �The Chairman of the Joint Chiefs of Staff in his FY 1986 Posture Statement stated: ''In any major overseas deployment, sealift will deliver about95°/o ofall dry cargo and99°1o of all petroleum products. Ships from the U.S. merchant marine represent the largest domestic source of sealift making them an important . , , strategic resource. Cu"ent military planning depends on the U.S. merchant man:ne to provide the major portion of the U.S.-flag sealift. Seafarers Lundeberg School Hosts First Annual Sealift Conference The First Annual Sealift Conference was conducted at SHLSS on June 24 thru 26, 1986 with union, SHLSS, company, government and military representatives. The conference was designed to provide an opportunity to review the Sealift Training Program and to discuss ideas and goals for all concerned within the· sealift community. The conference was a two part affair with the unions, SHI.SS and military contracted shipping companies meeting on the first day. Topics for discussion were as follows: Crew training for Present/Future/Jobs I Skills 2. Sealift qualification for Crew/Licensed Personnel 3. Past/Present performances of 1 . crews 4. Training Money /Incentives SHLSS Sealift Coordinator Bill Hellwege dlscusse� the objectives of the conference. incorporated into future contracts 5 . Recent efforts by SIU I SHLSS for Sealift equipment 6. Coordinated efforts to supply up-to-date training information to SHI.SS and ships 7. Ship Types/Manning levels/Manpower Military and government r epr e s e n t a t i v e s jo i n e d t he conference the second day where the agenda topics were reviewed and discussed more extensively. A cross exchange of ideas and mutual concerns were discussed, with SIU President Frank Drozak delivering an address to the conference. ''We need young, well trained, highly qualified seamen to man our military vessels'' said Drozak. ''The school and the SIU need only to know what the shipowners and military want and we can do it here at the school and save everyone money by doing it. I hope that this conference will be the beginning of a joint program between the shipowner, maritime industry and military to better prepare for the future. Time is running out. We must prepare now in order to have a future.'' The goal of the school is to ' Michael Meahallic- Naval Sea Syste � Command asks questions about the SIU Manpower capablllties. ; (R. to I.) Ron Spencer and Mike McKay from MESA 2 review the conference agenda with Captain Pete Johnson Pacific Gulf Marine. • :. t. ··: .. . . Present and future contracts are discussed by Angus "Red" Campbell-SIU Vice President. 20 I LOG I March 1987 provide sealift training to all SIU members. Because of the reduced manning level found aboard military contracted vessels, it is necessary that crew members from the deck, engine and steward departments are thoroughly trained. The SIU presently has under contract or has bids on 80 ships with various companies. This has led to a need for a more effort and coordinated cooperation for training. Since an estimated 60 % of the work available to SIU members will be in the military sector by 1990, the training for the military ships has become essential. As in any new program, there are problems to solve and new potentials to be explored. This conference was designed to do both. With the shipping companies, labor and government working hand-in-hand, this can certainly be accomplished for the benefit of all concerned. Training is the KEY to the success of this industry and we want to make this prograin the best. SIU President Frank Drozak discussed the present and future goals of the SIU, in relation to mllltary contracted vessels. SHLSS Instructor Jim Brown elaborates on the deck department courses taught at SHLSS. Joe Conwell Bay Tankers, Bart Rogers ·SIU Manpower and Carmine Bracco Bay Tankers discuss manpower capabilities. • • �Gerry Carbiener AP L, Bill Hellwe g e SHLSS, Bart Ro gers -SHLSS, Bob HoJmstead Maersk Lines LTD. • • • I�.-. SIU Vice President Buck Mercer discusses the Seallft Pro gram on the West coast and emphasizes the need for more training. if.· Anne Kane ·Ocean Shlpholdlng and Jim Chllds - AMSEA. SHI.SS Scalift Coordinator Bill Hellwcge discusses the present training equipment and the equipment needs for the future . ':ir... . ... _.._.:. SIU Manpower Coordinator Bart Rogers discusses the manpower office and procedures for crewing vessels. George McCarthy· Sea Mobility Inc. and Harrison Glennon. Sea Moblllty discuss contract problems. March 1987 I LOG I 21 �Features include: The Seafare rs S iphandling Simulator Simulator combines state-of-the-art Vessel operators can lil . tralllg develop shiphandling skills while technology and proven educational methodology into a complete training system. Marine simulators are a safe and cost-effective alternative to traditional shipboard working in a safe and controlled environment. The central feature of the SHI.SS simulator system is a full-sized re­ creation of a ship's bridge. The Seafarers Shiphandling •full day or dusk visual scenes • beam to beam forward view, and after view • dear or reduced visibility • wind and current effects • bottom contour effects • bow thruster and assist tug effects • various traffic vessels • several own-ship configura­ tions including tugboats pushing barges ahead and towing astern. Programs are now being developed to provide training in Shiphandling, Bridge Basic Ma n a g e m e n t , Navigation Emergency Shiphandling, Vessel to Vessel Communications, Rules of the Road Situations, and Restricted Waterway Navigation. Future courses are envisioned which will train harbor pilots for specific geographic locations and provide station keeping training for deck officers aboard underway replenishment vessels. The full bridge simulator can be used in conjunction with three other ownship radar simulators to create a operating additional the ability scenario with four vessels. These three simulators also have to operate alone and will be used extensively· in radar observer training. State-of-the-art computers are used to operate the simulator. The main feature of the simulator is 22 / LOG I March 1987 a I daq bridge, Mike Ryan At the secon communicates with the main bridge while planning a maneuver. full scale replica of a ship's bridge. This allows for a full 180° forward field of vision. The training for the military related program will add a new degree of r e a l i s m to the shiphandling simulator. Our MSC UNREP scenarios will be the first time the merchant service has had the c a p a b i l i t y o f t r ammg shiphandling on a simulator which mimics real shipboard operations. The interactive bridges give us the ability for this imponant training achievement. The Lundeberg School is very proud of the great strides it is making in the use of simulators. �Paul Hall Library & Maritime Museum The Paul Hall Library ahd Maritime Museum continuously expands its materials and services. The library's collection of printed materials consists of over 16, 000 volumes and over 200 periodicals. Maritime history and reference materials which support the vocational and academic courses offered at the school are an important part of the collection. Approximately 800 volumes were added in 1986 mostly in the subject areas of technology, naval science and science. The highest areas of circulation in 1986 were technology, military I naval science and language/ literature. The Library A dvisory Committee consists of vocational and academic instructors who make reco mmendations for purchasing new titles and periodicals. The newest addition to the library is an IBM PC-AT Computer. This computer is utilized to catalog the new books which are added to the library each year. It will reduce the time spent processing the books and get them on the shelves for use much quicker. The computer is also used t o p r o d u c e a b i- m o n t h l y acquisitions list, and it has word processing capabilities. The museum collection displays ship models, historic nautical union i n s t ru m e n t s and memorabilia. Th e library's archives also contain union memorabilia and rare books. The Media Center provides audio-visual equipment and software for students to view videoc�tte, filmstrips, slides and audio cassettes. The library also houses a television studio, an auditorium and several conference rooms. All the modem facilities of the library help instructors and students in the pursuit of educational goals. The Video Department at the Seafarers Harry Lundeberg School of Seamanship provides a number of services to SHLSS students and SIU members. One of these is the management of the school's large library of videotapes. Right now, there are over 750 programs on subjects ranging from Art to Union Education. Some of the programs in this collection were produced at the school, whi l e o t h e r s were purchased. Still others are copies Robert Abell runs the video distribution center and sends programs all over base. of films that SHLSS has the rights to. The videotape library is a constantly-growing resource that provides SHLSS students with valuable information. Television Coordinator Mike Wilson determines of a video program. an edit point during the production Paul Hall Library and Maritime Museum x� The museum collection displays ship models, historic nautical instruments and union memorabilia. One of the fastest growing areas is Sealift Operations. This portion of the c o l l e ction contains programs directly related to SIU training for military vessels. Many of these tapes are produced by military for their own use, and through contacts made by SHLSS instructors, the school was able to add them to the library as well. Recently over 60 programs were added to the collection. But even the best library is worthless if it can't be used. At SHLSS, this isn't a problem. Six channels of local-origination programming are available to instructors and students during class hours. Through these channels six different programs to six different classes in six different locations all at the same time can be provided. Last year over 1,500 programs were distributed to classrooms all over the campus. In addition, every evening during the week four of the channels are programmed with tapes geared to the classes in session at the school. This provides another 40 hours of instructional viewing for SHLSS students. The programs are available in the students' rooms and are repeated throughout the week. Videotapes are also available in the Library Media Center for students to watch during their free time. This allows for self­ paced instruction and repetition as many times as necessary. While most of the videotapes come from outside sources, approximately 25 percent of the programs are produced by the Video Department. Since the television studio was opened in October of 1981, over 200 programs have been made. The advantage of in-house production is that videotapes that are directly related to SHLSS training can be produced. Through cooperative efforts with SIU-contracted companies, the video depanment can go aboard the ships and tape the actual equipment in use and design programs to mesh with classsroom study. Other programs produced by the Video Department serve as an avenue of communication between the members and the leadership of the union. Every month a Report to the Membership is videotaped and sent to SIU pons around the country. This gives members a chance to see and hear first-hand how the SIU is dealing with industry problems as well as the current state of the Union. In addition to these regular reports, special videotapes are prepared and sent out when needed. For example, programs about the SIU T-AGOS program, Steward Department Upgrading, and several other subjects were distributed to pons around the country. Other programs dealing with the structure and functions of the SIU were produced and are used at SHLSS as part of the union education program. It is the combination of these two major functions; Production and Distribution, that makes the Video Department at SHLSS an effective and valuable part of both the school and the SIU. March 1987 I LOG I 23 ��-------MANPOWER��--�----, ������t he �ucleus of the �nion,������ contained in the data base. This is exuemely helpful in locating experienced personnel needed to fill our military vCRl 's key ratings. If a job order cannot be completely filled by the pon, the remaining positions are transmitted back to the Manpower Office and sent to another pon. Every effon is made to fill all openings in the area surrounding the vessel. Manpower Coordinator Bart Rogers explains the functions of the SIU Informational Systems to representatives from the Republic of China. Computer technology is changing the face of our world on a daily basis. In order to keep pace with these changes, the Seafarers International Union has placed a central dispatching system through the Manpower Office in Piney Point, MD. With the majority of the work being military related, these changes help the SIU to meet I the needs of the contracted companies that operate these v�ls. The database contains a wealth of information that is constantly being up-dated and modified through the daily activities of the ports. This information· is readily available for meeting the military requirements for manpower. At any given time, the manpower available in any SIU pon, through the registration immediate attention. Also in our database is a profile on every company that the SIU has under c o n t r a c t . H a v i ng a l l t h is information is vital to the serving of our membership and companies. This information also allows us to focus on exactly what areas the Seafarers Harry Lundeberg School needs to concentrate its upgrading and training efforts on. In addition to membership information, the Manpower office provides the SIU with a central dispatching system set up to receive job requests by telephone from all of our contracted companies. These orders are written up and transferred to computer screens specially designed by the Seafarers Management Information System (S.M.l.S.) at headquarters in Camp procedure, can be checked to find out what ratings are available in a pon, what speciality endorsements each member holds, and their previous work history. In addition to this information, contact phone numbers and addr� of every active member in the SIU is also available. Computer reporting capabilities are a very important function of the Manpower Office, for example; work histories of all active members in the SIU can be compiled, which includes previous v�ls sailed on, what rating they sailed as, and how much time they spent on the v�l. The computers compile information on the registration of each pon in the country broken down by department and rating and an Emergency Shipping Repon is generated daily, which lists members name, social security Information contained on these screens includes the company, name, vessel name, the company personnel placing the call, the location of the vessel, reponing and departure dates and times, any special instructions, and the ratings required to man the vessel. The jobs ordered are then transmitted to the pon nearest to where the vessel is located. When the job order is received by the pon, the jobs are placed on the rotary shipping board and job calls are made in accordance with the shipping rules. After each job call, any ratings filled are entered into the computer and shown as shipped. When a member is successfully shipped, h e is automatically added to the crew list for that vessel . In addition to this, number, phone number, and rating. This repon �ists the Manpower Office in filling jobs which are called in outside the regular job call hours and require the man who is being replaced has a record of the time spent on that vessel, the rating held, sign on date, and sign off date put into this individual work history file 24 I LOG I March 1987 Springs. The computer system is a self­ contained unit processing over a thousand calls (Standby, Relief, Rotary) per month. It provides the membership with a more accurate method of shipping. It also provides our contracted companies with a direct link to their manpower needs 24 hours a day, seven days a week, and enables the SIU to fill the vacant billets as quickly as possible. The Manpower Office also maintains a variety of other information which is beneficial to the smooth operation of day-to-day union activities. Information regarding ship payoffs, recrews, and layups is received by the office and dispatched to the pon nearest the v�l. The SIU Service Teams are coordinated through the Manpower Office in conjunction with the SIU Headquaners. All information regarding tug boat location is relayed on a daily basis to the service teams operating in the various areas. The Manpower Offi c e also maintains manpower requirement reports for each area of shipping contained in the SIU. These requirement reports are updated each month as the industry changes because of automation, vessel layups, and additional military . ,.: .::.::;:,);,:,;:.::�"· Carol Johnson updates the shipping boards work. All this is done in an effon to . provide SIU members with the best accounting of work available and SIU companies with the most qualified personnel. The Manpower Office updates and r ev ises display b o a r ds containing information on deep sea, Great Lakes and inland vessels. The information maintained on these boards includes the company name, vessel name, when and where the vessel was serviced, and by whom. The Manpower Depanment in Piney Point is a vital and imponant pan of the Seafarers International Union. No other trade union has as much available information, or has it as centralized as our current system. The future will bring many new changes to the Manpower Office. Soon every phase of shipping in the SIU will be brought into the already established system, providing our membership and companies with the best maritime service �ible. " Chris Tennyson demonstrates the capabilities of the manpower system. �eafarers Harry Lundeberg-­ chool of Seamanshi The Seafarers Harry Lundeberg School of Seamanship is 60 acres of southern Maryland Paul Drozak Building Charles Logan Building waterfront property dedicated to the training and advancement of seafarers. Seafarers Shiphandling Simulator Building Paul Hall Library & Maritime Museum SH LSS Waterfront Seafarers Harry Lundeberg Training & Recreation Center March 1987 I LOG /. 25 - �ENGINE DEPARTMENT AUTOMATION CHIEF ENGINEER & ASSISTANT ENGINEER Uninspected Motor Vessel REFRIGERATED CONTAINERS­ Advanced Maintenance - VARIABLE SPEED D.C. DRIVE SYSTEMS - - FIREMAN/WATERTENDER, OILER (FOWT) 26 I LOG I March 1987 - WELDING �.... HYDRAULICS · THIRD ASSISTANT �� ENGINEER AND ORIGINAL � S E COND A S S ISTANT ENGINEER STEAM OR MOTOR . ·. DIESEL ENGINE TECHNOLOGY QUALIFIED MEMBER OF THE ENGINE DEPARTMENT (QMED) CONVEYORMAN March 1987 I LOG I 27 ��, DECK DEPART ENT ABLE SEAMAN/SEALIFT ABLE SEAMAN/SEALIFT ABLE SEAMAN/SEALIFT Special (12 Months) Limited (18 Months) Unlimited (36 Months) Upgrading Programs ··.: . . ' . TANKERMAN �z '-- ...._.y · . ·. · ·· . ·. . · ···· ····· . . . · ·· · ::: .. · .· . - QUARTERMASTER 28 / LOG I March 1987 ._...... - ' --- . FIRST CLASS PILOT - ... :·w.: ; ....:. ..... . . �THIRD MATE AND ORIGINAL SECOND MATE - MASTER/MATE FREIGHT AND TOWING VESSEL (Inspected) DEEP SEA DECK SHIPHANDLING SIMULATOR INLAND DECK SHIPHANDLING SIMULATOR March 1987 I LOG I 29 �STEWARD DEPART ENT Upgrading Programs TOWBOAT INLAND COOK --�·, ·..· i SHLSS GALLEY CHIEF COOK �· �·. CHIEF STEWARD -- 30 I LOG I March 1987 COOK AND BAKER �. -- ALL DEPARTMENTS Upgrading Specialty Courses SEALIFT OPERATIONS AND MAINTENANCE · --- UNDERWAY REPLENISHMENT CRANE FORKLIFT - FIREFIGHTING March 1987 I LOG I 31 �ADULT EDUCATION Prog·rams SHLSS Adult Education Opportunities _.. For an education program to be effective, it must be able to meet the student's needs. A continuous effon must be made to identify these needs and design new materials to reach them. The Seafarers Harry Lundeberg School of Seamanship (SHI.SS) has long recognized and responded to such innovative approaches in education. It is the school's philosophy that education and training go hand-in-hand in preparing members for both their jobs and life skills. Learning is still a lifelong, continuous process whereby seafarers acquire knowledge, skills and attitudes that will help them on the job, at school and in everyday situations. Because of the open admissions policy at SHI.SS, the reading and math skills of every upgrading seafarer are diagnosed. The seafarer is counseled, and an individualized course of study is mapped out for those seafarers who need basic skill improvement so that they can realistically reach their vocational and personal goals. In dealing with the adult learner, there is the need to provide a warm, supportive climate to help the seafarer overcome learning anxieties, fear of failure, test-taking anxieties or any p r e v i o us n e g a t i v e l e a r n i n g experience. It is with the supportive learning climate provided by the Adult Education Department and the student's motivation that a great degree of learning success is experienced. It is because of this function that the Adult Education Department has been recognized as the suppon department. In efforts to continue to provide the best educational opportunities �ible, the Adult Education Department offers five basic services: remedial services, technical - ENGLISH AS A SECOND LANGUAGE (ESL) writing services, correspondence materials and an educational outreach program. The five basic courses offered are: Adult Basic Education (ABE), High School Equivalency (GED), English As a Second Language (ESL), Developmental Studies ( DVS ) , a n d a n A B.E/E SL Introductory Lifeboat class. These classes are available to all SIU members who are in good standing with the union and who have paid their dues. The Adult Education courses have been designed to help seafarers reach their educational and career goals. They will be offered at four specific times throughout 1986. Applicants can be pretested and arrangements made prior to the scheduled course dates if applications are sent in early. Interested seafarers should look for the SHI.SS course schedule and fill out the appplication form in the Seafarers LOG. The Adult Basic Education (ABE) program will help improve basic English, reading and math skills. The English as a Second Language (ESL) course can help seafarers improve their use of the English language by emphasizing reading, writing and speaking s k i l l s. Th e High School Equivalency program will prepare a seafarer for the GED exam by working in the five content areas of science, social studies, English, m a t h a n d l i t e r a t u r e . Th e Developmental Studies (DVS) class provides seafarers a ch�ce to . improve study and test-taking skills before a scheduled upgrading class The ABE/ESL I ntroductory Lifeboat course helps prepare the . HIGH SCHOOL EQUIVALENCY PROGRAM (GED) seafarers for the regular Lifeboat course and is geared for students who have difficulty reading, who do not read at all, or who have been out of school for several years. All of these courses stress skills that can be applied to the seafarers maritime career. Interested seafarers may find it helpful taking an Adult Education course prior to a scheduled upgrading class. However, seafarers may come back for the Adult Education class at any of the scheduled times. Besides the courses that are available through the Adult Education depanment, another key function is the offering of remedial service through the Learning Center. Basic help on reading, writing, study skills, and math is provided. In addition, correspondence courses and materials have been offered since 1980. Seafarers have the opportunity to send for review packets in math, English, social studies, communication skills, metrics and taxes to name a few. These requested materials will be sent to the seafarer's home port or aboard the vessel. Any of these materials are useful in preparing the seafarer for his job, for a future upgrading or college course, or for everyday situations. All of these Adult Education courses and functions are only some of SHLS S 's effective educational activities. The Adult E d u c a t ion d e p a r t m e n t w i l l continue t o expand an d upgrade the programs in order to prepare the seafarer for the future. Write to t h e Director o f A d u l t Education fo r more information on any of these courses. - '•. ADULT BASIC EDUCATION (ABE) 32 I LOG I March 1987 ·: ABE/ESL INTRODUCTORY LIFEBOAT COURSE ..s:��:::<- · . .-...., "1� · �ASSOCIATES IN ARTS College Programs Associates in Arts College Programs Offered at SHLSS The Seafarers Harry Lundeberg School of Seamanship offers to SIU members the opponunity to earn a two-year associate in arts degree in their maritime occupational field. Members of the deck department (inland or deep sea) can earn a degree in Nautical Science Technology. Members of the engine department (inland or deep sea) can earn a degree in Marine Engineering Technology. Both programs as well as cenificate programs have been approved by the Maryland State Board for Higher Education. Seafarers earn their college degrees in this new program by combining credits that they have earned or will earn in vocational courses with credits they will earn while enrolled in sequences of general education courses such as English, math, science and social studies. To be admitted to the college program the seafarer must: 1 . be a member in good standing in the SIU 2 . hold an A, B, or B·limited seniority in the SIU . pass an entrance examination 3 in math, English and reading in order to present evidence of the ability to profit from the instruction the school offers. 4 . possess any prerequisite maritime background for vocational courses. The new college program is designed to provide the flexibility that seafarers need to achieve a higher education. Un l i k e traditional semester systems that most colleges have, the SHLSS degree program will be designed to meet the needs of seafarers who are not always able to attend school for whole semesters at a time. The SHLSS program will offer courses PHS 101: General Physical Science I (for deck department members). These new courses began in the spring of 1986 and are the first sequence of courses needed for the new college degrees. Any members interested in starting the college program or having any questions about it can contact the Admissions Office or Tracy Aumann at the Seafarers Harry Lundeberg School of Seamanship, Piney Point, Md. 20674. This is the time for members to take advantage of this new and exciting educational opportunity. This course has been a popular class because the membership computers, but also have practical hands-on experience with the computer keyboard. As seafarers become comfonable with the computer, �ey are eager to use it on their jobs. Recertified stewards have had many opportunities to use the computer when working on inventories and requisition lists. The computer class is taught by SHLSS instructor Roger Francisco. He is continuously updating the computer course based on feedback from both the shipping companies and seafarers. Because of the increasing involvement between the SIU and military contracted vessels, there has been a growing awareness of the computer skills needed aboard these ships. Roger Francisco has .. incorporated these skill needs into the computer course. The computer class is only one of the many educational opportunities available to seafarers through the Adult Education Depamnent. - four or five times per year for eight to 10-week periods. Members will be allowed to come back to school SH LSS Computer Course Meets the Needs of the Union. Computers are fast becoming a way of life, and the Seafarers Harrry Lundeberg School of Seamanship ( S HL S S ) i s p r e p a r i n g t h e membership for the changes that are coming. The SHLSS Adult . for college courses just as they do for upgrading courses. Members who wish to earn their degree will come to SHLSS and work on a sequence of two to three courses over an eight to 10-week period. The college program will work just like upgrading, but instead of taking a vocational class, the student will be enrolled in the college program. The first sequence of college courses offered are English 101: Composition and Rhetoric, MTH 108: Introduction to College Mathematics, and either MET 221: Engineering Principles I (for engine department majors) or Education Depanment offers computer training to the recenified steward class in order to meet one of the educational needs of these seafarers through an introductory computer course. understands how important it is to be skilled to meet the changing technological demands of the vessels. Further, the maritime industry is finding more and more uses for the computer aboard ship. Currently, computers already play an important role in the maritime industry. While on the v e s sels, seafarers receive information instantaneously over the computer screens. Off-shore computer terminals and satellites signal telecommunications data for cargo transports. By dialing into the terminals, information may be processed on payroll, inventory, fuel and parts requisitions, navigation and updated weather forecasts. SHLSS recognizes the integral role computers play in the industry and have taken the lead in computer training by offering this course. Recertified stewards not only receive information on the operations and benefit s o f March 1987 I LOG / 33 �Upgrading Course Apply Now for an SH LSS •··· ••· ··•······· ····• ······· ·•·•••···· ·• ·· ·················· ······ ··········· · • • ··· •··· · •························ · ········· ·········· •· · Seafare rs Harry Lunde berg School of Seamanship Upgrading Application Name (first) (Middle) (state) (Zip Cod ) (List) (Clfy) - Date Book Was Issued ______ Book# _ . __ _ _ _ ____ Endorsement(s) or License(s)Now Held Telephone ______ Port· lssued Seniorlty ______ MoJDaylVear -....,.��,,.,,. .,,.,, ----­ ... (Area Pacific D ____ _ _ ___ ___,�� to=--�---(dates at tended) Last grade of schooling completed Have you attended any SHLSS Upgrading Courses: D Yes No D _____ No D (if yes, fill in below) _ _________�-�------ Do you hold a letter of completion for Lifeboat: O Yes ________ No 0 (if yes, fill in below) ___ Date Available for Training ____ __ Port Presently Registered In _________ ________ _ _______ _ Trainee Program: From COde) Oepartment _______ Are you a graduate of the SHLSS Trainee Program: D Yes Course(s)Taken --�----....�--­ ...- Lakes Member D Inland Waters Member D Deep Sea Member D Social Security# Date of Birth ------ - -------- Firefighting: 0 Yes No D CPR: D Yes No D --------=--�- Primary Language Spoken -----I Am interested in the Following Course(s)Checked Below or Indicated Here if Not Listed -----ENGINE D Tankerman D AB/Seallft Special D AB/Seallft Limited D Cook & Baker D Chief Cook D QMED-Any Rating D Marine Electronics D AB/Seallft Unllmlted (Variable Speed D Towboat Operator Inland D Towboat Operator Not More Than 200 Miies D Towboat Operator (Over 200 Miies) D Celestlal Navigation D Master Inspected Towing Vessel D Mate Inspected Towing Vessel D D D D D STEWARD D FOWT 1st Class Piiot Third Mate Celestlal Navigation Third Mate Radar Observer Unllmlted Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. DC Drive) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance & Operations D Dlesel Engine Technology D Chief Steward D Towboat Inland Cook ALL DEPARTMENTS D Welding D Lifeboatmen D Seallft Operations & Maintenance D Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected ADULT EDUCATION DEPARTMENT Motor Vessel D Ttllrd Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DYS) D English as a Second Language (ESL) D Hydraulics D Electro-Hydraulic Systems D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree D Nautlcal Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE Rev. 12186 RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ______ ______ �---__ ---------- . .............................................................................................................. ...�::::---...... :; -..., 34 / LOG I March 1987 �Safeguard Your Shipping Righ� O T SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DUES • Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your respon­ sibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW YOUR RIGHTS KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU CONSTITUTIONAL RIGHT S AND OBLIGA­ Atlantic. Gulf. Lakes and Inland Waters District makes TIONS. Copies of the SIU constitution are available in specific provision for safeguarding the membership's all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three tents. Any time you feel any member or officer is attempt- months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly ·finance committee by any methods such as dealing with charges. trials. etc., of rank and file members, elected by the membership, as well as all other details, then the member so affected makes examination each quarter of the finances of the should immediately notify headquarters. Union and reports fully their findings and recommenda­ EQUAL RIGHTS. All members are guaranteed equal tions. Members of this committee may make dissenting rights in employment and as members of the SIU. These reports, specific recommendations and separate findings. rights are clearly set forth in the SIU constitution and in TRUST FUNDS. All trust funds of the SIU Atlantic, the contracts which the Union has negotiated with the Gulf. Lakes and tnland Waters District are administered employers. Consequently. no member may he discrimi­ nated against because of race, creed, color. sex and na­ in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees tional or geographic origin. If apy member feels that he is in charge of these funds shall equally consist of Union denied the equal rights to which he is entitled. he should and management representatives and their alternates. All notify Union headquarters. expenditures and disbursements of trust funds are made SEAFARERS POLITICAL ACTIVITY DONATION only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ patrolman or other Union official. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. ity are protected excJusively by the contracts between the EDITORIAL POLICY - THE LOG. The Log has Union and the employers. Get to know your shipping traditionally refrained from publishing any article serving rights. Copies of these contracts are posted and available in all Union halfs. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the political purposes of any individual in the Union. officer or member. It has als� refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed the Seafarers Appeals Board by certified mail, return re­ by membership action at the September. 1960. meetings ceipt requested. The proper address for this is: in all constitutional ports. The responsibility for Log Angus "Red" Campbell policy is vested in an editorial hoard which consists of Chairman, Seafarers Appeals Board the Executive Board of the Union. The Executive Board 5201 Auth Way and Britannia Way may delegate. from among its ranks. one individual to Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obi igations, such as fit ing for OT on the proper sheets and in the proper manner. If, at any time. any SIU � ing to deprive you of any constitutional right or obligation carry out this responsibility. PAYMENT OF MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts lo require any such payment he made without supplying a receipt. or if a member is required to make a payment and is given an official receipt. but feels that he should not have heen required to make such payment. this should immediately be reported to Union headquarters. -SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing. but not limited to. furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. job discrimination, financial reprisal. or threat of such c9nduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Sup- ._. port SPAD to protect and further your economic, poli­ tical and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of �to Union �or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, retum receipt requested. The add� is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. March 1987 I LOG I 35 • �j I I � Pepper Seeks Health Care Plan for America's Elderly Rep. Claude Pepper (D-Fla.) is one of the champions of protection of Amer­ ica's elderly. Following is a letter he wrote to SIU President Frank Drozak and Pepper's proposal for catastrophic health care insurance. Dear Frank, • Your assistance in a matter of great importance to our nation's 31 million older Americans would be greatly ap­ preciated. I am pleased to submit for the con­ sideration of your readership my views on the need for a comprehensive re­ sponse to the catastrophic health care needs of our older Americans. While the president's recent recognition of the need for catastrophic health care coverage for older Americans is cer­ tainly welcome, the proposal he en­ dorsed to accomplish this objective falls far short of providing any mean­ ingful hedge against the bankrupting costs of health care most commonly encountered by older Americans. I believe we have an opportunity to provide for a meaningful, comprehen­ sive health care program for the el­ derly this Congress. I intend to do all that I can to see to it that such a plan gets enacted. I have attached, for your review, a letter which I hope you will be able to share with the readership of your distinguished organization. You know I look forward to working closely with you on this most impor­ tant matter. With warm regards, Always sincerely, Claude Pepper Member of Congress Dear Friends: You are no doubt aware that the president's recent announcement to support a catastrophic health insur­ ance proposal was greeted with great enthusiasm in the Congress. The coun­ try now recognizes the need to address the catastrophic health care needs of older Americans. While I am pleased that the presi­ dent agrees that we must assist our elderly against the bankrupting costs of a catastrophic illness, I am shocked that he would knowingly or unknow­ ingly lead the American people to believe that the plan he endorsed would ''free the elderly from the fear of catastrophic illness'' and provide ''that last full measure of security." That claim is simply not true. In essence, the president's plan sim­ ply covers long hospital stays-which less than l percent of the entire Med­ icare population currently requires. In -. exchange for a $4.92 monthly pre­ mium, Medicare would cover an un­ limited number of days of hospital care, with each Medicare beneficiary paying no more than $2,000 each year in coinsurance and deductibles. Sim... ply put, his plan would help only 3 percent of the total Medicare popula- 36 I LOG I March 1987 - tion. The president's plan would not cover Alzheimer's-which afflicts over 3,000,000 Americans; it would not as­ sist over 500,000 Parkinson victims; his plan would not cover long-term care in a nursing home or in the home; it offers no help to seniors in buying prescription drugs, which cost them about $10 billion annually; it will not cover hearing aids which cost an av­ erage of $500 per person a year; his plan would not cover dental care, eye care, routine physical exams or foot care. The president's plan would not help the 83-year-old gentleman from Maine who wrote me stating: . . . here I sit the loneliest man that ever lived. I have admitted my wife, of 55 years, to a nursing home. She has Alzheimer's and I am caught between a rock and a hard place. I can no longer pro­ vide the round the clock she re­ quires and I will soon be unable to pay the costs of the care she now receives which exhausted our $160,000 in life savings. This represents just one of the 700,000 older individuals in America who will be forced into poverty this year due to the catastrophic costs of the health care they need. They would not be helped by the president's plan. Any serious catastrophic health care proposal should cover not only long stays in a hospital but long stays in the home or in a nursing home as well. It should cover illnesses like cancer, Alzheimer's, Parkinson's, Hunting­ ton's, heart disease, and the like, that do not require hospitalization and which are - largely unprotected by insurance­ either private or public. I have introduced legislation, H.R. 65, ''The Catastrophic Health Insur­ ance Act of 1987,'' which would in fact provide older Americans with cat­ astrophic and comprehensive cover­ age they are hoping for. H.R. 65 pro­ vides coverage for long or short stays in a hospital, in the home or in a nursing home. It would cover many items currently uncovered by Medi­ care or private insurance, including dental care, eye care, hearing care, prescription drugs, foot care, physical exams and the like. H.R. 65 would not involve the in­ vestment of new federal expenditures. Rather, it would involve a more sen­ sible and efficient management of our health care dollar. This comprehen­ sive package of benefits would be financed, in part, by the amount Med­ icare pays now for services under Parts A and B of the program, and in part, by the amount Medicare benefi­ ciaries currently pay for participation in Part B of the Medicare program ($17.90 a month) and the amount they spend per month on medigap insur­ ance (about $50 a month). In no case would any senior citizen pay more than l 0 percent of their income on health care premiums in a given year. While H.R. 65 would permit Ameri­ cans to go to any doctor they desired, quality of care and accessibility of services would be required under my bill. Rep. Claude Pepper In short, H.R. 65 is a comprehensive and catastrophic health care plan for older Americans. It is a meaningful, affordable and lasting response to the health care crisis we now face. I hope you will lend your support to this bill which will mean so much to so many. I urge you to let your congressman know of your desire for cemprehen­ sive medical care. It would be a trag­ edy to accept less, at a time when the nation is ready to do so much more. AFL-CIO Highlights Many Health Issues At its Executive Council meeting last month, the AFL-CIO addressed a number of important health care issues which affect American workers. Following are the council's reports. Health Care Committee John J. Sweeney, Chairman During the past year, the committee sponsored a national health care te­ leconference, several important train­ ing sessions at the Meany Center for health care negotiators and released its two-part video on bargaining for health care benefits. The situation was equally active on Capitol Hill. The AFL-CIO was very much involved in the budget fight, legislation to improve access to care and efforts to improve quality of care. Calvin Johnson of the AFL-CIO legislative department brought the committe up-to-date on Congress' cur­ rent health care agenda. He thought that the catastrophic health insurance proposal championed by the secretary of Health and Human Services was on a ''fast track'' and there was sig­ nificant support building for legislation requiring employers to offer health insurance coverage to individuals as a condition of employment. He also in­ dicated that he expects Congress to pass legislati on improving the quality of care in our nation's nursing homes. The committee had a comprehen­ sive discussion about federally man­ dated health care benefits, recom­ mended that a draft statement on health care coverage be adopted by the Coun­ cil. The committee has invited leaders in the health care field to address a number of its meetings. At this meet­ ing Carol McCarthy, the newly elected president of the American Hospital Association (AHA), made a detailed presentation about the future of Amer­ ican hospitals, their priorities and how health care facilities are strategically planning to position themselves in a health care market that increasingly depends less on institution-based care. Dr. McCarthy also indicated that the AHA shares organized labor's con­ cern about access to and quality of care, and she expressed an interest in working in coalitions, whenever pos­ sible with the Federation. The committee heard staff reports on the Reagan administration's budget proposals and the latest available data on rising health care costs. There was also a report and discussion about proposed regulations issued by the administration to eliminate the re­ quirement, which has been in exist­ ence for over 10 years, that employees (Continued on Page 37.) �(Continued from Page 36.) ditional plans that organized labor worked so hard to achieve. offering health care coverage pay HMOs an amount equal to what they pay for fee-for-service plans. The com­ mittee had a consensus that, if adopted, this regulation would jeopardize the dual choice between HMOs and tra- The members of the committee are: John J. Sweeney, Chairman Morton Bahr Lenore Miller Henry Nicholas Owen Bieber Murray H. Finley Albert Shanker John T. Joyce Lynn R. Williams William Wynn Gerald McEntee Health Care Coverage While the United States leads the of financing care for the workiqg un­ world in high-technology medical care, insured to fall disproportionately on too many Americans lack access to companies which provide protection. even the most basic health care serv­ ices. Currently, 16 percent of our pop­ ulation, or 37 million people, are un­ We call upon Congress to: • Require employers, as a condition insured, a 40 percent increase since of doing business, to assure a mini­ 1980. Another 50 million have inade­ mum package of specified health care quate health insurance protection. benefits to all workers and their de­ Workers and their families consti­ pendents, including part-time and laid­ tute three-quarters of those without off workers. Employers could meet coverage and a substantial number of the statutory requirements by assuring the underinsured. Many employers health care benefit packages generally make matters worse by cutting health equivalent to the standards specified benefits, offering inadequate coverage in the legislation. or refusing to provide any health ben­ • wage employees to assure their health to offer health care protection forces care protection. postpone seeking care until their long­ term health or even their lives are in jeopardy. Most uninsured enter the health care system only through the doors of hos­ • In an attempt to protect the 8 million workers represented by 43 National Unions affiliated with the AFL-CIO Maritime Trades Depart­ ment, the participants at the recent Executive Board Meeting adopted the following resolution: "The United States suffers from a health care crisis. Substandard services and facilities, unaffordable costs, and government indifference have com­ bined to deprive millions of Americans of adequate medical care." * Limit the maximum out-of-pocket * * We are often told about the millions of jobs the Reagan administration has created. Statistics show that those millions of jobs are in the $7 ,000 per year salary range. At that level, who can afford health insurance? The government's handling of the health care crisis has been to pass the burden on to other segments of the economy-the workers. These costs come down to us in higher charges across the board every time we receive health treatment. The trustees of the Seafarers Welfare Plan have been investigating methods of coping with the added burdens, insuring the continued quality health care under the rules, and safeguarding the Plan's funds. The LOG will publish any and all changes to the Plan. In addition, you will be receiving a letter in the next month from the trustees explaining any changes. Nursing Home Care Provide financial assistance to low­ efits. The refusal of some employers many workers and their families to WELFARE REPORT Trade unionists, senior citizens and The AFL-CIO supports the findings consumer advocates have tried for 30 of the IOM report but believes that employee cost for the basic package. years to improve the quality of care several key areas require further study. Preempt state laws governing in­ in nursing homes and assure that nurs­ Because public and some private nurs­ sured plans. ing home residents are treated with ing homes care for a disproportionate Require states to establish insur­ ance pools through which employers the dignity and respect they deserve. number of Medicare and other low­ Since the late 1960s, numerous in­ income patients, and since public pro­ • • pital emergency rooms. In the past, that desire to do so could purchase vestigations have revealed that large grams do not adequately compensate hospitals passed on the cost of their the federally mandated benefits at an numbers of marginal or substandard facilities for the cost of caring for these treatment by increasing charges paid by cm I health benefit plans. Re­ affordable cost. . Require states to establish a sep­ nursing homes continue to be certified individuals, evidence is mounting that by the federal and �tate governments. nursing home operators are reducing cently, �ospitals have been less willing arate pool so that those who, as a A recent report issued by the Institute staff and services to dangerously low • to shift these costs because of their result of existing medical conditions of Medicine (IOM) of the National levels and/or refusing to admit Med­ desire to be more competitive by of­ or prior health care histories, have Academy of Sciences found care in icaid patients altogether. fering discounts to large health care been unable to purchase insurance many government-certified homes to The AFL-CIO therefore believes that purchasers. This has reduced the num­ protection can obtain affordable cov­ be "shockingly deficient" and "likely an adjustment in payments to nursing ber of plans that absorb the cost of erage. to hasten the deterioration of physical, homes serving a disproportionate share uncompensated care, making it harder • Allow unions in collective bar­ for hospitals to pay for care of the gaining to improve upon the minimum uninsured. federal requirements. mental and emotional health . . . '' We call on Congress to provide for of low-income patients, as is provided to hospitals under the Medicare pro­ uniform federal standards to assess gram, is an essential step towards the quality of care provided in nursing maintaining the delivery of quality that the most effective way of reducing homes, improve enforcement and pro­ services. of millions of workers and their fam­ health care costs, improving access tect the rights of elderly citizens. Cur­ ilies. This practice has established an and assuring quality would be for Con­ rent federal regulations do not require economican in gress to enact a national health care an assessment of the actual quality of The failure of employers to provide The AFL-CIO continues to believe health insurance endangers the health inefficient system In addition, we call on Congress to: • Make residents' rights part of the which the last and only resort of the system. In the meantime, we will work care, nor do they allow public officials conditions for participation of nursing uninsured is to be treated in a hospi­ for legislation that will assure access to force compliance through interim homes in Medicaid. tal-the most expensive health care to basic health care services for work­ sanctions. setting-and it has allowed the burden ing Americans and their families. • In 1982, in response to administra­ tion attempts to dismantle all protec­ tion for nursing home residents, Con­ Catastrophic Health Care gress requested a comprehensive study such as preventive care and prescrip­ ment of Medicare, there is a national tion drugs. The Reagan administration consensus that the elderly and dis­ is proposing a plan that is limited to abled need protection against the pros­ catastrophic coverage. The AFL-CIO pect of financial ruin associated with strongly supports the congressional catastrophic illness. initiatives. We are concerned, how­ co-insur­ ever, that the current congressional ance, gaps in covered services and review does not include long-term care. charges in the practice of medicine are Since one in five persons over 65 Rising deductibles and forcing senior citizens to pay more requires nursing home care, the lack out-of-pocket as a percent of income of protection for long-term and chronic than they did prior to Medicare's en­ care is a major gap in Medicare cov­ actment. For people with catastrophic erage. illness, the out-of-pocket burden is Protection against catastrophic ill­ even heavier. Once they experience a ness and provision of some other serv­ serious illness, beneficiaries quickly ices are a needed and an important exhaust Medicare benefits. • Improve nursing home staffing and training. • Improve surveying and inspecting of nursing homes. by the IOM. The IOM report made specific sug­ gestions designed to guarantee resi­ More than 20 years after the enact­ Prohibit discriminatory practices against Medicaid beneficiaries. • Provide new enforcement tools, including interim sanctions, civil pen­ uents' rights, assess quality and ap­ alties and strict time limits for com­ propriateness of pliance, and more severe penalties for care provided to patients, target for sanctions facilities with poor records, prohibit discrimi­ nation against Medicaid patients, and repeat offenders. • Require the Department of Health and Human Services to develop a emphasized the importance of ade­ uniform assessment system covering quately trained staff. all nursing homes and their patients. first step. We will continue to work to Congress is examining proposals to expand Medicare to include all nec­ improve Medicare by protecting ben­ essary health care services, including eficiaries against catastrophic expend­ long-term care provided at home, in itures for acute care and by providing community-based treatment centers coverage for other essential services, and in nursing homes. fROHTIASH POUTICS. SOCIAL ISSUES. Tt£ LABOR MOVelENT. March 1987 /.LOG / 37 - �Seafarer Training Pays Off for Craneship Crews Grand Canyon State Gives Job Security a Utt Here (above) is part of the crew which is helping the craneship Grand Canyon State fulfill its mis.sion for the military. The crew includes AB Ernest Duhon, QMED John Presley, The Grand Canyon State (above and below) was docked recently at the Dillingham Shipyard at Swan Island in Portland, Ore. where these pictures were taken. OL Hilman Hutchinson, QMED Eugene Stang, AB Wayne Darling, AB John McMurtary and AB John Caswell. Pictured below is one of the ship's cranes. Washington Report (Continued from Page 13.) sion in 1985 to answer questions about this country had an adequate manpower the Pentagon has woken up to the fact the ability of the merchant fleet to base and sealift capability. that the security interests of the United meet this nation's defense needs dur­ States are being compromised because ing times of national emergency. Title XI Cargo Preference Another battle is brewing over the American Shipbuilding of Tampa, government's interpretation of the Military Cargo Preference Act of 1904. we don't have a viable domestic com­ The panel, whose members were puter-chip industry. Yet the same thing appointed by the president, has two holds for maritime.'' plication Maritime •'Although little information has been years to study the industry and pro­ Administration for the financing of two made public," said Pecquex, "the U.S. Commission on Merchant Marine The Commission on the Merchant Marine and Defense has been listening duce four reports. Two of the reports, one due this December and another Fla. has recently filed a Title XI ap­ with the U.S. 800 passenger cruise ships. Department of Justice to interpret cer­ due in December 1988, are to contain is trying to eliminate the Title XI tain provisions of the 1904 Act in a recommendations. program, Marad has said that as long manner contrary to the interests of the as the law is on the books, they will U.S.-ftag industry. Denton said it was his belief that to testimony from industry represen­ Reagan's present view of the maritime process and review any applications. tatives on the steps that must be taken industry was that the chief executive The SIU is committed to retaining the in order to turn things around for the didn't want to see it decline further. Title XI program and we are working American-flag merchant marine. •'I take that to mean that this is the with the prospective owners on their bottom," he said. application," Pecquex said. "You don't have to alert us to the Navy has apparently asked the U.S. "While the Reagan administration •'The SIU will be closely following this development," said Pecquex. Just last year, the industry was in­ volved in a similar fight. The State problems,'' said J eremiah Denton, the Earlier this year, Walter Piotti, head In addition to meeting with officials Department tried to ease the cargo commission's chairman. "We know of the Military Sealift Command, said at the Maritime Administration, the preference requirements at the request the requirements don't exist to enable that something had to be done to reverse SIU has submitted letters and testi­ of the government of Iceland. A crisis the industry to meet our defense the decline of the American merchant mony to Congress pointing out the was averted when the government and marine, and that only a revitalization of benefits of the Title XI loan construc­ the industry reached a compromise on the private sector fleet could ensure that tion program. the issue. needs." Congress established the commis- 38 I LOG I March 1987 �Howard Schulman Retires as SIU Counsel Island were protected when that fa­ (Continued from Page 4.) "Many people don't understand it. cility was relocated. But an enlightened management un­ At the time of his retirement, Schul­ derstands that a workforce and man­ man and his firm were involved in agement are equally after the same cases against the Seafood Producers ultimate goals. We may differ insofar Association in as the divisions are concerned,. but against SONAT Marine, which had each depends upon the other, and there must be a degree of equity and sought to deprive captains, mates, en­ gineers and barge captains of their fairness. right to union affiliation. "Luckily, this organization has al­ ways had leaders who were able to New Bedford, and Schulman handled the complex de­ tails for many of the Union's mergers. project five, 10 years down the road. They just didn't react to events, they Through his doggedness and brilliant planned for them.'' more than 90 percent of the jurisdic­ During recent years, Schulman han­ dled the legal end of many of this tional dispute cases he handled in Union's major beefs. He filed a brief During the Vietnam War, Schul­ against the Agriculture Department for failing to apply P.L. 480 cargo pref­ man's legal efforts prevented the li­ censed unions from encroaching upon erence standards to the Blended Credit the jurisdictional rights of our mem­ hearings before the AFL-CIO. bers in the engineroom by forcing of events that led to a historic restruc­ Delta to drop its ''Apprentice Engi­ turing of the P.L. 480 program. Schulman defended seamen's rights neer" program. In the early 1970s, when the gov­ under the Service Contract Act; re­ ernment said that SPAD violated the sponded to secondary boycott charges federal election laws, Schulman de­ filed by foreign-flag fleets and inland fended the integrity of this Union's companies that were seeking to evade their contractual obligations to the political action program. All charges against the Union were dropped. Union, and monitored the actions of the Coast Guard, which establishes Schulman alluded to this case during the 1971 SIUNA Convention, and its regulations for the rocurement and maintenance o seamen's payJeTS . implications for the members. No matter what you win by ne­ For 2 0 years Schulman successfully gotiations or on the bricks, and no fought back attempts by the Depart­ matter how long it took to accomplish and how expensive, it can all be taken fare to close down branches of the Public Health hospital system (the away from you overnight by those in the legislative, executive and dicial hospitals remained opened until 1981 branches of government. The answer when Congress discontinued the 200year-old USPHS program). He made to me is obvious-more activity, more association, more pressing in the elec­ sure that the rights of retired seamen living in Sailor's Snug Harbor in Staten toral process. Participate in every · means possible through your Union.'' MTD Board Sets Maritime Priorities nomic and defense needs in time of war or national emergency. active merchant V6';sels and is unable Supporting the MTD's positions on to sustain any prolonged involvement national defense and trade policies was overseas, the MTD said. "It is tragic that the administration a series of related statements. These called, among other things, for action is forgetting the lessons in history for by Congress to close loopholes in the which we have paid so dear a price. Jones Act, which requires the use of Over the last half-century, all Ameri­ ca's major overseas military engage­ American-built and crewed vessels in U.S. coastal trade; domestic-content ments-World War II, and construction requirements for off­ Vietnam-have required coordination shore oil rigs and vessels, and steps of military and merchant marine ca­ to restore the domestic shipbuilding pabilities. capacity "consistent with the de­ mands of national security.'' we have ignored the crucial invest­ The board also heard reports from ment in our U.S.-flag fteet that is MTD Executive Secretary-Treasurer required to deploy our forces where needed. The cost, in terms of cargo Jean Ingrao; Legislative Director Frank preference laws, bilateral trade agree­ of the Railway & Airline Clerks on ments, tax incentives to shippers or even outright subsidies, is meager when deregulation and Sec.-Treas. William Lucy of the State, County & Municipal compared to defense outlays and would Employees on the situation in South Pecquex; Vice President Jack Otero be, therefore, highly leveraged dollars Africa. because they would ensure the exe­ cutability of the nation's forward de­ Speakers from the AFL-CIO staff included COPE Director John Perkins, fense strategy." The ultimate solution, the MTD said, Glotten, Economic Research Director lies in assuring enough cargo to sup­ Rudy Oswald and Director Bert Seid­ port the required number and types of man of the Dept. of Occupational merchant ships that would meet eco- Safety, Health & Social Security. Legislative Director introduced automation and diesel fuel into the American-flag fleet. "No one approach to business. "In China and thought he could pull it off,'' said in the Far East generally, much less Joseph DiGiorgio, "but he did." weight is placed upon legal documents and much more weight is placed upon ''The maritime industry has lost one of its brightest lights," said Marianne personal relationships and trust. Rogers, director of political action for ''Always view China as a long-term growth opportunity, not a place to the Seafarers International Union, who often worked with Wei to help secure make a quick buck." legislation favorable to the maritime Certainly Wei was capable of taking the long view of things. industry. "I have never met a kinder or more gracious human being.'' It took him eight years to put to­ Wei, a devoted family man, is sur­ gether the package that made it pos­ vived by his wife Katherine and two children, Lawrence and Andrea. sible to build the Falcon vessels that Disley Re-elected to MFOW Post Here are the general election results for the Marine Firemen's Union officials and trustees for the 1987-88 term of office as well as the SIUNA convention delegate : Henry "Whitey" Disley -President B. C. "Whitey" Shoup -Vice President Joel E. McCrum - Treasurer Robert Iwata -S. F. Business Agent #1 Robert G. "Jerry" Kimball -Seattle Port Agent Sol Ayoob -Wilmington Port Agent Marvin ''Lucky'' Honig -Honolulu Port Agent SIUNA Convention Delegates: (Continued from Page 5.) "We spend billions on defense, but (Continued from Page 14.) Robert I ala Joel E. McCrum the United States has fewer than 400 Korea and C. C. Wei Dies legal maneuvering, he was able to win Program. This set into motion a series ment of Health, Education and Wel­ C. C. Wei's Falcon Champion was the last American ship built with CDS funds. Robert "Here's a NEW TAX LAW tip" The new tax law does not affect most 1986 tax returns. If you have any questions on 1986 changes, check your tax package, or order Publication 553, "Highlights of the 1986TaxLaw Changes:• Call 1-800424-FORM (3676) or the IRS Forms number in your phone book to get a copy. Mc­ --�,,,,-- March 1987 I LOG I 39 • �I r ,, r t t I Floating Hospital Sails to Philippine Islands The U.S. Navy's first active hospital ''The operation of the Mercy is a ship in 13 years, the USNS Mercy (T­ further expansion of the fleet support AH 19), departed San Diego, Calif. on services provided by Military Sealift Friday, Feb. 27, for a four-month Command," said RADM Walter T. training and humanitarian mission to Piotti Jr., commander of the Military the republic of the Philippines. Sealift Command's fleet of 120 ships. The purpose of the deployment is to train Navy personnel in the opera­ tion and support of the ship and its 1,000 bed medical treatment facility • during extended operations in a re­ mote area. In conjunction with the training mis­ sion, and to subject the medical team to a varied assortment of illnesses and ailments requiring medical expertise for diagnosis and treatment, the ship's medical treatment facility will help meet training and care needs of the Philippine people. The medical team aboard the USNS Mercy during this deployment will in­ clude civilian and military personnel, both U.S. and Filipino. This deployment will constitute the shakedown cruise for the Mercy, a The Mercy is scheduled to return to the United States in June and will be berthed at Oakland, Calif. in a reduced M�E:Rc:v The Mercy is one of two identical hospital ships being converted for the Navy. A second ship, the USNS Com­ fort, will be christened in May. These ships will provide the Navy with med­ ical resources it has lacked since the 1974 decommissioning of the two hos­ pital ships used during the Vietnam War. The Navy had 15 hospital ships on active duty during World War II. Each ship will have an 80-bed in. tensive care unit, 20-bed recovery ward, 280-bed intermediate care ward, 120bed light care ward and limited care USNS Mercy wards with a 500-bed capacity. former tanker, following its conver­ In addition to 12 operating suites, sion at the National Steel and Ship­ each ship will have laboratories, phar­ building Company in San Diego. macies, dental, radiology and optom­ The ship is scheduled to visit six � operating status. No Truth to Contact Lens Scare Story etry departments, physical therapy and ports on five Philippine islands after burn care units· and radiological serv­ its initial arrival call at Subic Bay. ices. The warning pertaining to contact lenses which appeared on page 25 of the January 1987 issue of the LOG is based on false information, according to the American Optometric Association. The two incidents cited in the LOG are based on a false report which Mercy's Masterful Master Occupational Safety and Health Administration (OSHA), the American by Bob Borden, PAO, MSCPAC these reports. By his own admission, Capt. Rich­ appropriate goggles over their eyes, whether nor not they wear glasses has surfaced periodically during the past decade. The Labor Department's Optometric Association and other professional groups have all refuted Welders or anyone exposed to a welding arc should, of course, wear or contact lenses. ard Benjamin Hosey is still amused at the irony of his situation. "I often spent weeks learning about their new wonder," he said recently, "what I'm ammunition ship in 1980 and prepared doing on a hospital ship after spending the vessel for a major renovation, home the old fashioned way-they five years on an ammunition vessel. Hosey was the logical choice for cap­ literally crawled through every nook It's like going from one extreme to tain. History repeated itself again when and cranny· on the massive ship and another.'' the veteran master was selected as took detailed notes of their inspec­ PCO for MSC's first hospital ship. tions. Currently the master of the USNS Mercy and formerly master of the On the eve of taking his fourth ship "I had to get to know the ship USNS Kilauea and a long line of other out of a yard and into an operational personally," says the 35-year MSC environment, Capt. Hosey admits a employee. "I didn't have any say over MSC ships, Capt. Hosey has been Capt. Richard Hosey going to sea since he turned 15 in 1943. taining his master's license in 1965, feeling of anxiety with his ship's hu­ how the ship was built or converted. That's the year he enlisted in the Navy he's been in command of almost every manitarian voyage to the Philippines. And yet, it was a ship I would be operating in the near future." and convinced skeptical military offi­ type of vessel in the MSC inventory. "I'm apprehensive for one reason cials he was old enough to join the He's also continued serv�ng with the and one reason only,'' says the veteran The recipient of numerous awards, seagoing service. He mustered out of Naval reserve. Today, he holds the skipper. ''The trip to the Philippines honors and letters of appreciation dur­ the Navy three years later as a third rank of captain, USNR-R. wasn't originally programmed into the ing his lengthy maritime career, Capt. class signalman and returned to his Capt. Hosey's experience in taking long range plans of the ship. Given Hosey expects the Mercy to be the home in Hattiesburg, Miss. to attend ships out of shipyards and into the the new time frame, some things will last ship he commands before he re­ college. But a few years later, he was fleet was a factor in the decision to have to be deferred that would have tires sometime next year. He's still back in uniform, serving with the Navy name him prospective commanding been taken care of under amused at the contrast between the as a second class quartermaster sig­ officer (PCO) of the USNS Mercy. He events." nalman aboard LSTs, destroyers and was a young mate aboard a freighter with the staff of Commander De­ in 1958 that was converted to a track­ stroyer Squadron Fifteen. Hosey left active duty in 1952 and normal last two ships he's served aboard. When he first reported to the ship last summer, the Mercy was still "I'm going from an ammunition en­ vironment to one where the sole pur­ ing ship. Hosey spent 18 months in undergoing conversion work at San pose of the vessel is to save lives," Scotland in the late 1960s during the Diego's National Steel and Shipbuild­ he said during a recent interview, re­ joined MSTS. He worked aboard troop construction USNS ing Company. Working out of a small flecting on his past two assignments. transports for a few years as an able Chauvenet and brought the ship back mobile trailer shared by MSC con­ For now, Capt. Hosey is the only seaman/quartermaster ac­ to the United States for her shakedown struction representatives, Hosey and experienced master in the fleet who quired his license in 1956. Since ob- cruise. When MSC acquired its first a few of his prospective crewmembers can ponder the contradiction. 40 I LOG I March 1987 until he phase of the �MSCPAC Generous to Charity Employees of the Military Sealift tune ($1,778), and the USNS Sioux Command, Pacific -both afloat and ($1,693). The Sioux was recognized ashore-contributed generously to the by the CFC at an awards reception in 1986 Combined January when the ship received a first Federal Campaign (CPR), raising more than $31,000 over place plaque, military sector, for her a two-month period in the final months CFC contributions. Overall, fleet con­ of 1986. tributions among MSCPAC ships to­ MSCPAC's contribution helped the San Francisco Bay Area Combined talled $20,672, a whopping 36 percent increase over last year's total. Federal Campaign (the annual chari­ Ashore, staff employees gave $10,744 table fund drive for Navy, Army, Postal to the CFC, an 18 percent increase Service, Coast Guard and civilian fed­ over the 1985 total. There were 23 eral agency workers) collect $3.1 mil­ employees and military personnel who lion, an increase of $500,000over 1985. contributed the equivalent of one hour's This total breaks all previous records pay per month for an entire year, thus for the campaign. becoming "Eagle Givers." Afloat, the USNS Kilauea and the USNS Mispillion led the way among local member charities of the United Most of the CFC funds will go to MSCPAC ships by giving more than Way, the National Health Agencies, $3,000. Equally impressive was the the National Service Agencies, and a charitable dollars contributed by a few number of independent agencies that of the smaller vessels, including the do not belong to one of the charitable USNS Zeus ($1,913); the USNS Nep- umbrella groups. . MSCPAC "Smoking Lamp" The federal government's General Is Snuffed Out to be no smoking areas. Services Administration (GSA) which The MSCPAC headquarters, build­ owns or leases 6,800 buildings nation­ ing #310 at Naval Supply Center, wide has ruled that federal employees Oakland, is an old warehouse. Smok­ will be permitted to smoke only in ing, therefore, is not permitted any­ designated where inside the building for office areas. This will affect workers or mariners. 890,000 employees. - AFL-CIO President Lane Kirkland, left, meets with SIU Vice President Roy "Buck" Mercer in Florida, where Mercer was attending a meeting of the AFL-CIO Executive · Committee. MSCPAC Bull-Pen Upgraded to Lounge As the result of SIU-MSCPAC dis­ cussions, the MSCPAC marine wait­ "MSCPAC Bull Pen" to "MSCPAC Mariners Lounge.'' Old rules required special sections The GSA rules do not affect more ing area-more commonly known as Management has requested that per­ for non-smokers. Everywhere else, than 2 million federal workers, includ­ the "Bull Pen"-has been cleaned up sonnel who use the lounge area keep .the emhe ing members of Congress and their and painted by volunteer unlicensed their feet on the floors (where they aiaes, postal workers, the Supreme personnel. Com­ belong) and not on the furniture (where percent of employees who do not Court, the Smithsonian and employees mand has purchased new furniture they do not belong). This will enable smoke. Offices, around the country in buildings not which is in place in the area for the the lounge to remain in a more pre­ run by the GSA. comfort of the mariners while they sentable condition for an extended await an assignment. Management is period of time. .. .. ..... .....·.. .... · . asis has shifted in favor o corridors, meeting rooms and public areas are presumed a Additionally, to c ange the the name Aboard the USNS Navasota are Jim T. George, electrician; Nickel Eco, wiper; Charlie Webb, supply, and Samuel Stone, engine utility. This is the Golden Safety Poster Award winning poster designed by Jack Reich, head of MSCPAC's safety branch, and Steve McKnight, an MSCPAC illustrator (see story in December 1986 LOG). The Golden Safety Poster Award is given to the poster that best promotes safety in the marine industry. The National Safety Council will reproduce this The USNS Navasota (T-AO design and provide it to Council members nationwide. the U.S. Navy in the Southeast Asia area. 146) is an MSCPAC Underway Replenishment Oiler serving March 1987 /LOG/ 41 �r n t r Al Drugs ~� � I Addicts don't have friends. Because a friend would let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's here an alcoholic o Helping a fello Seafarer problem is just as easy-and drug us ho has an a us s steering a blind man is take that Seafare as important-as . All you have to do by he arm a Union's Addictions R bilitat is headed. C him �------- -------- ------ -- ------- -� 1 a alley Lee re and counseling he needs. battle he is back ix-wi... k program a th Addi .. lions ha I my medical and counseling that th 1 l ,,. b kep any Once he's there an S brother SIU member Center s the Md. and drug-fre A d·ct· . .... . ......... ame ho a a h a life odre s . . . The road· a B 1 II a . I .... .. .. Boo o .............. . .. . s .. ... ... . t t . . ... ... .. .... · or LI. ( - I I I I I : I '-·-- ------------------- --- - --- 42 I LOG I March 1987 Zi t I I I ______ ..J �··············································································� SEAFARERS TRAINING & RECREATION CENTER Reservation Information Name: Your Holiday at the SHLSS Vacation Center: What It Will Cost ���--����­ S.S.# Address: _________ __ ________ The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday in Southern Maryland at your home Telephone# away from home. Number in Party ROOM RATES: Date of Arrival: 1st Choice Member Spouse 2nd Choice Children $30.00 per day $5.00 per day $5.00 per day 3rd Choice {Stay is limited to 2 weeks) Member MEALS: Spouse Date of Departure Children Send to: Seafarers Training & Recreation Center Piney Point, Md. 20674 (Phone: 301 ·994·001 O) $8.50 per day $4.00 per day $4.00 per day NOTE: No lodging or meal charge for children under age 12. So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks. •..•........•.......•.....•••....••.•...........•••..•.••......•.....•••.....•. An Open Letter to All Seafarers: SIU Updates Rehabilitation Program to Meet Growing Nationwide Crisis of Alcohol and Drug Addiction rimary disease that Alcolt"lll�mMl!Tl!11ft'tellr 9l!Wlll-...., ia a e cannot be cured but can be treated. The Seafarers Internatto I Union will make every effort to remove the stigma associated with chemical dependency. � · The SIU will also intensify its .efforts to eliminate chemical dependency within its membership and see that appropriate assistance, treatment and after-care are available to each eligible member. The Seafarers Alcoholic Rehabilitation Center has proven to be very successful. It is giving many of our members a new chance to regain their families, health and lives. Since the Center was established in 1976, we have witnessed many changes in both American society and industry. One of the changes I am particularly concerned about is the widespread acceptance, use and abuse of drugs other than alco­ hol. The resulw of the drug epidemic sweeping this country are being felt by the maritime industry and by the SID membership. Being very concerned about the drug problems as well as the alcohol problems of our membership, your Union has recently revised the alcoholic rehabilitation program to address the is­ sues and problems of chemical dependency. This new program, the Seafarers Addictions Rehabilitation Center, will maintain our tradition of seafarers helping seafarers. Only with each SID member's cooperation and support can this new addiction rehabilitation program be a success. It is up to each one of us to encourage our brothers and sisters to seek help and then to encourage them along the road of recovery. All members need to be familiar with this program if we are to be successful in our goal of eliminating the tragedy of addiction f!'om the sm. Fraternally, Frank Drozak President Kenny Personals �r � � Kenneth Thigpen Please contact Lee E. Wilder, Attorney at Law, Breit, Rutter & Ursel Barber Montagna, 720 Atlantic National Please call Louise for an urgent Bank Building, 415 St. Paul's Blvd., Norfolk, Va. 23510; tel. (804) 6225000. message. BOOZE AND DRIJG� h'AVE YOU t� � or 0 t>OWNP HELP 15' AVAILABLE CONTACT Y()UR PORTAGENT, OR 5.1.IJ ORUG AND Al.COHO/. P!;OGRAM. WEY,00/NTNO. March 1987 I LOG I 43 ..,. �I I i ii i ]ii e�Wlf1mli� ���Iliiiiiiiiiiiiiiiiii�<��-t-� -'� �>;iiiiiii i ii i ii i ii i ii i ii ���===========ii;-,���i'=====�fil)���� ���M���� f Deep Sea OM/ Champion. Seafarer Battle was the Delta Steamship Line. Brother Naval Shipyard. Seafarer Zajechouski buried at Roosevelt Memorial Park in Stem was buried at Gallilee Baptist was buried at Olive Branch Cemetery Cemetery in Louisiana. He is survived in Portsmouth, Va. He is survived by by his widow, Juliet. his wife, Martha. Gardena, t Pensioner Adel­ Calif. Surviving are his widow, Ada and two grandsons. bert Arnold, 76, died Feb. 23. Brother Ar­ Pensioner George Pensioner Sovan­ nold joined the SIU M. Prekas died Feb. 23. Brother Prekas dus �ms, 69, died joined the SIU in the ment. Seafarer Ar­ 1968. He sailed in Brother nold first sailed on the in 1944. He sailed in the I ,. depart­ the SS Edward W. Scripps. He went on pension in 1963. Arnold is survived by his widow, Bon­ nie. ! I deck of injuries sustained from a fall. Brother Feb. 23. He joined 70, died Feb. 9 at 1961. home in San Fran­ SIU in cisco. Born in Bos­ ton, Mass., Brother ment, most recently Thompson joined the Pitts- SUP in 1950 and the (Sea-Land SIU-merged Marine Service). He went on pension in 1981. Cooks and Stewards Union in 1958. burgh .._ the a He retired in 1969, last sailing on the daughter and son. He was buried in President Roosevelt (APL). Seafarer Prekas is survived by Pensioner John Zajechouski, 76, died Santorini, Greece. Battle joined the SIU in 1951. He • John Thompson, depart­ aboard Seafarer Winston E. Battle, 63, died Feb. 14 engine Pensioner Joseph sailed in the steward department, most Alfred Stern died Dec. 7, 1986. He recently as steward/baker aboard the joined the SIU in 1982 and sailed with Thompson also served in the U.S. Jan. 14. He joined the SIU in 1964, Navy dumg World War II. Services last sailing on the Transindiana. Brother were held Feb. 13 at the Most Holy Zajechouski retired in 1964. He worked Redeemer Church in San Francisco, as a chipper and caulker at the Norfolk and his ashes were scattered at sea from an APL vessel. Surviving are his daughter, Joan and son, John of New York; a sister, Mae Hicks of Brooklyn, N.Y., and a brother, Tom of Inver­ ness, Fla. Great Lakes Pensioner Leslie D. Buruse, 68, died Jan. 7. He joined the SIU in 1953, sailing in the engine � .�rtment. He retired in 1980. Brother Buruse last sailed You're always a winner when its American Made with the Union Label -�21 UNION LABEL AND SERVICE TRADES DEPARTMENT, AFL-CIO on M/V McKee Sons (Amer­ sand Steamship Co.). He is survived y a son and daughter. Are You Missing Important Mail? ...,, The following SIU members have retired on pension: DEEP SEA Baltimore Edward L. Atkins Eugene W. Graves Charles E. Shaw Duluth William E. LaShare Houston Paul R. Rogers Jacksonville Jose Destacamento We want to make sure that you receive your If you are getting more than one copy of the copy of the LOG each month and other important LOG delivered to you, if you have changed your mail such as W-2 Forms, Union Mail and Welfare address, or if your name or address is misprinted Bulletins. To accomplish this, please use the or incomplete, please fill in the special address address form on this page to update your home form printed on this page and send it to: address. Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 ------------------ ---------------------------------------- HOME ADDRESS PLEASE PRINT Date: ___ _______ Andrew Lesnansky George W. Luke Social Security No. James 0. Thompson New Orleans Nathan J. Benenate Marion H. Simoneaux Jr. PhgneNo. ( Your Full Name ) Area Code New York Paul Pallas Roland A. St. Marie Apt. or Box# Street City St. Louis Francis Sperry San Francisco Joseph M. English Ernest C. Kunickas Book Number D SIU D UIW UIW Place of Employment ZIP State D Pensioner Other ------ ------- Waymond R. Lee William B. Millet Santurce This will be my permanent address for all official Union mailings. This address should remain In the Union file unless otherwise changed by me personally. Jose Ross Wilmington Lorn L. Abbott 441 LOG I March 1987 (S�ned) --------� -----------------------------------------------------------� �AMBASSADOR (ccn. February 1Chairman Carlos Spina, Secretary Paul G. Lighten.Everything is running smoothly in all departments with no disputed OT re­ ported. The chairman noted that payoff will be on arrival in Port Evergldes, Fla. this trip. Crewmembers were encouraged to attend upgrading courses at Piney Point. The new Navy vessels require many dif­ ferent skills, and members can keep up­ to-date at the SHLSS. The steward de­ partment was given a vote of thanks for the fine cookouts. AMERICAN CORMORANT (Pacific Gulf Marine), February· 3-Chairman Charles Davis, Secretary Susanne Cake, Educational Director/Engine Delegate An­ thony Adamaitis, Deck Delegate Peter S. Platania, Steward Delegate William Sim­ mons, Treasurer John Bass. No disputed OT reported aboard the American Cor­ morant in Diego Garcia. There is $60 in the ship's fund. Last month a written peti­ tion was sent to Pacific Gulf Marine and SIU headquarters for a recertified bosun due to some problems with the present steward. Since that letter was sent, a vote was held (7 to 2) in favor of keeping the steward whose performance has improved. Members were asked to show some con­ sideration for their fellow crewmates by not playing loud music or slamming doors.And the radio officer is going through the an­ tenna system to try and improve the TV's reception. AMERICAN HERITAGE (Apex Mar° · Donald D. leming, Secretary am . cational Director W. Callahan. Some dis­ puted OT was reported in the deck de­ partment as were a few beefs concerning working_ men on watch and unsafe .condi­ tions on deck. This trtp, apparently, was not a particularly good one for the American Heritage. They ran low on just about every­ thing: groceries, clean linen, soap, washing powder. Sixty days stores were put aboard for the crew, but as many as eight shore­ side work-gang members were aboa,d at one time. Jo LDf them for 29 days. This should be looked into by the boarding patrolman. One minute of silence was stood in memory of our departed brothers and sisters. Next port: New York. , CAPE HORN (Barber Lines), February 8-Chairman Nick Kratsas, Secretary Ver­ non Ferguson, Deck Delegate Peter Coix, Engine Delegate George Harrison, Stew­ ard Delegate Michael H. Bonsignore. No beefs or disputed OT� The engine depart­ ment sailed one oiler short but expected to pick up a new oiler upon arrival in Pearl Harbor. The deck department also reported that they lost one AB due to an injury.The steward department, which said it was "doing the thing we know best: feeding the crew and its officers," was given a vote of thanks for a job well done. And in closing the meeting, the chairman stressed the importance of taking advantage of the upgrading courses at Piney Point. CONSTITUTION (American Hawaii Cruises), January 27--Chairman Jim El­ lette, Secretary Roy Aldanese. No disputed OT reported. This was the first meeting of the new year, and a number of problems were brought up. The main one is that the female quarters are overcrowded and need to be expanded. There is also some bang­ ing in the forward engine room which can be heard in some of the cabins. The chief engineer has been informed and will try to resolve the situation. Copies of the current contract were distributed to sub-depart­ ment delegates.They were asked to study them so that they could then represent their departments if any infractions were noted. A safety committee meeting will be held and safety hazards discussed. If any­ one knows of any issues for the safety committee, they should make the bosun aware of them. 1st LT. BALDOMERO LOPEZ (AM­ SEA), February 11--Chairman Robert Johnson, Secretary K. White, Educational Director McKinney, Deck Delegate James L. Blanchard, Engine Delegate Charles Smith. No beefs or disputed OT reported. There is $30 in the ship's fund. Bosun Johnson noted the captain's appreciation for a job well done with regard to the last military operations exercise in January, and Steward White thanked the crew for their help in keeping the ship clean. There was an ethics meeting for all new crewmem­ bers. The ethics meeting is "an hour-long session dealing with general dynamics pol­ icies." The bosun reminded the crew not to smoke on the launch until it is a ways from the ship. The crew expressed an interest in receiving information on the status of Sea-Land and also on the new Seafarers Maritime Union. INDEPENDENCE (American Hawaii Cruses), January 29-Chairman Lothar G.G. Reck, Secretary Ario Klein, Educa­ tional Director Daniel Beeman. Everything seems to be going smoothly in the de­ partments with no disputed OT reported. There is some question, however, on whether a lock can be placed on the engine mess room to keep those out who don't belong and to keep the room clean. The recreation committee is investigating whether or not the incentive fund still exists. They have also taken measurements of the lounges for new furniture. The chairman encouraged all those members with enough sea-time to upgrade at Piney Point. He also reminded them to keep their rooms neat and tidy and help keep the mess r � rtance of contributing to SPAD to tn our "constant battle on the waterfront" was also stressed. SIU President Frank Drozak and Vice Pres­ ident George McCartney were aboard the Independence last month and held a meet­ ing with the crewmemoers to bnng them up-to-date on new issues affecting the Union. · OVERSEAS VALDEZ (Maritime Overseas), February 8--Chairman Louis W. Hachey, Secretary Ray H. Mann, Ed­ ucational Director T. Preston, Engine Del­ egate Juan J. Patino. Some disputed OT was reported in the deck department. Otherwise, all is running smoothly. One man was fired for not turning to, therefore the ship sailed one OMU short. The Over­ seas Valdez is also in need of overtime sheets for all departments-and LOGs! The vessel will discharge her cargo on or about Feb. 25. The tanks will then be cleaned and she'll go to the shipyard in Singapore for a while. The only beef brought up pertained to the crew size. There are five in the engine department, six in the deck department and three in the steward department. The steward/assistant has to make up the officers beds and set up the crew and officer messes. This practice, it was felt, is unfair, especially considering the fact that there is no provision for over­ time in the steward department. Next port: Singapore. OMI COLUMBIA (OMI), February 15Chairman Joseph R. Broadus, Secretary Chester R. Moss, Educational Director Ar­ thur G. Milne.No disputed OT.The captain said that the ship will pay off this trip. The chief cook was logged and his overtime cut off. This will be taken up with the patrolman at payoff. Otherwise, everything seems to be running smoothly aboard the OM/ Columbia. The educational director stressed the importance of contributing to SPAD, and he encouraged all eligible members to upgrade their skills at Piney Point. There are lots of movies onboard, "but never enough." The steward depart­ ment was given a vote of thanks. And thanks were also passed out to all depart­ ments for helping keep the pantry clean. One minute of silence was obseived in memory of our departed brothers and sis­ ters-and for those seamen killed recently in an explosion aboard the OM/ Yukon. PFC EUGENE A. OBREGON (Water­ man), February 15-Chairman Arthur McGinnis, Secretary James Carter Jr., Ed­ ucational Director R. Farmer, Deck Dele­ gate B.G. Hutcherson, Engine Delegate A. Carbajal, Steward Delegate Rudolph Xat­ ruch. No beefs or disputed OT reported. The chairman commended the' ship's crew for a job well done on taking staff members and stores aboard at the same time and for the successful helicopter operation. A vote of thanks was given to the steward department for a job well done. And thanks were given from the steward to the bosun and deck department for their cooperation during the trip. All Welfare Plan bills will be sent to Union headquarters. An 800 number can be used to check up on indi­ vidual claims and where they are in the process of payment. SEA·LAND VENTURE (Sea-Land), January 18-Chairman Miguel Aquirre, Secretary Ernie Hoitt, Educational Director L. Acosta, Deck Delegate R.N. Fulk, En­ gine Delegate Van Joyner, Steward Del­ egate Robert Adams. At this meeting, held at sea in the crew messhall, the chairman reported that the ship will arrive at Port Everglades, Fla. on Wednesday, Jan. 21. Everything seems to be running smoothly with no disputed OT or major beefs. The secretary urged all members to bring up any beefs they may have at the meeting so that they can be handled before payoff. The captain is looking into the subsistance beef. A Dec. 1, 1986 letter from Vice President "Red" Campbell was read per­ taining to the shipping rules as amended through Sept. 15, 1986. A copy will also be on file in the steward's office for anyone to look at. Some needed repairs were brought up including the need for a micro­ wave oven for the pantry and repair of the new crew's washing machine, dryer and VCR (which has had no audio for the past two trips). Following stops in Port Ever­ glades, Fla. and Houston, Texas, the Sea­ Land Venture will pay off in New Orleans at the end of January. STAA OF TEXAS (Seahawk Manage­ ment), February 1--Chairman Gene Pas­ chall, Secretary I. Fletcher, Educational Director P. Bishop. No disputed OT re­ ported. There is $32 in the ship's fund. Weather conditions permitting, the ship·is expected to pay off in Norfolk on Feb. 5. Some hazardous conditions have been noticed in the engine room. These will be brought to the attention of the boarding patrolman, as will a question about the supeivision of the DEU. The chairman said this has been a good crew, and reminded them of the importance of supporting the political effort of our Union (SPAD) and of taking advantage of the upgrading oppor­ tunities at Piney Point. A copy of the new shipping rules was received and is avail­ able to all members for their review. A vote of thanks was given to the steward de­ partment for a job well done. Next port: Norfolk, Va. USNS STALWART (Sea Mobility), January 24-Chairman Raymond A. Mad­ dock, Secretary C. Gambito. No disputed OT reported. The chairman explained the Union contract, benefits and procedures for payoff. The educational director talked about eligibility for SHLSS, and a request was made for training films, particularly pertaining to the steward department. The bosun noted that any items in need of repair should be put in writing and hung on the bosun's or the chief engineer's door for action. The incomplete loadout of the ship caused shortages of many items this trip. It was felt that the crew should have more input into the kinds of food ordered. A request was made for more freezer space as well as larger, reuseable coffee mugs. Another request was that meals be seived on plates with metal utensils and glasses,. rather than paper goods. And still another request made was that starting next trip, the room assignments try to be matched with watches. LNG VIRGO (ETC), January 25Chairman Thomas Hawkins, Secretary Steven R. Wagner, Deck Delegate Rob­ bynson Suy, Engine Delegate lmro Salo­ mons, Steward Delegate Michael Rug­ gerio.No disputed OT. The deck department sailed short one OS for a trip but will get a replacement upon arrival at the next port. A telex was received from ETC Japan concerning the conduct of crewmembers ashore. It was read and posted. And the chairman reiterated the need for all hands to behave themselves while aboard ship and ashore.There is $217.30 in the ship's fund. This money is used for video tapes and movie equipment. The treasurer also suggested that arrival pools be set up to increase this fund. The steward department was given a vote of thanks for the fine job they have done this voyage. Next ports: Nagoya, Japan; Arun, Indonesia, and To­ bata, Japan. Official ships minutes also were received from the following vessels: ATUNTIC SPIRIT GROTON OMI HUDSON OMI MISSOURI OMI SACRAMENTO OVERSEAS JUNEAU OVERSEAS MARILYI SAN PEDRO SEA·LAllD ENDURANCE SEA·lAND EXPLORER SEA·lAND INNOVATOR SEA·lAND LIBERATOR SEA-LAID PATRIOT SEA·lAND PIONEER SEA·lAND VOYAGER SUGAR ISLANDER USNS WYMAN � Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ..............Monday, April 6 .....................10:30a.m. New York ...............Tuesday, April 7 .....................10:30a.m. Philadelphia ..............Wednesday, April 8 ..... .............10:30a.m. Balti more ................Thursday, April 9 .. ..... .... ... . .....10:30a.m. Norfolk .................Thursday, April 9 ....................10:30a.m. Jacksonville ..............Thursday, April 9 ... ..... . .... ... ....10:30a.m. Algonac .................Friday, April IO.... ............... ..10:30a.m. . Houston .................Monday, April 13 ....................10:30a.m. New Orleans .............Tuesday, April 14 ....................103 : 0a.m. Mobile ..................Wednesday, April 15..................103 : 0a.m. San Francisco ............Thursday, April 16 ...................10:30a.m. Wil mington ..............Monday, April 20 ....................10:30a.m. Seattle ..................Friday, April 24......................10:30a.m. San Juan ................Thursday, April 9 ................. . . .10:30a.m. St. Louis ................Friday, April 17......................10:30a.m. Honolulu ................Thursday, April 16 ...................10:30a.m. Duluth ..................Wednesday. April 15..................103 : 0 a.m. Jersey City ...............Wednesday, April 22 ..................103 : 0a.m. March 1987 I LOG I 45 .. �CL L NP -Company/Lakes -Lakes -Non Priority Directory. oi Dispatchers Report for Great Lakes FEB. 1-28, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Frank Drozak, President Joe DIGlorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Port Algonac ..................... 0 19 0 0 9 0 0 4 0 0 0 4 0 33 3 ENGINE DEPARTMENT Port Algonac ..................... 0 0 5 Ports 0 STEWARD DEPARTMENT Port Algonac ..................... 0 0 0 0 9 HEADQUARTERS ENTRY DEPARTMENT Port Algonac ..................... 0 19 0 0 0 0 0 61 4 Totals All Departments ....... . 0 51 0 0 9 0 0 120 9 5201 Auth Way 20746 (301) 899-0675 Camp Springs, Md. ALGONAC, Mich. *"Total Registered" means the number of men who actually registered for shipping at the port last month. **''Registered on the Beach'' means the total number of men registered at the port at the end of last month. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. Dispatchers Report for Deep Sea 1216 E. Baltimore St. 21202 (301) 327-4900 FEB. 1-28, 1987 *TOTAL REGISTERED All Groups Class C Class A Class B TOTAL SHIPPED All Groups Class A Class B Class C Port Trip Reliefs **REGISTERED ON BEACH All Groups Class C Class A Class B DECK DEPARTMENT Gloucester .... . ... . . . . . . New York ............... Philadelphia .............. Baltimore ............... Norfolk ................ . Mobile ................. New Orleans ........... .. Jacksonville . . ........ . . . San Francisco............. Wilmington .. . . . . . . . . . . . . Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals .......... .... . . . . . 0 49 2 11 15 14 48 25 27 13 18 7 8 32 0 1 270 1 13 4 9 13 2 6 9 1 0 3 1 10 4 0 4 80 0 1 2 0 2 0 0 1 3 1 2 0 9 1 0 0 22 0 39 3 7 6 8 28 15 29 10 18 9 6 16 0 2 196 0 28 4 6 12 9 27 21 16 13 9 7 6 24 0 0 182 0 6 1 3 7 3 6 2 4 3 7 0 13 4 0 4 63 0 0 1 0 0 0 2 1 0 0 4 0 7 0 0 0 15 0 24 2 4 7 6 20 11 9 7 11 8 1 18 0 2 130 Port 0 5 0 7 8 5 5 4 4 1 6 3 10 2 0 4 64 0 1 1 0 0 1 3 0 1 0 3 0 7 1 0 0 18 0 10 1 2 0 3 4 3 7 4 2 0 8 6 0 1 51 2 99 3 10 23 20 84 51 57 36 48 28 10 78 0 3 552 3 22 5 6 11 3 8 16 11 7 8 2 17 6 0 4 129 0 1 2 1 3 0 3 3 15 3 0 0 8 2 0 0 41 0 3 0 4 0 0 1 4 2 0 4 0 8 6 0 0 32 0 66 4 11 13 9 61 4 34 23 32 13 12 45 0 3 369 2 8 0 2 6 4 10 6 0 2 2 0 0 0 2 2 6 1 2 0 7 0 0 0 24 ENGINE DEPARTMENT Gloucester ..... . .. . . . . . New York .............. Philadelphia ............. . Baltimore .............. . Norfolk ................. Mobile ................. New Orleans . ............ Jacksonville ... . .. .. . . . . San Francisco ............ . Wilmington ............. Seattle ................ . Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .... . . .. . .... . Totals .. ..... ... .. .... . . . . . . . 0 4 1 1 6 1 7 1 2 2 8 1 10 6 0 1 51 0 0 0 0 0 0 3 2 0 0 3 0 5 0 0 0 13 7 10 1 13 5 0 7 88 STEWARD DEPARTMENT Port 0 25 0 5 7 6 19 12 21 8 18 2 3 16 0 0 142 0 2 2 3 6 1 2 4 3 4 2 0 22 1 0 4 56 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 2 0 1 0 29 0 0 0 35 15 2 2 4 4 19 8 17 9 15 4 8 9 0 1 117 1 1 1 4 1 1 0 3 1 2 0 15 1 0 2 33 1 0 0 0 0 2 0 0 0 2 0 24 0 0 0 29 2 1 2 2 3 2 7 2 5 1 31 2 0 0 60 38 0 8 9 8 38 24 74 19 41 6 2 23 0 1 291 7 2 3 2 1 2 8 11 6 6 1 27 1 0 6 83 1 0 0 0 0 0 0 8 0 0 0 32 0 0 0 41 Gloucester ... .. .. .... . . . . New York ............... Philadelphia .............. Baltimore ............... Norfolk ................ Mobile ................. New Orleans ... .......... Jacksonville .. ..... . . . . . . . San Francisco............ . Wilmington ............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point ............. . Totals ................ . 1 16 2 1 9 1 18 3 29 11 18 3 3 11 0 0 126 0 16 6 3 13 5 14 9 15 7 17 7 63 13 0 3 191 1 6 5 0 2 0 16 2 6 2 0 0 173 3 0 18 234 0 15 3 5 2 1 14 3 16 8 17 6 5 7 0 0 102 1 15 1 3 11 2 9 6 4 1 9 1 82 4 0 6 155 0 1 0 0 0 0 20 0 1 1 0 0 152 1 0 14 190 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 44 4 3 11 1 30 8 77 24 44 15 8 28 0 0 298 1 29 6 4 5 12 18 10 30 15 34 10 77 16 0 4 271 3 12 6 0 3 1 18 6 27 4 3 0 206 4 0 14 307 Totals All Departments ..... . 720 390 306 545 303 250 143 1,510 571 413 Gloucester .... .. .... ... . New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ........... .. Jacksonville . . . . . .. . . . . ... San Francisco ............. Wilmington ............... Seattle ................ . Puerto Rico ... . ... . . . . . .. Honolulu ................ Houston ................ St. Louis ............... . Piney Point . . . . . . . . . . ... Totals .... . . . ....... .. . . . 0 ENTRY DEPARTMENT Port . . *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of February was down from the month of January. A total of 1,241 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,241 jobs shipped, 545 jobs or about 44 percent were A seniority members. The rest were filled by "B" and "C" seniority people. A total of 143 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,639 jobs have been taken by " " shipped. 46 / LOG I March 1987 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 51O N. Broad Ave. 90744 (213) 549-4000 �'Taking Care of Our OWn • • • ' At this time, and a hard time for all unions due to the rise in costs for medical treatments, I take pleasure in thanking the Board of aid which I desperately Trustees for their approval of a hearing needed. does not take care of Don't let it be said that the Seafarers Welfare much. the oldtim.ers. Again, thanks very Fraternally, Tony Nottage N'-110 Cypress, Calif. 'Paying the BWs ...' Just a note to let you know that I really appreciate the payments that you have made on my medical bills. I hope to be better, but there always seems to be some health problem. From that time until Nov. 9, 1986, I worked on SIU ships. Aft.er more than 40 years in the Union and 31 years of seatime, the pension I had been working for came true. I received my first checks for the months of Dec. and Jan., along with the pension supplement in Jan. 1987, making my seatim.e worthwhile. I think our pension and welfare plan rate with the best. If I stay healthy, my pension will be just another benefit that my Union has Thanks again, Harold J. Grady provided for its members which I will be able to enjoy. I think the SIU will continue to move in the right direction and San Francisco, Calif. provide the best for its members. The best of luck and smooth sailing for everyone. 'Plans Bate with the Best ...' Aft.er being discharged from the Navy in Jan. 1946 with 39 months of service, I shipped on the Liberty ship the John T. Holth one month later as an able seaman with a load of coal to France. ------ Jim Pulliam P 409 Seattle, Wash. President's Report (Continued from page 2.) the AFL­ affiliate with the new union, chartered by proposal that rejected I Paul, know you CIO. As union ous autonom our that NMU the ed and nfo , o «'5Uld not agree. prepared to continue discussions of merger with the NMU. That was rejected, and the meeting was · adjourned. At the request of Shannon Wall, we met with Lane Kirkland the following day to see if the deadlock could be broken, and to seek his sugges­ tions. I asked everyone to remain at Piney Point until I returned so I could brief them on what occurred at that meeting. As I was told, Paul, you had suggested that I could , wanted telephone everyone to brief them on the outcome of the meeting. the discussion about everything except merger, meeting adjourned. Paul, we don't need outsiders telling us how to as run our business. Each of us has our own rights resolve to able autonomous unions. We should be se. But making statements that our are only half true and criticizing each other in public is not and never has been in the best interest of our International, its affiliates, or anyone else. tn . n Pa'Ut, those stones. careful how they throw In case you didn't know, Paul, it was the Sailors Union of the Pacific, under Harry Lundeberg, who set up the first union representing licensed and unlicensed seamen in one union, and the Sailors Union of the Pacific still has that concept. In the early 1950s, the WEST COAST SAILOR and SUP t of Your International has been in the forefron pro­ new g includin these issues and many others, maritime grams that would create more jobs for all is proud SIUNA The unions, not just the SIU A&G. A&G SIU the but, of its record and its support; will It anyone. to seat District will not take a back job the and itself do whatever is required to protect security of its membership. The SIU A&G will, with its International, con­ the interests of its affiliates. But the r ttfiue SIU A&G will not sit idly by and see its structure destroyed. Let me mention one other development. After reviewing all of the facts, and understanding that no one wanted a merger, the SIU A&G affiliate Seafarers Maritime Union was created in late November 1986 to create job security for our people I do appreciate your staying until I returned from membership minutes reported that the Sailors Union and preserve our institution. In this way, we re­ the meeting with Kirkland, so everyone would then of the Pacific signed a contract representing licensed sponded to the same survival requirements that have the facts. The meeting with Kirkland, his staff and unlicensed seamen. every union, including the SUP, faces. While many and Shannon Wall went no better than the one at Piney Point. The NMU wanted the SIUNA to give up all of its affiliates, including the Sailors and Firemen, and As the NMU PILOT reported in the early 1960s, the National Maritime Union followed by signing up all licensed seamen on American Export Line would like to destroy our union, that won't happen on my watch, and I hope it won't happen to the SUP on your watch either. ships. The NMU then represented licensed and Paul, I could say a lot more, but I will stop here, unlicensed seamen on all of Export's ships. The MM&P in the late 1970s and early 1980s signed contracts representing licensed and unli­ because I only want to set the record straight. The SIU-AGLIWD and its membership are still on record as wanting to consider merger with any proposed there be two co-chairmen until elections censed seamen. Bill Smith, your port agent, reported to you the first ship on the run from the West Coast Pacific and the Marine Firemen's Union. But the could be held. to Hawaii, with a crew list. Since then, the MM&P have the SIU and NMU merge as one seamen's union. Those who didn't agree would be out of luck, because it would be the only recognized unlicensed seamen's union in the AFL-CIO. Shannon Wall maritime union, including the Sailors Union of the merger must be fair, and all cards must be on the table, not half the deck. I was shocked. At no time before had this been has acquired several ships top-to-bottom, including discussed. Furthermore, as you know, there cannot the ex-Gulf Oil tankers running in the West Coast We face new challenges as we approach a 21st be two captains of a ship. domestic trade, as well as passenger ships which century marked by automation, high technology, have never sailed and may never sail. faster and larger ships with smaller crews, and a I could not accept that proposal, nor would I ever. Our International is a good International. In early April 1986, MEBA D-1 formed PASS as global marine transportation system. Today, we While many of us in it have our differences, as far as I am concerned, that's what gives us our strength. its affiliate, whose sole purpose was to represent would not exist except for military cargo supplies licensed and government-impelled cargoes. No one can take our autonomy away unless we tom-to bid on military work and go after new want to give it away. It's our International union. That's the way it should be and that's the way it business (see Soundings, December 22, 1986). We recognize these facts, and the disappointing Our goal, as should be everyone's, is to create a will be, unless the affiliates decide differently. level of union interest in mr:rger, including that from new industry, not fight over the disappearing one and unlicensed personnel-top-to-bot­ The SIUN A intends to continue in the same fashion as our predecessors--to create, not destroy. Since our meeting on merger with the NMU, I your union. You should recognize the responsibility we have today. heard nothing until January of this year, when I have to the membership of the SIU A&G and the President Kirkland called to say that Shannon Wall International affiliates (including the Sailors and Paul, in closing, we will always work with the Sailors and Firemen to protect and rebuild our had asked him if he could arrange a meeting with Firemen). We often get no credit for all the work maritime industry, and create more jobs for all of Shannon, Ray McKay and myself. I called Shannon we do to retain the laws that create jobs, with P.L. us. As always, I look forward to working with you and we met in Florida on Saturday, February 14th. 480 cargoes, military cargoes, domestic trade, and To this day, I still don't know what the meeting operating subsidy, the latter of which SIU A&G and all of our affiliates on matters of concern to each of us. I hope you will print this letter in your was about. At no time was merger mentioned by seamen (excluding the three Waterman vessels and Shannon, nor did I mention it. Since he requested the Steward Department on the APL vessels) do the meeting, I was waiting for him to raise the issue, not enjoy-but your membership and the NMU does. but he didn't. After one and one-half hours of � paper, so that everyone will have the facts. I intend Fraternally, to print it in the LOG. � .... Frank Drozak President March 1987 I LOG I 47 - �... AND �OB 6ECUl<IT'( , • �· � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1987 Description An account of the resource HEADLINES PRESIDENTIAL HOPEFULS SEEK MARITIME SUPPORT AUTO CARRIAGE BILL GAINS WISE HOUSE SUPPORT DROZAK URGES TRADE REFORM TRADE BILLS GAIN BIPARTISAN SUPPORT IN HOUSE, SENATE MSC GETS THREE SHIPS 21 DIE IN ATLANTIC STORM SEAFARERS PLANS TRUSTEES MEET SEA-LAND, CSX MERGER APPROVED SIU’S SHULMAN HELPED MAKE LABOR HISTORY MTD BOARD MEETING FAIR TRADE POLICY TOPS MARITIME’S PROGRAM MTD’S AGENDA FOR PROGRESS TRADE POLICY GREAT LAKES MARITIME INDUSTRY NATIONAL DEFENSE AND MARITIME POLICY FISHING INDUSTRY CRISIS JONES ACT PROTECTING OFFSHORE JOBS FOR AMERICAN CITIZENS DOMESTIC OFFSHORE DEVELOPMENT THE SIU IN WASHINGTON THE RACE IS ON MARITIME’S MESSAGE TRADE AUTO CARRIAGE: PART ONE AUTO CARRIAGE: PART TWO MTD EXECUTIVE BOARD MEETING LABOR IS BACK CC. WEI, FALCON SHIPPING FOUNDER, DEAD AIR FORCE LOGISTICS BRASS GETS GOOD LOOK AT SHLSS ARMY RESERVE UNIT COMES TO SHLSS FOR CARGO HANDLING TRAINING LUNDEBERG SCHOOL TRAINS NAVY GROUP ON HEAVY CRANE SEAFARERS LUNDEBERG SCHOO HOSTS FIRST ANNUAL SEALIFT CONFERENCE THE SEAFARERS SHIPHANDLING SIMULATOR PAUL HALL LIBRARY AND MARIITME MUSEUM INSTRUCTIONAL TELEVISION AT SHLSS MANPOWER THE NUCLEUS OF THE UNION PEPPER SEEKS HEALTH CARE PLAN FOR AMERICA’S ELDERLY AFL-CIO HIGHLIGHTS MANY HEALTH ISSUES HEALTH CARE COMMITTEE HEALTH CARE COVERAGE NURSING HOME CARE CATASTROPHIC HEALTH CARE GRAND CANYON STATE GIVES JOB SECURITY A LIFT WASHINGTON REPORT COMMISSION ON MERCHANT MARINE TITLE XI CARGO PREFERENCE MTD BOARD SETS MARIITME PRIORITIES FLOATING HOSPITAL SAILS TO PHILIPPINE ISLANDS MERCY’S MASTERFUL MASTER MSCPAC GENEROUS TO CHARITY MSCPAC “SOMKING LAMP” IS SNUFFED OUT MSCPAC BULL-PEN UPGRADED TO LOUNGE Creator An entity primarily responsible for making the resource Seafarers Log Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 3 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/8188bb3abcfe1f861b996f4c28a4b077.pdf 2b953145b14b75977bd7aa9d42794739 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. 4 April 1987 Six Week Delay Makes Payoff Even Sweeter for Seatare rs on the Stonewall Jackson See Pages 4 & 5 When the Ice Thaws, It's Time for Great Lakes Fitout The M/V Paul Thayer (Pringle Steamship Co.) slips past the breakwater and the last of the ice field coming into the port of Lorain, Ohio as the shipping season opens on the Great Lakes. (See pages 9-16.) Baltimore Boatmen The sand dredgers are an important part of the building and construction industry around the lower Great Lakes, and Erie Sand & Gravel has been a leader in the dredge industry for many years. Pumpman Jerry Bollinger, who has worked for Erie Sand for 17 years, readies the dredge J.S. St. John for another season. The vessel was fitting out in her home port of Erie, Pa. • • Trade, Bilateral Bills Advance Page 3 Inland News Page 6 Government Services Division Page 17 SHLSS Offers New Course Pages 19-21 The Hermes (Baker-Whiteley) is just one of several tugs operated by SIU members in Baltimore Harbor. See page 6 for more photos. The SIU in Washington Page 24 �! I President's Report by Frank Drozak ' ' THE war has taught us a great lesson! We cannot afford to be without the world's best merchant marine! We must have a great merchant marine as our first line of defense! The need for trained seamen is not temporary-there will be a continuing need for good trained men of the sea." During the course of the 45 year since Admiral Emory S. Land uttered those words, we have forgotten that ''great lesson.'' The U.S. no longer possesses the world's best merchant marine. We are ranked 16th in the world. It seems as if we in the maritime industry, both labor and management, have spent years trying to warn admini trations of both parties that the merchant marine is essential to national defense, but it is in serious trouble. '' its troops and materials anywhere around the world. The U.S. i · not. Because of the disastrou decline of the private U .S.-flag merchant marine. the Department of Defen e realized we don't act, and act now, we can kiss what's left of the U.S. merchant marine goodbye ... If we should ever need ships in time of war, maybe we could charter a few hundred of the Soviets' ... " · If I've had better luck talking to brick walls. The United States is down to 360 deep sea ships. The Soviet Union ha a modern 2,500 ship deep sea fleet. In addition, 70 percent of that fleet is scheduled for replacement during their current five-year plan. The majority of the U.S. fleet is containerized, a great way to move commercial cargo, but almost useless for military shipments. The Soviet fleet is the most militarily useful merchant fleet in the world. Their ships are built with strengthened deck with adequate tie-downs to accommodate military vehicles, provisions for chemical warfare, enhanced communications and crews wh~ are Soviet navy reservists. In addition, most Soviet ships are of the size that would allow them to operate in shallow ports and clo e inshore in most areas of the world. Our biggest adversary, the Soviet Union, is very well equipped to move something needed to be done. It began building up what will eventually be a 148-ship reserve force. You can stockpile ships, but you can't stockpile experienced sailors. Even conservative estimates show that if tho e hip were needed, there would be a shortfall of ome 6,000 qualified seamen to operate those ve sets. Some estimates say that as many as 15,000 billets would go unfilfed. The only place to develop a trained pool of qualified seafarers is the private merchant marine. In this decade alone the number of active eafarers has dropped 40 percent, from 51,000 to 29,100 in 1986. By 1992, when the 148-ship reserve fleet is complete, there will only be 22,000 licen ed and unlicen ed active seafarers. For more than 200 years a healthy merchant fleet ha been cited as necessary for national defense. We don't have that today. Acee s to cargo i the only answer I know to the problem of how to build and maintain a merchant marine that i adequate to develop commerce in peace time and serve as an arm of the Navy in war. Make cargo available to U.S. ships and the industry will rebuild itself. Cargo begets ships which beget seafarers. There are many way to get cargo for U .S.-ftag ships. It would be simple (and legal) for the pre ident to declare that a certain percentage (10, 15, 20 percent, or even all) foreign seatrade be carried on U.S. ship . But even though cargo preference is practiced by many countries, including the U.S., we all know that type of cargo preference will not happen. We could reestablish and refund construction and operating differential subsidies. But under this administration it is highly unlikely to occur. Our two bilateral agreements, with Brazil and Argentina, are good examples that bilaterals do work. But there has been no effort on the part of the administration to enter into uch agreements. There is another way to generate cargo. I firmly believe that it is the respon ibility of the entire citizenry of a developed maritime nation to pay for the maintenance of a merchant marine. One way of doing this is a tax incentive to exporters and importers to use U .S.-flag ships. In this way, the cost is spread equally between all taxpayers, both individuals and indus- try. In fact, such a tax incentive should be substantial enough so that it would even be po sible to specify not only U .S.-ftagged ships, but U .S.-built ships as well. And I have to tell you that I do not know of another way, short of a massive construction differential subsidy, to do something about our declining shipbuilding industry. A tax incentive to importers and exporters would provide a unique melding of the benefits of both a cargo preference law and a subsidy without all the drawback associated with either. First, the cost of such a program, unlike a cargo preference law, is spread across the entire tax base, and is offset. at least in part. by increased tax revenue from the expanding maritime employment base. Second, there is no direct subsidy to a specific segment of the industry, a concept which is seemingly distasteful to a country that likes to pride itself on competitiveness and free trade. Finally, the provisions would be contained in our internal revenue tax code, and therefore understood by a wider segment of our society. If we don't act, and act soon, we can kiss what's left of the U.S. merchant marine goodbye. If we should ever need ships to supply our troops in time of war, maybe we could charter a few hundred of the Soviets'. A Special 'Thank You' Last year John Cleveland, SIU cafeteria manager and SHLSS instructor, was killed in an automobile accident. His friends and employees at Union headquarters and the SHLSS rai ed everal thousand dollars to begin a trust fund for hi son. His widow Cheryl wrote the following letter to expres her thanks for the help and support she and her son have received since her hu band's death. My Dear Friends, I have tried a million times to write this letter, but each time my emotion have overwhelmed me. The passing of time has allowed the sorrow at losing John to lessen to the extent that I can now handle it, but the generosity and warmth I received from each and every one of you is o beautiful I still cry when I think about it. When John died I was left with not only my grief and sorrow but with problems and debts and a tremendou fear of the future. And you people banded together to solve my problems and ease my fear. John loved the Lundeberg School and was proud to be a U.I.W. member and proud to work at the Seafarers International headquarters. He would be so proud if he knew what you have done for his wife and child. I wish that I were a poet. I wish I could find the words to describe what is in my heart. You honored John with your good deeds, you gave a little boy a chance in life, you added sunshine to my heart when that heart was dark with pain, and all I can give you in return is my. thanks and my love. Off1c1al Publ1cat1on of the Seafarers International Union ol North Amenca, Atlanuc Gulf. La s and Inland Waters Oistr ct, Af r1n Apnl 1987 God Bless You, Cheryl Cleveland Vol 49. No 4 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I April 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges. Md. 20790-9998 and at addit.ional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Trade and Bilateral Bills Move Out of Committee Two SIU-backed bills which could help solve some unfair trading practices and boost the U .S.-flag share of imported cargo were approved by the House Merchant Marine and Fisheries Committee. H.R. 1290 would set up a system to combat unfair foreign trade practices in ocean shipping. If such practices are found, the Federal Maritime Commission (FMC) would begin negotiations with that country to eliminate them. If those talks could not resolve the issue, the FMC could then impose civil penalties or e tablish policies which ''mimic'' those of the offending country. ''This bill will spur our government to move aggressively to combat unfair transportation practices which harm U.S. flag operators. Teddy Roosevelt said, 'Walk softly and carry a big stick.' For too long we have been remembering only the first part of his quote. If we pass H.R. 1290 we'll finally have in our hands that big stick," said Rep. Walter B. Jones (DN .C.), committee chairman. Examples of unfair trading practices include: cargo reservation schemes that exclude the United States; integrated supplier-transporter companies that tend to monopolize trade; prohibiting U.S. operators from operating trucking or rail links in foreign countries on the same basis as is available to foreign operators in the United States; restricting access by U.S. vessels by imposing unreasonable time and dimension standards that are not applied to their own carriers. The bill, introduced by Jones and with 43 cosponsors, may be included in an omnibus trade bill Congre s is expected to draft this ses ion. The committee also pa sed legislation which would force the admini tration to enter into bilateral trade agreements in certain circumstances. H .R. 300 is sponsored by Rep. Mario Biaggi (D-N.Y.). The bill would require bilateral agreements when a nation accounts for more than 1 percent of U.S. waterborne trade with less than one-third U.S.-flag carriage of the trade. Under the plan, one third of the cargo would be shipped on American vessels, one third on vessels of the trading partner and one third for other carriers. ''The primary goal is to assure that while other maritime nations unfairly divide up the world maritime business, the United States is not just left with the crumbs," Biaggi said. There are 26 nations which fall into the categories of the bill, mostly the indu trialized nations of Europe and the Far East, plus oil exporting countries. Seamen's Union Leaders Jailed by Sandinistas Two of the top leaders of the Nicaraguan Seamen's Union of Bluefields, who were guests of the SIU last year and visited Union headquarters, were arrested in Managua by state security police in February. Their arrest has sparked the AFL-CIO and the SIU to begin a campaign to win their release. The two men, whose whereabouts are not known any longer but who remain in custody, are union president Dennis Britton and secretary of organization David Williams. No charges have been filed against the pair, and an attorney from the Confederation of Trade Union Unity (CUS) has been prevented from contacting the two. Their arrest followed a takeover of the formerly independent union by the Sandinista government. The governm nt's action, the CUS said, was a flagrant violation of the new Nicaraguan constitution, that country's labor code and the covenants of the International Labor Organization. "We may be able to help free these two seamen through our efforts, the efforts of our membership and the help of U.S. union members. I urge Seafarers to take the time and write the Nicaraguan government asking for the release of the two," said SIU President Frank Drozak. Please write to the following people protesting the arre t of David Williams and Dennis Britton: President Daniel Ortega, Casa Presidencial, Managua, Nicaragua; Cmdte. Victor Tirado Lopez, Direccion N acional del FSLN, Barrio EL Carmen, Managua Nicaragua; Ambassador Carlos Tunnerman, Embassy of Nicaragua, 1627 New Hampshire Ave., N.W., Washington, D.C. 20009. IN ADDITION: Please ask your Congressional representatives and other elected officials to write letters as well, and please send information about this case to your local media. Note: Please send copies of your correspondence to: AIFLD, 1015 20th St. NW., Washington, D.C. 20036; and to the Inter-American Commission for Human and Trade Union Rights, Apartado 6-7734, El Dorado, Panama. SAMPLE LETTERS I am writing to protest the arrest of two Nicaraguan union leaders on February 18. Their names are Dennis Britton and David William , from the Seamen's Union. Such actions severely damage your government's claim to plurali m. Your immediate action is needed to secure the e men's release. It is my understanding they are in jail in Bluefields. I would appreciate hearing your reply. MTD's Stephen J. Leslie Dies MTD Vice President Stephen J. Leslie, the last charter member of the MTD Executive Board, died March 3. He had retired in 1986 as first vice president of the Operating Engineers and as business manager of its Local 25. He began his working career as a wiper aboard a merchant vessel, the S. S. Columbia, in 1934. He became a member of the Operating Engineers when he went to work as an engineer on a water tunnel project in New York in 1939. Leslie became an IUOE organizer for employees on dredges and floating equipment along the East Coast and on the Great Lakes. He was elected vice president of the MTD in 1979. He also was a member of the executive board of the Maritime Port Council of Greater New York & Vicinity. * * * Our organization has been informed that two leaders of the Seamen's Union of Bluefields-Dennis Britton and David Williams-were arrested by your government on February 18 in Bluefields. Prior to their arrest, your Sandinista party organizers intervened in their union election to insure its subordination to Sandini ta control. Your new constitution, a well a the International Labor Organization, prohibit uch violations of trade union rights. We call on your government to take immediate action to free the jailed union leader and cease its interfer- ence in independent unions. * * * On February 18, 1987, two union leaders were arrested in Managua. They are Dennis Britton and David Williams from the Seamen's Union in Bluefields. Isn't it time your government stopped persecuting such people and started respecting trade union rights? You rightfully condemn such actions when they occur in South Africa and Chile. How are your government's actions any different? I would hope you would move immediately to ecure the relea e of Dennis Britton and David Williams. Cash Transfer Could Mean Cargo The House Foreign Affairs Committee passed a potentially important amendment to the FY '88 Foreign Aid bill by a vote of 18-10. If enacted into law, it would encourage the purchase of American manufactured goods and agricultural products. Widely known as the cash-transfer amendment, the provision addresses the manner in which the U.S. government provides aid to certain foreign countries. Under present law, the U.S. State Department gives ca h to foreign nations as a kind of foreign aid. At present, there is no requirement that the cash be used to purchase U.S. goods or services. The amendment, which was introduced by Rep. Robert Torricelli (DN .J .), would require that the cash be spent in the United States, and that a minimum of 50 percent of the goods purchased be transported on American-flag vessels. ''This is an important step in developing an overall trade policy,'' said SIU President Frank Drozak. ''Most other countries tie their foreign aid to the purchase of goods made in that country. It just doesn't make sense for the United States to subsidize Argentinian wheat or Liberian-flag vessels. The Japanese don't do it and neither should we.'' A similar amendment i pending consideration in the Senate Foreign Affairs Committee. ''Enactment of the cash transfer amendment is a top legislative priority," said SIU Legislative Director Frank Pecquex. "It is a small but vital part of a comprehensive plan to stimulate economic development in the American-flag merchant marine." Title XI Narrowed In Marad Funding Stephen Le~lie Both the House and Senate are trying to find ways to overcome admini tration plans to cut the Marad budget even further in Fiscal 1988. The administration has proposed elimination of the Title XI loan guarantee program, aid to state maritime academies and all research and development funding. The Hou e Merchant Marine and Fi heries Committee pa sed its version, H.R. 953, with those items funded but with some change in the Title XI program. The Senate Merchant Marine Subcommittee began its first round of hearings on the authorization. Last year President Reagan vetoed the Marad funding because of the loan program and academy aid. In an attempt to overcome another veto, the House committee eliminated all offshore oil and gas drilling rigs, support vessels and river barges from the program. Estimates show that up to 80 percent of the loan defaults under the program were from that segment of the maritime industry. The ban on Joans for tho e vessels would last until 1990. Even with the added funding over the administration's request, the bill is $11. 7 miJlion less than la t year's funding. It authorizes $376.8 million for Marad and $15.3 million for the Federal Maritime Commission. April 1987 I LOG I 3 �What Fast Turnaround? .Stonewall Jackson's Long Trip Finally Pays Off The Stonewall Jackson (Waterman Steamship) was about 24 hours west of Gibraltar on the last leg of its regular Middle Eastern run last December. It had been several months since the crew had seen the States. It would be a lot longer before they finally got home. Major mechanical problems hit the LASH ship, and it was adrift for nine days before tugs finally took the Stonewall Jackson to Libson, Portugal for repairs. Those repairs took another six weeks. AB Robert Christensen (left) and Norfolk Patrolman David "Scrap Iron" Jones finish up some paperwork at payoff. "Lisbon is a good city. Everybody had a chance to see a lot of it. It has a beautiful harbor. It's a typical old European city and we had good weather for December and January," said AB Ivey Cox who was paying off at Norfolk where the ship was anchored for a couple days as Seafarers signed on and off. While Cox enjoyed the chance to explore Lisbon, AB Robert Christensen, a Seafarer since 1958, remembered his stay there a bit differently. "Lisbon is too damn expensive," he said. When Norfolk Patrolman David "Scrap Iron" Jones, with the help of Seafarer Herbert M. Davis, boarded the Jackson for the payoff, they found a few minor beefs to take care of, but mostly they found a lot of crewmembers who were happy to ee the end of the voyage. The Jackson had picked up a couple of new crewmen in New York, including an energetic and talkative Big Apple native, ''Big Mac from Bay Ridge." A steward assistant, "Big Mac's" voice was easy to pick out of a group of mostly Southern Seafarers. When the Stonewall Jackson steamed out of Newport News in the middle of March, it was the start of an almost three month voyage that would take her to Egypt, through the Suez Canal, to Pakistan, India, Singapore, turn around and head back through the Canal and home in June. No stop is scheduled in Lisbon this trip. ... ·:··::·:t·.:·.~ Steward Assistant Nelson Corey Jones sets a table in the officer's mess. After the long trip, Jones was looking forward to the next port, his home--New Orleans. QMED James "Tidewater" Tyson planned to use his free time on the voyage to complete several songs a major song publishing company is interested in. Launch pilot John Zeroes of the SIU-contracted Virginia Launch Service, checks his radar on the short, but very foggy trip to the Stonewall Jackson. Zernes has been working pilot boats for seven years in the Tidewater area. After a short but foggy trip to the Stonewall Jackson, crewmembers climb aboard. 4 I LOG I April 1987 Franklin Robenson, chief cook (left), QMED James "Tidewater Tyson (back to the camera) and Herbert Davis share a laugh on the launch deck. �"Big Mac from Bay Ridge," steward assistant and camera hog, slows down long enough to have his picture taken. Launch Deckhand Dean Everton in the wheelhouse of the Virginia Launch Service boat. A former Inland Boatman with Dixie Carriers, Everton also worked for Shawn's Launch Service before it went out of business and reformed as the SIU-contracted Virginia Launch Service. Hoping his trip won't be as eventful as the Stonewall Jackson's last run (nine days adrift and six weeks in a Lisbon shipyard), Steward Assistant "Big Mac from Bay Ridge" waves to the crewmembers getting off in Newport News. After a five minute trip through the Newport News fog, the Stonewall Jackson appeared from the mist. Launch Deckhand Dean Everton casts away the line as he readies for the trip to the Stonewall Jackson. ABs Robert Christensen (left) and Ivey Cox wait for payoff. QMED James Tyson is on the couch. Seafarer Herbert Davis, who assisted on the payoff, and Chief Cook C.C. Williams pose in the galley. AB Larry "Stash" Combs and Norfolk Patrolman David "Scrap Iron" Jones discuss the upcoming trip as they wait for the launch to take them to the Stonewall Jackson. April 1987 I LOG I 5 �... SIU's Baltimore Boatmen Photos by Frank Paladino The Kings Point (Curtis Bay). On the Cape Charles (Curtis Bay), Deckhand Milton Sheckells takes a break to feed some of the ducks in the harbor. In Baltimore Harbor, the Hermes (Baker-Whiteley Towing) comes alongside the tug America. On the deck of the Hermes are (I. to r.) Chief Engineer Manuel Alvarez and Deckhands Ronald Neibert and Bob Macalinski. Onboard the Cape Charles (Curtis Bay) are (I. to r .) Chief Engineer Herman Mooney, Deckhands Anthony Roman and Milton Sheckells and Mate V. Clinton Belcher. 6 I LOG I April 1987 Deckhands Ronald Neibert and Bob Macalinski ready to tie up the Hermes to her Baltimore dock. �In the Port of Philadelphia New Pensioners ABOVE: Aboard the Cape May (Curtis Bay) in Philadelphia, Pa. are (seated I. to r. ) Charles Cappello, steward; Kirk Fr~mmer , deckhand, and Jim Flanagan , oiler. Standing is Billy O ' Neill , mate. The following Inland members have retired on pension: Houston Benjamin Fitte Anthony J . Violante Jacksonville Harold Moll Norfolk Joe T. Daniels Lawrence G. Fagan Carlton M. Hodges In Memoriam William C. Bryant, 64 , died March 27 of a heart attack. Boatman Bryant joined the Union in 1956 and worked for G&H Towing since 1960 as a deckhand. He was buried in Grace Memorial Park in Santa Fe, Texas. Brother Bryant is survived by his widow, Odetta. Robert J. Miller, 52, died Jan. 25. Brother Miller sailed with Sheridan Transportation. Born in Connecticut, he was cremated at Clearwater Cremation Society in Florida. Seafarer Miller is survived by his widow. Jane. Pensioner John C. Simpson, 66, died March 8. Brother Simpson joined the Union in 1961. He sailed in the deck department and as a tugboat captain , last sailing with McAllister Brothers. Boatman Simpson went on pension in 1982. He was buried at Rosewood Memorial Park in Virginia Beach, Va. and is survived by his sister, Connie. Pensioner August J. Wojciechowski , 64, died Feb. 6 in Baltimore, Md. of a heart attack. He joined the Harbor Inland Waterways (a precursor to the IBU) in 1957 and sailed with Sonat Marine until he went on pension in 1980. Boatman Wojciechowski was buried in St. Stanislaus Cemetery. He is survived by his widow , Bertha. • • • RIGHT : Mike Albaugh, captain of the Tug McGraw (Taylor Marine Towing) in Philadelphia. Dispatchers Report for Inland Waters MARCH 1-31, 1987 *TOTAL REGISTERED All Groups Ciass A Class B Port Gloucester ...... . .. . .. . . .. ... . ... . New York ... .......... . ...... .... . Philadelphia . . . ..... . . . .... .... .. . . Baltimore .. . .... . . .. . ... .. .. . .. .. . Norfolk .............. .. . . ....... . Mobile . . . ....... . ... . .. ....... .. . New Orleans . . . .. . . . ... . .. .. . .. ... . Jacksonville . . ... . ....... ....... .. . San Francisco . .. . .. .. .. .... .. ..... . Wilmington .. .. . . . . . ..... .. . .... .. . Seattle . . . .. .. .. . .......... . . . ... . Puerto Rico . ............... ... .. . . Houston ......... . .. . ... .. ....... . Algonac ............... . . . ........ . St. Louis ................ ....... . . Piney Point ....... . ............... . Totals .. . . . .......... . . . .. . .... . . TOTAL SHIPPED Class C **REGISTERED ON BEACH Class C All Groups Class A Class B Class C DECK DEPARTMENT 0 0 3 4 48 0 0 0 0 2 0 0 3 3 0 0 63 0 0 0 0 10 1 1 3 0 3 0 0 4 3 1 0 26 0 0 1 0 0 0 0 4 0 10 0 0 4 0 9 0 28 Port Gloucester .. . .... . ...... . . .. .. . .. New York .................. . ..... Philadelphia . .......... . ...... . .. . Baltimore . .......... . ...... .. . . . . Norfolk ........ . . . ... . .......... Mobile . . . .. ................ . . . .. New Orleans ...... . ......... . ..... Jacksonville ......... . ...... . ... .. San Francisco ..... . .. . ............ Wilmington . ..................... . Seattle ..... . . . ....... . . . ....... . Puerto Rico ...... . ...... .. ....... Houston . ............... . . .. ..... Algonac . . .. . ......... . .......... St. Louis .. ...... . ...... . . . . . .... Piney Point . . . . .... . . . . . .......... Totals ......... . .......... . ..... All Groups Class A Class B 0 0 0 5 0 0 0 0 0 0 0 0 40 7 0 0 0 1 0 29 0 0 2 0 0 0 0 1 1 0 20 0 0 1 0 0 0 0 1 4 0 11 0 0 0 0 10 0 77 30 0 0 4 4 48 3 0 0 0 16 0 0 6 26 1 1 26 169 0 0 0 0 0 0 0 0 19 1 0 2 0 14 0 0 4 38 0 0 78 0 0 3 0 0 0 0 0 0 15 0 0 3 0 6 1 28 ENGINE DEPARTMENT . . . . . . . . . . . . . . . . . 0 0 0 0 10 0 0 0 0 0 0 0 2 3 0 0 15 0 0 0 0 3 0 0 0 0 0 0 0 3 2 0 0 8 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 Port 0 0 0 0 7 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 8 0 0 0 0 0 2 0 0 0 5 0 0 0 0 0 0 0 0 0 0 15 0 0 0 0 0 0 0 7 22 0 0 0 0 0 0 7 0 1 0 0 0 0 0 3 20 0 0 44 31 0 0 0 0 7 0 0 0 0 0 0 0 0 16 0 0 1 0 0 0 0 0 0 0 0 10 6 0 0 0 0 0 0 0 0 0 3 0 0 1 0 0 0 4 STEWARD DEPARTMENT Gloucester ... . ............ ... .. .. . New York .............. ... .. . ... . . Philadelphia . ...... ...... . ........ . Baltimore ... . . .. . . .. . . . .. .... .... . Norfolk . . .. .. ...... . . . ... .. .... . . Mobile ....... . .... .. .. . . . ...... . . New Orleans . . ... . ... . .. . . . . .. .. .. . Jacksonville .... . ......... .. ... . . . . San Francisco .. . .... . ........ . .... . Wilmington .............. . .. .. .... . Seattle .. . ... ...... . . . . .......... . Puerto Rico ....... . ... . . .... . . ... . Houston .. ..... .. ........ .... . . .. . Algonac . ..... ..... . . . . .. . .. ... .. . St. Louis .. . .. . . . .. . ... ... . . .. . .. . Piney Point .. . .... .. ... ... . ... . ... . Totals .................. .. ...... . 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 Totals All Departments ... .... . ... . ... . 86 35 0 0 5 0 0 0 0 0 0 0 0 0 1 0 8 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 34 93 36 27 0 0 1 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 7 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 18 0 23 1 0 6 231 132 32 1 0 0 *" Total Registered " means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach " means the total number of men registered at the port at the end of last month. April 1987 I LOG I 7 �Area Vice Presidents' Report West Coast by V. P. George McCartney T HE SIU has been playing an active role in local elections out here. The political strength of Los Angeles Mayor Tom Bradley is being tested in a series of elections for the city council and tate assembly. If the candidates he backs do poorly, then he can expect heavy opposition in next year's mayoralty race. Particularly important i the race for the council seat in the city's 10th District, where Bradley and much of organized labor is backing Homer Broome Jr. Broome's political resume bears a striking similarity to that of Bradley, his political mentor. Like Bradley, Broome was part of the first group of black policemen to desegregate the L.A. force 25 years ago. In other local races, the SIU is backing Cecil Green for the 33rd State Senate seat and Lucille Royball Allard for the 53rd District. Again, the SIU is involved in these races because some of these candidates will inevitably go on to higher office. It is an investment in this Union's future. The Union also has been supporting a heavily publicized strike against CBS Studios by the Writers Guild. This is just one more instance of how the SIU practices grassroots labor solidarity. A local boycott against Miller Beer proved to be less successful after several unions broke ranks, and Miller filed a $22 million lawsuit against the Operating Engineers Local 501. Still, the SIU stood solid with the Operating Engineers until they decided to pull the plug on the strike. In San Francisco, Nancy Pelosi was the top Democratic vote-getter in a special electio°" to succeed the lat~ Sala Burton. Pelosi is practically a shoo-in to win a run-off against her Republican challenger. One final word about Sala Burton: She was a good friend of maritime and labor. She and her husband Philip did all that they could to promote the American-flag merchant marine. Seamen have lost a good friend. Gulf Coast by V.P. Joe Sacco N EGOTIATIONS have been going on in the Mobile area with Pilot 81 LOG I April 1987 Service and Radcliffe Materials. We hope to have these wrapped up shortly. Shipping has been particularly good for the entire region. Leading the way, as usual, has been the military work that we've been able to pick up. It is important for our members to understand that this military work is the wave of the future. The only new work that is being created in the maritime industry is onboard Navy vessels that have been contracted out to the private sector. I therefore urge all SIU members to upgrade their kills at Piney Point. And remember: Political action is the key to job ecurity. It gives me great pleasure to report that seamen shipping out of Houston have one of the highest rates of SPAD and MDL contributions. bad." By any other standard than that, he is one of the most effective governors in the nation. Nearby in Norfolk, a contract at Northeast Towing was signed and ratified. Negotiations continue at the S.T.C. Little Curtis Company. Great Lakes by V.P. Mike Sacco N ow East Coast by V.P. Leon Hall T HE Seafood Producers Trial is slowly winding down. We expect the NLRB to make some kind of determination within a month or two. The problems that have plagued the American fishing industry over the past two years have not abated. Accidents are at near-epidemic levels. The cost of liability insurance is prohibitive. More important, Canadian fishing products have inundated the American market. The SIU is therefore closely monitoring ''free trade'' talks between the United States and Canada. Canadian fishermen already possess certain advantages over their American counterparts (do e government cooperation, large sub idies). The wholesale opening of the American market to Canadian market might prove to be the straw that broke the camel's back. Still, there is some good news. New Bedford remains the largest American fishing port. Gloucester remains in the top 10, despite efforts by local politicians to hand over the waterfront to real estate interests. Elsewhere on the East Coast, Maryland Governor William Donald Schaefer, who was backed by the SIU in the last election, is completing a highly uccessful legislative session. Ninetyfive percent of the bills he placed on hi priority list were enacted into law, including a controversial plan to build two tadiums--one for the Orioles, the other for a prospective NFL team to replace the Colts, who ran off to Indianapolis. A self-styled perfectioni t, Schaefer said that this meant he was '' 5 percent that winter i finally over, Great Lakes seamen are able to ship out again. No other region greets spring with greater enthusiasm. Still, a cloud hangs over the area. The Great Lakes maritime industry finds itself on the wrong end of a ticking time bomb. Free trade talks between the United States and Canada threaten to complicate an already bleak picture. Mel Pelfry, a spokesman for the Great Lakes Task Force, says that any agreement that opens up domestic shipping to Canadian vessels could spell an end to the American maritime industry on the Great Lakes. As it is, American vessels carry less than 5 percent of all trade between the United States and Canada. The free trade talks have stalled over disagreements over the question of acid rain. Meanwhile, the Union has worked hard to protect the interests of its members on a local level. We're still in negotiations with a number of companies to secure contracts for our members. These companies include the following: Bigane Vessel Fueling, Dunbar and Sullivan, and Great Lakes Dredge and Dock_. One more thing: the SIU in Cleveland is gearing up to support Senator Howard Metzenbaum' s re-election bid next year. Metzenbaum, a strong supporter of the maritime industry and the labor movement, is expecting formidable opposition. for contracting-out (Circular A-76) MSC ships to private steamship companies. Nothing could be further from the truth. The facts are, the Reagan administration is of the opinion that the price of retirement for federal Civil Service employees is too high, not only for employees of the Military Sealift Command but for federal employees in all federal agencies. It is the aim of the administration to eliminate as many federal employees as possible, at the same time, any new or temporary workers will be and are being put under the Social Security Retirement System. The Civil Service Retirement System will, one day in the near future, become a thing of the past for all federal employees. A new retirement system for all federal employees became effective Jan. I, 1984 with the passage of Public Law 98-21 which states in part: Federal employees hired after Dec. 31, 1983 will be covered by Social Security. A second law, Public Law 98-168, provided for a transition period from Jan. 1, 1984 to Jan. 1, 1986 for employees hired after Dec. 31, 1983. During this period employees were fully covered under the Civil Service Retirement System (CSRS) and Social Security benefits. This period was extended to Dec. 31, 1986 with the passage of Public Law 99-335 which established the new Federal Employees Retirement System (PERS). The new Federal Employees Retirement System became effective Jan. 1, 1987 with all new employees hired after Dec. 31, 1983 automatically covered by FERS. Employees currently covered by CSRS can make an irrevocable election to transfer to FERS between July 1 and Dec. 31, 1987; however, certain transition rules apply. Before making any change, all employees now under CSRS should study and compare all information concerning this subject, and understand thoroughly what it means. The SIU will forward any and all information to all MSCPAC ships as it is received. Another subject that should be addressed is that of retroactive money due all unlicensed marine employees in all departments. Retro money on all premium of 2 percent in two increments, from .April 1, 1985 to Sept. 30, 1986 and from Oct. I, 1985 to June 15, 1986. This money has been promised by the end of April 1987. Retroactive money on base wages of 3 1/2 percent due for the period April 1, 1985 to May 15, 1986 will be paid at a later date. Welfare Change Government Services Division by V. P. Buck Mercer T HERE are still a number of MSCP AC marine employees who are under the misapprehension that labor organizations were the reason The Welfare Plan rules have been amended to provide as follows: If an eligible employee has designated a beneficiary to receive his/her death benefit, such beneficiary will be entitled to receive the full benefit payable under the rules and regulations. If a beneficiary has not been designated, the estate of the deceased employee shall be entitled to receive a $1000 benefit for funeral expenses. �Conveyorman Ed Fabian in the workshop. The MIV Buffalo (American Steamship) readies for the 1987 season at her dock in Toledo. Wiper Richard Glowacki signs articles for another season. The QMEDs take a coffee break. From left are Tim Wallace, Rick Piper and Dave Sparling. Fitoot on the Great Lakes g 87 ... Photos by: CHUCK SVENSON Algonac Port Agent Jack Allen with the steward department, from left, Chief Cook Duwayne Schoeneck, Porter Missed Ali and Second Cook Julian Budnick. April 1987 I LOG I 9 �Fitout makes for hearty appetites. At the lunch table are, clockwise from left, Deckhand Joe Hance, Watchmen Dave Grigg and Eugene Repko, Wheelsman John Norton, Deckhand Ron Bochek, Bosun Dave Morgan, Wheelsmen John Church and Conrad Norbotton, and Watchman Lee Allen. The American Republic (American Steamship) at port in Cleveland. Standing before the massive conveyor boom are Conveyorman Dewey Sak, left, and Gateman Cliff Kracht. Algonac Port Agent Jack Allen checks books and clinic cards. 10 I LOG I April 1987 Watchman Eugene Repco on deck. �Chief Cook Herb Jacobs, right, and Second Cook Harry Petersen make a good team. Messman Yehiam Kaid ladles out hot soup for the hungry crew. Bosun Dave Morgan supervised fitout activities on deck. Deckhand Joe Hance makes a safety check on fire hoses. IF YOLJ UG'E DRU65/ YOLI NEED 1-/ELP.... IF VOt/REAN ALCOh"OLIC.> YOUNEEO If£2.I? GEi COAITACr YOUR PORT ;r;/' OFFICeR,OR fS./.U AT Pl/V£VPO!AITo April 1987ILOGI11 �Watchman Robert Allen, left, and Wheelsman Kenneth Johnson take a break. Bosun Jim Shupert checks out the hatch lift. ' - .., The Paul Thayer slips past Lorain Harbor Light on a short trip from Cleveland. QMED George Nelson takes a coffee break. 12 I LOG I April 1987 ,.. -I Deckhand Leonard Scott secures the forward line as the Paul Thayer ties up. �Deckhand Tom Hocking at twilight in Lorain. QMED Adam H. Smith is going to retire in November after 41 years on the lakes. AB Watchman Mohamed Muthana in the messroom. Donald Maskell is gateman with many years experience. Deckhand Tom Hocking takes the stern line ashore. Conveyorman Bill Truax has sailed with Pringle for many years. April 1987 I LOG I 13 �The Indiana Harbor (American Steamship) at her dock in Lackawanna, N.Y. Deckhand Rod Smith. Second Cook Kirk Diener and Porter Roger Flaherty in the galley. QMED Ed Savickas, engine delegate, signs the SIU Ship's Delegates Report. Watchman Nels Johnson, left, and QMEDs Fred Vance, center, and Gerard Anderson at lunch. - 14 I LOG I April 1987 Deckhand Saleh Saleh with an abandoned U.S. Steel mill in the background. �American Steamship's new maintenance crew program is under way, and the first of those crews was aboard the Indiana Harbor. Deep in the aft tunnel sump area were QMED Work Leader John Litzner, left, and Helpers Drew Sample, center, and Harold Walkey. Gateman Jess MacLeod, left, and Conveyorman Carmen Powell take a break. Chief Cook Harry Stockman keeps everybody happy, including the mates, Ted LaLonde, third mate, and Duane Demby, second mate. Wheelsman Cliff Cadreau, left, and Chief Cook Harry Stockman have been shipmates for 12 years. The Indiana Harbor sailed March 31 for the upper lakes. April 1987 I LOG I 15 �QMED Michael McCabe gets ready to begin fitout work. QMED Larry Kaczrowski cleans and readies components of the big diesel engine. QMED Al Ragnoni at the workbench in the engineroom shop. Wiper Fred Piotrowski is back for another season. - 16 I LOG I April 1987 Second Cook Ali Ahmed, right, and Porter Saleh Rashid get things organized on their first day aboard for the new season. Algonac Port Agent Jack Allen talks with Conveyorman Robert Billman, center, and Assistant Conveyorman Walter Lesczynski, at left. �Kilauea Steward Wins Honors by Bob Borden, PAO, MSCPAC A POLLO Beltran of the USNS Kilauea has been elected a winner in the MSCP AC A ward of Excellence category for chief stewards. Capt. W.T. Dannheim, COMSCPAC , made the presentation to Beltran in early April while the Kilauea crewman was in Oakland. The annual award recognizes sustained superior performance among mariners in seven different job categories. 'Tm pleased to recognize the top performers in the fleet, and Mr. Beltrain is certainly one of them," said Capt. Dannheim during brief ceremonies at MSCP AC headquarters. "The USNS Kilauea is a tough, hard working ship and the morale out there remains high because of people like Apollo Beltran." A 20-year submarine veteran of the Navy, Beltran joined MSCPAC in 1981 as a steward-utilityman. He served on nine MSCPAC ships before being assigned to the Kilauea in February 1986. Beltran, in addition to distinguishing himself and his department with quality food and service , introduced " Pizza Night" every Saturday aboard the ammunition ship when she was out at sea and provided popcorn on the mess decks during weekend bingo games. The popular chief steward also helps out on ship parties away from the ship when the vessel is in port. "I try to understand the morale of a ship and contribute my services to making it better," Beltran explained after receiving his Award of Excellence. "My priority is making sure our mariners have three good meals a day. Then I always try to give them something extra. "I know the crew is working hard. If I can give them something good, everybody's happy, including me." Other MSCP AC A ward of Excellence winners, each of whom receives a $2,000 check, include Third Deck Officer Willard W. Bickford; Bosun Hans H. Rook; Assistant Storekeeper Samuel Rosen; Oiler Edward Shirley; Chief Cook Edward C. Green II, and Chief Engineer Per R. Tyrin. Profile: The Kawishiwi's Carpenter The USNS Kawishiwi (T-AO 146) was in Oakland recently for repair and maintenance work after undergoing a three-month Material Readiness Upgrade Program at a Tacoma, Wash. shipyard to extend the life of the veteran MSCPAC ship. Built by the New York Shipbuilding Corporation at Camden, N.J., where her keel was laid in October 1953, the fleet oiler was launched a year later and commissioned i~July 1955. After 24 years of service with a U.S. Navy crew, the Kawishiwi was decommissioned in Oakland and turned over to Military Sealift Command, Pacific, in October 1979. The 38,000 ton vessel is one of six Neosho-class oilers and has a cargo capacity of approximately 180,000 barrels of liquid fuel. SEAL/FT went aboard the Kawishiwi in April to talk to a sampling of her talented, interesting crew before she headed back to her normal operating area in Southern California. W ithout hesitation, A. D. Engleman says MSC has allowed him to have some of the greatest jobs of I.is life. "If I have a job that to me is a hobby, what else could you ask for?'' reasons the carpenter aboard the Kawishiwi. "This isn't work. It's a hobby-and I enjoy it, whether it's carpentry or working as an able bodied seaman or a bosun. "Yessir, these are some of the finest jobs a man could have. You make your living from your hobby. What else could you ask for?'' A.D. Engleman, Ship's Carpenter For most of his life, Engleman has asked for little and given a lot. Born and raised in Waterloo, Iowa, his curiosity about how things worked led him to a lifelong fascination for puzzles and a vocation in locksmithing. ''A lock is nothing more than a puzzle,'' says Engleman, a regi tered, bonded and certified locksmith. After retiring from the Navy in 1968 a a chief bosun ' s mate with 22 years of military service, he opened up a locksmith company in San Diego. After seven years of midnight calls to open up locked cars and dealing with a sometimes unappreciative public, Engleman called it quits. "I made lots of money ," he recall , ''but I never had any time for myself. Then there were the constant hassles over payment. I didn't need the problems, so I got out of the business." Engelman and his family left San Diego and moved to Carson City, Nev., where he took a job with the Chief Steward Apollo Beltran (right) receives award from Capt. W. T. Dannheim, COMSCPAC. state prison as sergeant in charge of the_ culinary division. His work allowed him to interview most of the burglars in prison where he learned a few things from the inmates. "I thought I was a good safe man until I talked to some of those rascals," he laughed. "They gave me the cream of my safeopening education.'' Engelman quit his prison job the day two inmates were killed, then worked briefly for a Carson City newspaper as a proofreader before accepting a position with MSCPAC in 1980. He served aboard the USNS Myer, Taluga and Kilauea until his recent assignment aboard the Kawishiwi. His locksmith skills have come in handy aboard ship. When he was on the Myer, military department personnel accidentally locked themselve~ out of radio central when the safe lock on the door wouldn't turn. "Everybody panicked," confided Engleman. "They thought they'd have to get a torch or cut through the safe. I opened it up for them after I told everybody to turn their back to me for a few seconds. I didn't want to share my secret but it was easy to open." Engleman set up the complex master key system on the Kilauea and did the same thing on the Myer. In Oakland recently, he was called upon to open a safe at MSCPAC headquarters. Hi personnel file is filled with letter of appreciation and commendations for his locksmith work which has saved the government thousands of dollars. His inventiveness in creating ways to repair locks without destroying them and making tools to open up locked cars without damaging them has won him praise and national awards from the locksmith industry. And yet, he' never patented his inventions because he says he didn't believe there was any reason to do so. "I've got all the money I need," says the lanky carpenter. "If I had millions of dollars, I might be the most evil person on earth 'cause I could think of more ways to ruin my morals than any person I've ever known." An avid reader who estimates he's read about 10,000 books in his lifetime, Engleman is always trying to learn something new. He has A.A. degrees in mathematics and accounting, and once taught elementary math to Filipino children through the Navy's Handclasp Program. He's a licensed emergency medical technician (EMT) ... _ and a licensed EMT instructor. "I've got to keep my mind busy," he says. "I can't stand being bored." For those who are easily bored and restless, Engleman advises them not to seek a maritime career. "You've got to be able to stand regimentation and discipline-regimentation that comes from your supervisor and discipline that will · have to come from yourself,'' says the veteran seaman. "Once you've got the problems of regimentation, discipline and boredom solved, the sea's going to be a snap. You 're going to think it's the nicest job God ever gave someone on earth." (Next month this section will profile Aleck Dorsey, third steward aboard the Kawishiwi.) "Here's a NEW TAX LAW tip" The new tax law requires that all employees file a new Form W-4 before October 1, 1987 ... but file it now so you can make sure the right amount of tax is being withheld. Your employer or the IRS has the forms and instructions. -----A Public S-Vlcr at'U-1- April 1987 I LOG I 17 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes MARCH 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac ...... ... .. . .... . . .. . 20 17 3 27 Port Algonac .... . . . . .. . . ... .. . .. . 9 10 0 15 Port Algonac . . ........ . .... . ... . . Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus " Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCdrtney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 30 33 4 0 0 19 0 3 STEWARD DEPARTMENT 8 4 0 0 9 2 21 ENTRY DEPARTMENT 0 0 0 0 16 ENGINE DEPARTMENT Port Algonac ... . .......... . . . .... 21 4 15 HEADQUARTERS 0 54 6 115 50 35 0 30 Totals All Departments ........ 49 8 53 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 12 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea MARCH 1-31, 1987 Port New York ........ . ...... Philadelphia .............. Baltimore ............... Norfolk . .. . .. . .......... Mobile ................. New Orleans ..... . ... .... Jacksonville ......... . .... San Francisco ..... . ... . ... Wilmington ............. . Seattle ................. Puerto Rico . . . . . .. .... . .. Honolulu . . .. . ... . ... .. .. Houston . . . .. . ... .... .. . St. Louis ................ Piney Point . . . . .......... Totals ....... . ......... Port New York ............... Philadelphia .. . ... . .... .. . Baltimore ...... . ..... ... Norfolk . ........ . .... .. . Mobile ... . . . ..... . .. .. . New Orleans . . .. .. ....... Jacksonville ......... . .... San Francisco ........ . . .. . Wilmington .... .... . . . ... Seattle . . . .. . ........ . . . Puerto Rico ............. . Honolulu .. ...... .. ... ... Houston . . ...... . ....... St. Louis ....... . ....... . Piney Point . . . .. ..... .... Totals . .. . . ..... . . .. .. . Port New York ... .. . .. .. . . ... Philadelphia . . . .. . ..... ... Baltimore .. . .. .. ... . . . .. Norfolk . .... . .. .. ... ... . Mobile . .... . .. ...... ... New Orleans ............ Jacksonville . . . . . . . . . . . . . . San Francisco . ..... . .. .. . . Wilmington . . . . .... . ..... Seattle . . ........ . ... ... Puerto Rico .... . ... . ..... Honolulu ....... ... ... .. . Houston . ........ . .... .. St. Louis . . ... . ....... . .. Piney Point . ... ...... . ... Totals .. ........ . .... . . *TOTAL REGISTERED All Groups Class A Class B Class C 50 6 12 10 15 41 27 25 26 32 16 7 46 0 2 315 37 3 9 5 7 34 29 34 5 23 11 4 26 0 9 236 8 1 10 7 3 5 10 10 6 9 4 12 7 0 5 97 3 2 1 5 3 5 2 5 2 8 1 15 2 0 3 57 17 8 2 1 0 1 0 0 3 4 2 0 0 22 0 0 0 0 0 3 2 3 2 12 4 1 0 4 2 0 0 33 0 0 0 1 0 1 0 1 2 1 0 12 0 0 0 18 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs 30 28 17 12 24 13 6 34 0 1 DECK DEPARTMENT 11 0 1 0 5 0 2 9 2 2 1 4 7 2 7 10 1 3 4 1 2 0 10 8 1 3 0 0 4 0 11 0 0 1 1 8 3 4 0 3 1 4 7 0 0 24 3 5 6 6 9 29 14 10 17 5 6 18 0 5 ENGINE DEPARTMENT 1 0 0 0 2 0 4 0 2 0 5 2 2 0 4 1 6 0 5 0 0 0 12 9 4 0 0 0 0 2 45 1 6 12 10 399 157 49 30 12 STEWARD DEPARTMENT 12 1 0 1 1 0 1 0 6 4 1 0 1 9 0 10 1 115 6 0 30 1 7 4 7 0 18 2 0 2 8 0 15 18 2 12 0 0 0 0 0 13 0 3 190 218 17 0 1 0 0 0 1 0 7 2 0 0 17 0 0 0 28 137 23 2 6 5 1 14 12 37 8 26 13 7 9 0 1 31 3 3 14 8 18 10 20 8 13 1 91 11 0 9 4 1 1 4 1 22 0 18 9 2 0 145 4 0 27 12 1 1 5 0 13 4 14 6 27 0 6 11 0 0 2 4 9 28 13 47 11 24 5 7 14 0 7 70 Port New York .. . ... ... . .... . Philadelphia .... .. ....... . Baltimore .. .. . ......... . Norfolk . . .. . ... . ....... . Mobile .. .... . .......... New Orleans . ..... .. . . .. . Jacksonville . . ... .. .. . .. .. San Francisco ... .... ... . .. Wilmington . . .. .......... Seattle ..... . . . ... .. .... Puerto Rico ..... .. . . . . ... Honolulu .. .... ... .. . . ... Houston ...... ... .... ... St. Louis ... .. .. .. . . . . . .. Piney Point ............. . Totals . ..... ........... 164 240 238 100 Totals All Departments ..... . 905 612 317 793 49 26 ENTRY DEPARTMENT 16 2 1 2 2 1 5 3 7 0 13 10 13 1 13 6 2 0 11 1 0 0 99 65 1 6 0 0 4 15 ** REGISTERED ON BEACH All Groups Class A Class B Class C 92 7 12 20 17 84 46 56 42 50 32 10 66 0 3 18 4 9 7 4 9 21 11 6 10 4 15 11 0 1 1 1 1 4 0 3 3 11 5 1 0 4 1 0 0 43 537 130 35 8 0 1 2 0 4 5 3 4 3 1 2 1 0 0 70 5 12 9 2 1 7 4 11 5 3 2 12 1 15 3 0 7 2 1 0 1 0 1 1 2 3 2 0 9 0 0 0 10 8 63 38 43 16 29 23 7 45 0 5 34 374 82 22 5 1 0 0 0 6 5 7 0 8 0 55 2 0 0 37 1 3 8 6 47 20 75 21 38 9 7 22 0 4 13 2 2 2 0 1 4 9 3 2 1 22 0 0 1 1 0 0 0 1 0 6 2 0 0 29 0 0 0 10 89 298 71 40 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 43 3 33 7 4 15 10 26 8 37 18 32 9 93 19 0 7 9 5 0 3 1 30 4 20 12 3 0 223 5 0 25 148 151 0 316 219 166 8 11 2 29 11 82 22 35 12 6 21 0 1 28 318 340 1,495 601 437 *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of March was up from the month of February. A total of 1,494 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,494 jobs shipped, 793 jobs or about 53 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 166 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,805 jobs have been shipped. 18 I LOG I April 1987 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �SHLSS Introduces a New Course The Lavino Sanitation Course In its continuing efforts to meet the needs of the industry, the Seafarers Harry Lundeberg School of Seamanship has instituted a new course titled Lavino Sanitation. This course was designed, at the request of the Lavina Shipping Company, to further educate Steward personnel in all phases of shipboard sanitation, shipboard safety, leadership and communications. The six-week course concentrates on nutrition, menu planning, table service, how to present food, purchasing and inventory, and storing and rece1vmg. There is practical application in the areas of supervision, preparation of meals, clean-up activities and state room services supervision. First Aid, CPR and Fire Fighting have been incorporated into the course to cover all areas of safety. This course is a refresher course for most steward personnel. Students are hand picked through the ports, and graduates are expected to sail on Lavino Ships. Interested Stewards can contact their SIU Port Agent for more information. Touring the SIU Manpower facilities are (I. to r.) Richard Lemon, Marie Longo, Ba_rt Rogers, Admiral Tierney and Ken Conklin. ~.\ The Lavino ship De Steiguer, is one of the vessels which Lavino Sanitation Course graduates can expect to sail on. Admiral Tierney discusses· the goals of the Lavi no ~ Sa~itation Course. ==American Institute for Free Labor Development Tour SHLSS======== .• Bill Hellwege explains the capabilities of the manpower system to members of AIFLD. ~ ». Members of the American Institute for Free Labor Development pose for a picture after touring the SHLSS facilities. April 1987 I LOG I 19 �U.S. Government donates barge to SHLSS The Army 73rd Transportation Port Group, from Fort Eustis, Virginia, delivers a 75 foot flat barge to SHLSS. This barge was donated by the U.S. Government to be used for Sealift training. -SHLSS COURSE GRADUATE~ Ref rlgeratlon Maintenance & Operations Front row: (I. to r.)Gregorio Madera, John Day. Second row: Eric Malzkuhn (Instructor), John Herrlein, Rafael Matos, Bob Bryant, Donald Cox, Michael Hurst, Buddy McBride. Seallft Operations and Maintenance First row: (I. to r.) Rebecca Paullot, Pamela Taylor, Carlos Pineda, Crissy Wright, Pete Sanchez, Michael Murphy, M. Bolger. Second row: John Ballentine, Doriana Schmeltz, C. T. Poggioli, Russ Williams, Ray Brown, Cigi Grycko, Mark Trepp, Diana Nason, Robbynson Suy, Third row: Paul Domes, Werner Becher, John Orr, 0. C. Wiley, Jr., Tim Tierney, Othman Bin Chik, Marvin Zimbo, Tony Mohammed, Henry Bouganim, Harry Alongi (Instructor). C'lllege Program First row: (I. to r.) Brian Krus, M. Lynch Charles Petersen. Second row: Kenji Hoffman, Richard Robertson, Harry Berggren, Tom Hogan. · FOWT Able Seaman First row: (I. to r.) Green Hoskins, Mitchell Santana, Larry Martin. Second row: John Kolwe, Tim Smith, Tom Dowdell, Jake Karaczynski (Instructor). First row: (I. tor.) John LaDuke, John Steeber, Jim Johnson, James Bloodworth. Second row: Herman Best, Jim Gamache, Al Verzella, Darrell McDonald. Third row: Michael R. LasDulce, Jim Longo, Earl J. Mallory, John B. Leiter, Bill Foley (Instructor). ·- ·-~ ,,;~~t-'#"' , .,........<..-.. ' Marine Electrical Maintenance (L. to R.) Walt Davidson, John C. Orr, James McDaniel, Rudolph Salvaggio. Not shown: Chris Beaton, Tony Mohammed, Mike Murphy. Steward Recertification First row: (I. to r.) Dionisio Muyco, Sek Wong, Oswald Jones, Norman Johnson, Efumiano Magbaleta, Nick Andrews. Second row: S.C. Edmond, Ray Monette, Bill Seidenstricker, Joseph Speller, Edgardo Vazquez. Not shown: David Pappas. 20 I LOG I April 1987 Lifeboat First row: (I. to r.) Abdul M. Hussein, Eufemiano Magbaleta, Saleh Yafai. Second row: Jackie Davis, Aaron Ruiz, Jeff Johnson, Jim Tanner, A.R. Alwaseem, Jake Karaczynski (Instructor). Third Assistant Engineer First row: (I. tor.) Steven Byerley, John Nathan, Barry Kiger, Todd Smith, Rafael Atehorila. Second row: James Davis Stephen Treece, Steve Miller, Richie Wilson, David Timmons. Third row: Jim Fonville, Michael Peck, Raymond Brownlee. ~~- ,; _:· Bosun Recertification First row: (I. to r.)Carlos A. Pineda, John Ballentine, Jr., Tim Tierney, Mike Bolger, Ray T. Brown. Second row: Glen James, Mark Trepp, Werner Becher, Paul Domes, 0. C. Wiley, Jr., Marvin Zimbro, Henry Bouganim. Ref rlgerated Containers Advanced Maintenance (L. to R.) Donald Cox, Ed Smith, Bauren Bryant, Joe Pomraning, Ray Hart, Gregorio Madera, Eric Malzkuhn (Inst.). Radar (L. to R.) John Zarroli, Russell Williams, Alide Bijazic, Aldo Bijazic. Army Training Group First row: (I. to r.) Larry L. Mays, Marvin Stewart, Michael C. Crooms, Rickey L. Patterson, Wilmer Santiago. Second row: Jim Moore (Instructor), Keith Kornegay, John Ryans, Ross Schliepmake. Third row: Philip Peacock, Carlton J. Thomas, Richard Dickerson (Instructor). �----------------------------- - - --- Deck Upgrading Courses p rading ·course Schedule 1987 Check-In Date May 18 July 13 August 31 September 28 October 26 Completion Date July 10 September 4 October 23 November 20 December 18 Sealift Operations & Maintenance July 13 August 10 September 28 October 26 November 23 August 7 September 4 October 23 November 20 December 18 Lifeboat May 4 May 15 Third Mate & Original Second Mate May 4 July 10 Celestial Navigation July 13 November 2 August 14 December 4 Radar Obsever August 17 December 7 August 28 December 12 Radar Obsever (Renewal) Open ended course, however, must notify SHLSS before entering this course. Towboat Operator September 7 October 30 Deep Sea Deck Shiphandling Simulator June 15 June 18 Inland Deck Shiphandling Simulator October 12 Course Able SeamanlSealift Operations & Maintenance Programs Geared to I prove Job Skills And Promote U.S. aritime Industry May 1987 - December 1987 The following is the current course schedule for May 1987 - December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. · SIU Representatives in all ports will assist members in filling out the application. Course Schedule Notice * The above courses will be followed by a mandatory fourweek Sealift Operations and Maintenance Course. (If you already have a Sealift Operations and Maintenance endorsement you do not have to repeat this course.) Engine U ing Courses Course QMED • Any Rating * Sealift Operations & Maint. Check-In Date September 21 December 14 Completion Date December 11 January 8 Automation *Sealift Operations & Maint. utomation * Sealift Operations & Maint. July 13 August 10 June 27 July 25 August 7 September 4 July 22 August 19 Fireman/Watertender, Oller * Sealift Operations & Maint. Fireman/Watertender, Oiler *Sealift Operations & Maint. Fireman/Watertender, Oiler * Sealift Operations & Maint. June 8 August 3 August 10 October 5 October 12 December 7 July 31 August 28 October 2 October 30 December 4 December 31 Hldraulics * ealift Operations & Maint. May 11 June 8 June 5 July 3 Marine Electrical Maintenance *Sea lift Operations & Ma int. July 13 September 7 September 4 October 2 Variable Speed DC Drive * Sealift Operations & Maint. September 21 November 2 October 30 November 27 Electro-~draulic Systems *Sealift perations & Maint. Electro-Hydraulic Systems * Sealift Operations & Maint. May 18 June 29 November 9 December 21 June 26 July 24 December 18 January 15 Refri"eration Systems Maint. & Ops. *Sea ift Operations & Maint. July 20 August 31 August 28 September 25 Refrigeration Containers - Advanced Maint. August 31 *Sealift Operations & Maint. October 12 October 9 November 6 Diesel Engineer - Re~lar *Sealift Operations & aint. Diesel Engineer - Regular * Sealift Operations & Maint. May 15 June 12 November 20 December 12 April 6 May 18 October 12 November 23 Recertification Programs Course Steward Recertification Bosun Recertification Check-In Date May 5 June 29 August 31 November 2 Completion Date June 8 August 3 October 5 December 7 September 21 November 2 October 16 Steward Upgrading Courses & Maint. Check-In Date July 22 September 8 September 2 October 19 October 14 November 30 November 25 January 11 Completion Date Septemb~ October 2 October 16 November 13 November 27 December 24 January 8 February 5 Cook and Baker *Sealift Operations & Maint. Cook and Baker *Sea lift Operations & Maint. Cook and Baker *Sea lift Operations & Maint. July 22 September 21 September 2 November 2 October 14 December 14 September 18 October 16 October 30 November 27 December 11 January 8 Chief Cook *Sealift Operations & Maint. Chief Cook *Sealift Operations & Maint. Chief Cook *Sea lift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Chief Steward *Sea lift Operations & Maint. Chief Steward *Sealift Operations & Maint. Chief Steward *Sealift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Course Assistant Cook *Sealift Operations Assistant Cook *Sealift Operations Assistant Cook *Sea lift Operations Assistant Cook * Sealift Operations & Maint. & Maint. & Maint. Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) August 3 September 14 November 2 December 14 Adult Basic Education (ABE) & English as a Second Language (ESL) August 3 November 2 September 11 December 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT August 3 August 7 Towboat Operator September 7 September 11 College Programs Course Associates in Arts Check-In Date June 8 August 17 October 26 Completion Date July 31 October 19 December 18 April 1987 I LOG I 21 - �Pensioner Stanley Bojko, 67, died Feb. 2. Brother Bojko joined the SIU in 1938. He last sailed in the deck department as a recertified bosun. Seafarer Bojko went on pension in 1976. His ashes were commended to the deep from the S eaLand Innovator off the coast of California. Pensioner Marvin Gilby, 74, died March 20 in Seattle, Wash. Brother Gilby joined the SIU in 1968, sailing with Sea-Land Service in the engine department. He went on pension in 1981. Seafarer Gilby is survived by his sister, Althea Ramsever. Pensioner William B. Ferrell died March I 0 of a heart attack. Seafarer Ferrell joined the SIU in 1953. He sailed in the engine department and later joined MEBA . Brother Ferrell went on pension in 1981. He was buried in Clinton, N .C. Surviving is his son, Jerold and his daughter, Barbara. Alfred Winston Flatts, 62, died recently. Brother Flatts, who sailed in the steward department,joined the SIU in 1946. He wa active in the Falcon Carriers beef and in the General Strike of 1946. Seafarer Flatts is survived by a on, Alfred. Pensioner Cruz Negron, 66, died March 6 of a heart attack in Guayana, P.R. Brother Negron joined the SIU in 1944. A member of the deck department, he walked the picket line in the Wall Street beef and went on pension in 1974. Seafarer Negron is survived by his widow, Carmen. The following SIU member have retired on pension: DEEP SEA Algonac Sta nle y A. Stigen Baltimore Robert Stewart Honolulu Jack J. Schaeffer Houston Eugene J. Blanchard Harry Granger Andrew F. Kamedra Jacksonville Alfred Case Jerome Chapkewitz Edwin M. Felker Jack Nelson Jr. Mobile Jimmie A. Moody New Orleans Nicholas L. Pizzuto Bobbie B. Spears Stanley Zeagler KNOW YOUR RIGH New York William Karpiak Ra mon Perez Norfolk Rodney D. Borlase Morris C. Hill Philadelphia Thomas J. Henry San Francisco Mung How James A. Shortell Wilmington Lester Schrager Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the memhership's money and Union finances. The constitution requires a detailed audit hy Certified Puhlic Accountants every three months. which arc to he suhmitted to the membership by the Secretary-Trea-.urer. A quarterly finance committee of rank and file members. elected by the memhership. makes examination each quarter of the finances of the Union and reports fully their finding and recommendations . Memhers of this committee may make dissenting reports. specific recommendations and separate finding . TRUST FUNDS. All trust fund . of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provision of various tru . t fund agreement . All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust fund are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts hetween the Union and the employers. Get to know your hipping rights. Copies of these contracts arc posted and available in all Union halls. If you feel therl? has heen any violation of your shipping or seniority right · as contained in the contracts betv.een the Union and the employers. notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this i Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to arc available to you at all times. either hy \Hiting directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of <111 SIU contracts arc availahle in all SIU halls. These contracts ~pecify the wages aml conditions under which ~.-ou work and live ahoard your ship or boat. Know ) our contract rights. as well as your obligations. -.uch as filing for OT on the proper '>hcets and in the proper manner. 1f. at any time. any SIU Personals Mark Holley Please get in touch with Maemae at 333 N. Columbus Ave. , Freeport, N.Y. 11520; (daytime tel: 516/227-0697) . Eddie Puchalski Anyone knowing of Eddie Puchalski' s whereabouts, please let him know his mother is ill. He should contact his sister Stella at 5115 Oak Circle, Moriches, N.Y. 11955. Tel. (516) 878-6023. GREAT LAKES Cleveland Joanne Kane New York Earl F. Burdick GLOUCESTER FISHERMAN Gloucester Judith Senos KNOW YOUR RIGHTS Ronald Vernon Schaeefer Your dad would like you to contact him at 512 N. 21st ., Escanaba, Mich. 49829. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Cop1e" of the SIU constitution arc availahle in FINANCIAL REPORTS. The con titution of the SIU 22 I LOG I April 1987 Pensioner Joaquin Nolasco, 69, died Feb. 1. Brother Nolasco joined the SIU in 1956. He sailed in the deck department and went on pension in 1982. Seafarer Nolasco was buried in El Alto Talara in Peru. He is survived by his brother, Felix. l~ 1-;+- · all Union hall.,. All memher" should oht a in co pies of this constitution so as to familiarize them-.elves \.\ith its contents. Any time you feel any memher or otlicer i-, attempt ing to deprive you of any con-.titutional right or ohligation hy any method-, ... uch a' dealing with charges. trial'i. etc .. a-. \.\ell a' all other details. then the memher ..,,) affected should immediately notify headquarter'i . EQUAL RIGHTS. All member-. arc guaranteed equal righh in cmplo)nH.:nt and a' memhers of the SIU . The-.c righh arc clc<1rl) set forth in the SIU constitution anJ in the contrach "'hich the Union has negotiated with the employers. Cono.;cyuently. no member ma} he di,crimi · nated again-.t hccau-.e of race. creed. color. \C'\ and national or geographic origin . It an) mcmhcr feel-, that he i... denied the equal righh to ~hich he i" entitlcJ. he should notify Union headquarters . 111111111111Ull1111111ll111111t1111111111111111Ull111111111111111lll1111111ll1111111ll11111111t1111111111111 patrolman or other Union otli:::ial. in your opinion. fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditional!) retrained lrnm puhf i..,hing an) article !'>erving the political purposes of any individual in the Union. officer or memher. It has al"o refrained from publishing articles decmeJ harmful to the Union or its collective member~hip. This e-.tahlished policy has been reaflirmed by membership action at the Scptemher. 1960. meeting" in all constitutional ports. The responsihility for Log policy i-. vested in an editorial hoard which con'>ists of the E.\ecutive Board of the Union. The Executive Board may delcg.1te. from ~1mong its ranks. one indi idual to carry out thi!'> rc!->ponsihilit} . PAYMENT OF MONIES. No monic., arc to he patd to anyone in an) ollicial capacit) in the SIU unle-.s an otlicial nion receipt i" given tor "ame . Under no circumstances should an) member pay any money tor any reason unlcs'> he i" giq;n -.uch receipt. In the event anyone attempt'> to n:4uirc an) ... uch p.t) mcnt he made without suppl) ing a receipt. or if a memher is rc4uircd to make a pa} mcnt and is given an otlicial receipt. hut fccl'i that he should not ha e hccn reyuired to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a "eparate segregated fund. Its proceeds arc uo.;ed to further it-. ohjccts and purpo-.e" including. hut not limited to. furthering the political. social and economic interc-.ts of maritime workers. the preservation and furthering of the American Merchant Marine with improve<l emplo1111ent opportunities for seamen and hoatmen and the adv:incement of trade union concept'>. In connection \.\ith such ohjccts. SPA)) supplHts and contribute" to political candidates for cfe(:tive otlice. Ail contribution-. arc voluntary . No contrihutio11 may he solicited or received hccause of force. jPh di,crimin<ttion. 1]nanc1al rcpri-.al. or threat ol such conduct. nr a' a condition of mcrnhership in the Union or l)f employment. 11 a contribution i-. made hy rca,on ol thc above improper 'onduct. notif) the Sealarer-. Union or SPAD h~ certified mail \.\ithin JO da}" of the contribution for im.eo.;tigation anJ appropriate action and refund. ii involuntar]. Support SPA D to protect and further ~our economic. politic<tl and ... ocial interco.;h, and Amer ican trade uniun concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ace~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The addr~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Diaest Of Ships Nee•inas AURORA (Apex Marine), March 8Chairman Cesar A. Gutierrez, Secretary James R. Parker, Engine Delegate C. Hampson, Steward Delegate Frederick E. Otto. Some disputed OT was reported in the deck department. There is $285 in the ship's treasury. Brother Gutierrez spoke with the captian about the VCR on C deck not working. The captain said he would order a new one from the company. The crew decided that way would take too long and so decided to take up a collection and buy one themselves. Brothers Wilbur Adams and Jerry Bankston were elected to purchase the new machine in Baltimore-for the exclusive use of the deck, engine and steward departments. The secretary reports this to be a "top notch crew, from top to bottom." BORINQUEN (Puerto Rico Marine), February 15-Chairman Donald Wagner, Secretary C.B. Carter Jr. Some disputed OT was reported in the deck and engine departments. These matters of delayed sailing, disputed holiday OT, port time and linen allowances will be taken up with the boarding patrolman. There is $13 in the ship's fund. A letter from Brother "Red" Campbell was received pertaining to unemployme11t insurance from Puerto Rico. It was read and posted on the bulletin board. The chairman reminded all hands to take advantage of the upgrading courses available at Piney Point and to continue to support SPAD during these lean times. A vote of thanks was given to the steward department for a job well done. Next port: Elizabeth, N.J. LNG CAPRICORN (ETC), February 15-Chairman Malcolm B. ods, Sec, ducational Director/ retary J. glne Delegate Ole J. Mortensen, Deck Delegate Pete J. Reed, Steward Delegate William F. Christmas. No beefs or disputed OT reported. There is $275.38 in the ship's fund. A discussion was held on safety aboard ship, and the bosun reminded all members that "safety is everyone's busiess." A letter was received from Vice " ed" ampbell reminding Preside members to conduct themselves properly as an American seaman aboard ship and ashore. The secretary noted that everything is running smoothly. One steward department member had to get off due to medical reasons. A round of applause was given to the crew on their sportsmanship, and for the fact that they are a winning team in their softball games played in Bontang. Mr. George Reilley, from ETC, paid the ship a visit while in the port of Osaka, Japan. A vote of thanks was given to the crew for a fine job-well done! Next port: Arun, Indonesia. FALCON PRINCESS (Seahawk Management), March 1-Chariman Thomas Walker, Secretary Cesar A. Guerra, Educational Director R. Tims. No disputed OT or beefs reported. The bosun reminded all hands that, as per the contract, no one is to be paid until their room is clean and all The flight deck fire team aboard the I st Lt. Jack Lummus during helicopter operations off Guam are AB Mike Tracey, left, and AB Mike Bullen. dirty linen has been returned. Due to the lay-up of the Princess following payoff, all ship's movies will be turned over to the captain. A particular vote of thanks was given to the steward department for all their fine work. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Port Arthur, Texas. 1st LT. JACK LUMMUS (AMSEA), March 3-Chairman Luke Meadows, Secretary Kim Darmody, Educational Director/ Engine Delegate Ron Shaw, Deck Delegate Paul Evans, Steward Delegate Steve Parker. While there were no major beefs or disputed OT, the steward department did note that they were having trouble scheduling upgrading at Piney Point to coincide with vacation time. The four month on/two month off rotation doesn't leave enough time to upgrade, and seamen can lose their permanent job rotation due to scheduling. A question was brought up: If a flight out is unavailable on the date of payoff, is the crew entitled to one day's pay and lodging other than onboard ship? A motion was made to request telex numbers for Union representation, manpower and upgrading. A request was also made for the latest rulings concerning requirements to receive an A book on the different ships (MSC, TAGOS, etc.). Votes of thanks were given out: to the steward department for the great barbecues; to the Navy staff for the movie scheduling, and to the ship's fishermen for the fresh mahi-mahi, wahoo and yellow-fin tuna. Next port: Guam. MOKU PAHU (Pacific Gulf Marine), F ruary 26'-Chairman Ray Todd, Secretary R. Spencer, Educational Director D.A. Norris. No beefs or disputed OT. Brother Todd reported that the ship is running smoothly and things look good. The Moku Pahu will pay off in Galveston, Texas this trip. He reminded all crewmembers getting off to leave their rooms clean and turn in their soiled linen. He also stressed the importance of contributing to SPAD. Brother Spencer reminded all qualified members to upgrade their skills at the SHLSS in Piney Point, and Brother Norris urged that members practice safety onboard ship at all times. OMI MISSOURI (OMI), March 1Chairman Fred C. Cooper, Secretary Lawrence A. Banks. No disputed OT or beefs reported. The chairman reports that everything is running smoothly. The OM/ Missouri is expected to arrive in Mobile, Ala. on Feb. 3 with payoff the same day. Several suggestions were made. First, bigger sheets are needed for the bunks. The steward will check with the port steward about the possibility of getting fitted sheets. There is also a need for cloth hooks in the forecastle. A vote of thanks was given to the chief engineer for a job well done with the barbecues. OVERSEAS OHIO (Maritime Overseas Corp.), March 13-Chairman Pete Garza, Secretary E. Vieira. The steward department had their compensation disputed for work performed in the feeding and caring for five extra men. The ship will AB Mike Bullen, left, and SA Adam E. Martinez troll for turbot off the stern of the 1st Lt. Jack Lummus. pay off as soon as possible on March 15. The captain paid all those members who had money coming to them in lieu of time off. All hands wanting a relief should be able to get one with proper advance notification. There will be 15 new movies aboard ship every month. The educational director urged all trainees to try and upgrade their skills while putting in their six months training. A number of suggestions were made. The first was to have the sofa in the crew lounge repaired. It was also requested that the patrolman clarify as to who pays transportation and doctors bills when a man is on articles and obtains a masters certificate while in a U.S. port. There is also the need for some sort of launch service while in Panama. And a ruling needs to be worked out so that the 8-12 quartermaster can take a short coffee break in the morning. It was felt that the radio operator is spending too much time and get help! Contact your port agent or SIU drug and alcohol program at Piney Point. That treatment doesn't cost you anything!" It appears that there are bed bugs and roaches all over the ship. The master was informed and will wire for an exterminator upon arrival in port. The ship's crewmembers thanked the captain for his cooperation . A vote of thanks was given to the steward department for a job well done. USNS WILKES (Lavino), February 22Chairman Sy Varas, Secretary J. McGill, Engine Delegate Aaron E. Thompson. No beefs or disputed OT. The bosun thanked all hands for their help during the shipyard period. He also reminded the members that our jobs with Lavi no are very important and should be taken seriously. Communications were received regarding negotiations between the SIU and Lavino. Copies The game was called a tie ( 12-12) after JO innings between the LNG Leo team and the Arun, Indonesia team. The team photo includes: Ray Bay/er, Tim Olvaney, Jack Davis, Dave Reilly , Z . Achmad, Pete Pinkerton , Tom Harding , Dave Terry , John Hoskins, Andrea Conklin, Steve and Lisa. doing work that the AB is getting paid to do. It seems that he is on deck chipping and painting. While docking and undocking, he is handling the lines. Ane while the ship is maneuvering, he is on the wheel. were made available for &II interested members. A question was brought up as to who pays for firefightintJ classes and why members weren't sent from Portland to attend. Next port: San Diego, Calif. ST. LOUIS (Sea-Land), February 20Chairman David Newman, Secretary Humberto Ortiz. No beefs or disputed OT. The chairman reported that a new engine delegate is needed for the next trip. Mr. Martinez, who was acting as delegate, is getting off. No one in the engine department wanted to take over, so the chairman will take over until a new delegate is nominated. The secretary said that Seafarers who become addicted to drugs or alcohol are lucky in one sense: they can make use of the Seafarers Addictions Rehabilitation Center in Valley Lee, Md. "Drugs are for dunces," he said. "You can stop Official ships minutes also were received from the following vessels: ALTAIR BALTIMORE CONSTITUTION GROTON MOBILE OAKLAND OMI CHARGER OMI WABASH OVERSEAS NATALIE PANAMA PATRIOT PONCE SAN JUAN SAN PEDRO SEA-LAND ADVENTURER SEA·LAND CONSUMER SEA·LAND ECONOMY SEA-LAND FREEDOM SEA-LAND LEADER SEA-LAND MARINER SEA-LAND PIONEER SEA-LAND PRODUCER SEA·LAND VOYAGER SENATOR SPIRIT OF TEXAS STONEWALL JACKSON THOMPSON PASS Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday May 4 ...................... 10:30 a.m. New York ............... Tuesday, May 5 ..................... 10:30 a.m. Philadelphia .............. Wednesday, May 6 ................... 10:30 a.m. Baltimore ................ Thursday, May 7 ..................... 10:30 a.m. Norfolk ................. Thursday, May 7 ..................... 10:30 a.m. Jacksonville .............. Thursday, May 7 ..................... 10:30 a.m. Algonac ................. Friday, May 8 ....................... 10:30 a.m. Houston ................. Monday, May 11 ..................... 10:30 a.m. New Orleans ............. Tuesday, May 12 ..................... 10:30 a.m. Mobile .................. Wednesday, May 13 .................. 10:30 a.m. San Francisco ............ Thursday, May 14 .................... 10:30 a.m. Wilmington .............. Monday, May 18 ..................... 10:30 a.m. Seattle .................. Friday, May 22 ...................... 10:30 a.m. San Juan ................ Thursday May 7 ..................... 10:30 a.m. St. Louis ................ Friday, May 15 ...................... 10:30 a.m. Honolulu ................ Thursday, May 14 .................... 10:30 a.m. Duluth .................. Wednesday, May 13 .................. 10:30 a.m. Jersey City ............... Wednesday, May 20 .................. 10:30 a.m. New Bedford ............. Tuesday, May 19 ..................... 10:30 a.m. April 1987 I LOG I 23 �+ m Seafarers International Union of North America, AFL-CIO Washington Report The past two months have been anything but quiet. The Congress and the Reagan administration squared off over the $87 billion Highway Transportation Act. Despite an all-out effort by the White House, the Senate overrode the president's veto by one vote. Some political commentators were looking at the controversy as a prelude for an even more bitter fight over the trade issue. That possibility certain!) '"'xists. The new session is just three month~ and already a number of trade bills spanning the entire ideological spectrum from protectionist to free trade have been introduced. Presidential Bid 1988 is getting closer all the time. Several more presidential hopefuls have announced that they are going to run. On the Republican side, General Alexander Haig threw his helmet into the ring (as he himself said). Rep. Jack Kemp (R-N.Y.), one of the more zealous ''free traders'' in the House, or anywhere else for that matter, announced his candidacy as well. He has made the creation of a tariff-free North American trading zone one of his top priorities. As for the Democrats, the list appears to be growing and shrinking at the same time. New York Governor Mario Cuomo, one of the party's leading voices, took himself out of the 1988 race. On the other hand, Rep. Richard Gephardt (D-Mo.), who has pushed heavily for enactment of legislation that would promote a fairer trading system, threw his hat into the ring. In February, Gephardt was one of three Democratic hopefuls to address the Executive Council Meeting of the Maritime Trades Department of the AFL-CIO. April 1987 Legislative, Administrative and Regulatory Happenings centage of autos imported into the United States. It merely states that where the auto exporting country's vessels are benefitting from the substantial business generated by the United States car buyers, then U.S. vessels should share in the trade. Title XI Trade War Trade tensions between the United States and Japan rose considerably last month after the United States slapped a 100 percent tariff on $300 million worth of Japanese electronics products. The move was undertaken in response to Japan's failure to live up to a trade agreement forbidding the dumping of microchips onto the American market. Despite a precipitous fall in the value of the dollar, the trade deficit continued to mount. U.S.-Canadian Trade Trade tensions were not just confined to Japan. Talks to bring about lowered tariffs between the United States and Canada were mired in frustration, suspicion and bad feelings. Much of the bad feeling was brought about by differences over the controversial issue of acid rain. Canada was pressing the United States to take more far-reaching steps in cleaning up the environment. Still, the development had American operators on the Great Lakes breathing a sigh of relief, if only for a moment. They have expressed fear about a proposed opening of American and Canadian domestic shipping trades to free operation by vessels of both countries. Such a step, which The Journal of Commerce reports "is being discussed," could decimate the U.S. domestic fleet. Drozak Testifies Further Decline SIU President Frank Drozak testified before the House Merchant Marine Subeommittee last month on the subject of trade. In a 19 pag~ statement, he outlined numerous examples of trade barriers and discriminatory practices that American-flag operators must contend with. The American-flag maritime industry was having enough problems without implementation of a free shipping zone between Canada and the United States. According to statistics released last month, the U.S.-flag merchant marine declined by another 42 vessels last year. The decline of the American-flag merchant marine was coming at a time of great turbulence for seamen. According to The Journal of Commerce, U.S. Lines, this country's largest shipping company, stood little chance of pulling itself out of bankruptcy. The lines between deep sea shipping and other forms of transportation were becoming blurred by rapid tec!rnological advances. Industry experts were predicting that within 10 years , all surviving American-flag companies would have extensive intermodal operations. Fair Maritime Trade Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee, introduced H.R. 1290, the Ocean Transportation Practices Act of 1987. The legislation provides for sanctions and retaliatory actions against any foreign nation found to be treating American vessels in an unfair or discriminatory manner. The bill has been favorably reported out of committee. Jones also introduced the Equitable Automobile Transportation Act of 1987. ''The bill,'' he said in an extension of his remarks in the Congressional Record, ''is intended to balance our maritime automobile transportation capabilities with those of Japan and South Korea by requiring those countries to transport an equal number of vehicles on U.S. vehicle carriers as on their own. "The bill," said Jones, "does not mandate that the U.S.-flag ves els carry a given per- 24 I LOG I April 1987 Aside from the military work that has been farmed out to the private sector, most cargo available to U .S.-flag deep sea vessels are generated by two sources-Alaskan oil and cargo preference statutes. Cargo Preference As has happened in every Congress over the past 10 years, legislation has been introduced that would severely restrict this nation's existing cargo preference laws. Sen. John Danforth (R-Mo.) introduced a bill that would repeal cargo preference requirements for Department of Agriculture Concessional Export Programs. In an effort to persuade the administration to tone down its opposition to the Title XI Loan Guaranty Program, the House Merchant Marine and Fisheries Committee voted to temporarily exclude offshore oil drilli ng rigs, support vessels and river barges m the government's construction loan guar ~ nty program. According to the Maritime Administration , which manages the program , nearly 80 percent of all loan defaults have involved ves ' els and drilling rigs used by the depres sed oil industry. Veterans' Status Rep. Mario Biaggi (D-N.Y.) intfC'duced a bill that seeks to redress a long-stand111g wrong done to American seamen, most of whom have been denied veterans' status for the ti me they served in World War II. The bill, H.R. 1235, "The Merchant Seamen' Benefit Act," would, in Biaggi 's words, "provide the recognition that those old-timers deserve in their own right-a recognition that is not available under existing laws. " Such a move, said Biaggi, is 40 years overdue. CDS Payback Shipping and labor interests ha , joined forces to try to overturn the Depar nent of Transportation's program for paybac f Construction Differential Subsidies, ac( ·ding to The Journal of Commerce. "This is an issue that never seems to go away ,'' said SIU Frank Pecquex, director of legislation for the SIU. "As a result of this , 12 tankers engaged in carrying Alaskan oil have been laid up." The SIU is supporting an amendment to the FY '87 Supplemental Funding bill which prohibits shipping companies from re-entering the domestic trade in return for paying back CDS payments. ''People are always criticizing the merchant marine for not being unified," said Donald Yearwood, president of the American Trading and Transportation Company. ' 'This time everyone-the shipping companies, labor, the shipyards-is on the same side." Support SPAD � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1987 Description An account of the resource HEADLINES SIX WEEK DELAY MAKES PAYOFF EVEN SWEETER FOR SEAFARERS ON THE STONEWALL JACKSON WHEN THE ICE THAWS, IT’S TIME FOR GREAT LAKES FITOUT STONEWALL JACKSON’S LONG TRIP FINALLY PAYS OFF KILAUEA STEWARD WINS HONORS PROFILE: THE KAWISHIWI’S CARPENTER SHLSS INTRODUCES A NEW COURSE THE LAVINO SANITATION COURSE THE SIU IN WASHINGTON PRESIDENTIAL BID U.S.-CANADIAN TRADE TITLE XI VETERANS’ STATUS CDS PAYBACK DROZAK TESTIFIES FUTHER DECLINE FAIR MARITIME TRADE CARGO PREFERENCE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 4 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/ba53f68f120f216f836a7782c3bfbc2e.pdf 7b5bbbf9f40e5020ab76cf1ece14de91 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, GuU, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 5 May 198? Commission Seeks Crew Shortage Answers Labor Calls Cargo Key to Manpower Problems Cargo-an effective maritime policy-bilateral agreements-Jones Act protection and a host of other suggestions were offered by maritime labor leaders as ways to ensure the U.S. merchant marine can fulfill its defense role. Officials from seven unions, the U.S. Merchant Marine Academy and various state maritime academies appeared before the Commission on Merchant Marine and Defense late last month. The commission asked the group for recommendations to ensure that manpower requirements needed in a national emergency could be met in the face of today's crisis-ridden and dwindling private fleet. "We may well witness the demise of the U .S.-flag merchant fleet and the nation's ability to deliver the required sealift in wartime ... The key is cargo. Given cargo, our U.S.-flag merchant U Names Two Seafarers and four dependents of SIU members have been awarded $55,000 in college scholarships under the Union's Charlie Logan Scholarship program. Three alternates also were named by the scholarship committee. Timothy Hyatt, 29, a deepsea member living in Seattle, Wash., was the winner of the four-year, $10,000 scholarship. He plans to use the award to attend Reed College in Portland, Ore. Timothy Hyatt marine will rebuild itself," SIU President Frank Drozak told the panel. ''The adoption of a national cargo policy would be the most effective and direct way of restoring the Americanflag merchant marine," said NMU Legislative Director Talmage Simpkins. Several recent studies have predicted large shortfalls of manpower if the country were faced with an emergency which required large use of sealift. Most of the problems stem from the shrinking size of the U.S.flag fleet. Thousands of licensed and unlicensed jobs during the past several years have been eliminated. The government has purchased dozens of ships for its Ready Reserve Fleet, but there are serious doubts if those ships could be manned if needed. Witnesses agreed that the best way to provide for wartime requirements is through a healthy peacetime merchant marme. Drozak called for the government to reaffirm the integrity of the Jones Act. "We have operators running obsolete ships who are reluctant to invest to modernize their Jones Act fleet because they fear the rug will be jerked out from under them. Their fears are perfectly justified, because ships constructed with CDS funds have been allowed to pay back the subsidy and enter the domestic trade, and subsidized operators have been allowed into the noncontiguous Jones Act routes,'' Drozak explained. He also called for the extension of the Jones Act to conform with the presidentially mandated 200-mile Exclusive Economic Zone. That would, he said, encourage deepsea mining and preserve that future industry for U.S.- SIU President Frank Drozak answers questions at defense commission hearing. flag operators. He stressed the need to close Jones Act loopholes which allow foreign-flag ships to engage in so-called cruises to nowhere from U.S. ports, lightering foreign tankers just outside the 12 mile limit and foreign (Continued on Page 3.) Winners of Logan cholarship Hyatt believes that a four-year program at Reed and perhaps a year abroad is ''without doubt the finest education, and the best preparation I could possibly hope for, to meet an imminent challenge and achieve my goals." Hyatt hopes to make journalism his career. James DeSoucey, 28, received a twoyear, $5 ,000 scholarship. DeSoucey, a 1981 Piney Point graduate who is now attending Queensborough Community College, was picked as the four-year, $10,000 scholarship alternate last year. He hopes to continue classes, focusing his attention in the area of international cargo transportation. William McRee, 24, of Virginia Beach, Va. was selected as the alternate winner of the $10,000 award for Seafarers. He plans to attend the University of New Mexico in the fall with the goal of becoming a physical therapist. Deepsea Contract Talks Continue Page 3 CDS Payback-Fact vs. Fiction Page 4 Inland-Spotlight on St. Louis Pages s & 1 Army Crane Training at SHLSS Pages a-12 The SIU Washington Report Page 23 John D. Pennick, 35, of Santa Cruz, Calif. is the alternate winner of the $5 ,000 award. A senior at the U niversity of California, Pennick plans to finish his bachelor's degree in psychology and attend San Jose State University to attain a master's degree in social work. Four dependents of SIU members were selected to receive four-year, $10,000 scholarships. Felicia Brooks, 19, is the daughter of Alvin and Mattie McCants of Mobile, Ala. Brooks plans to study prelaw at the University of Southern Ala(Continued on Page 19.) Onboard the Charles Brown-Page 1s �President's Report by Frank Drozak N egotiations between the SIU and the American Maritime Association (AMA) for a new Standard Freightship and Tanker Agreement were continuing as this issue of the LOG went to press. The present threeyear contract ends June 15. So far, it has been a rough set of negotiations. The AMA has demanded substantial rollbacks. The cuts would translate into a 10 percent reduction in base pay, a 15 percent reduction in overtime pay, a 28 percent reduction in vacation pay and a 20 percent cut in health care and benefits. The owners have tried to justify their offer by pointing to the depressed state of the maritime industry. There's a certain truth to that claim: during the last three years, the life of this contract, the American-flag merchant marine has declined by roughly 25 percent. Yet it is my firm belief that the depressed state of the maritime industry is not the motivating force behind the owners' offer. Because if it were, the owners would not have agreed to wage increases for the licensed personnel aboard their ships. There is nothing unique about the plan that has been put forth by the AMA. It's the oldest trick in the bookpit one set of workers against another. If management can isolate one group of workers (women, blacks, newly hired, unlicensed, "supervisory personnel''), then it is just a matter of time before it can unilaterally establish all wages, all benefits. At this stage of the game, no one knows what will happen. But just in case, SIU members at the May membership meeting at headquarters voted unanimously to support a general strike if one is called. In every membership meeting since then, in every port around the country, the vote has been the same. Unanimous. It is a basic rule of economics that no one wins in a prolonged strike. That is why this Union has always chosen its strikes very carefully. I doubt if many of today's new breed of managers can remember the last general maritime strike-it occurred in 1946. Like all waterfront beefs, it was brutal. But it involved important questions of human dignity, so there was no other choice. There is no need for a strike. We are not making extravagant claims. We are just asking that management treat all the people who work for it the same. And what about the other part of this equation, the licensed officers? Where do they fit in? It is my firm belief that none of the licensed officers unions can survive without the support of strong unlicensed unions. During the last six years, many corporations have tried to strip their licensed workers of the right to union representation by unilaterally reclassifying them as ''supervisory personnel." This has been particularly prevalent in the transportation sector. The airlines tried to do it; so did the tug and barge companies. Before the PATCO strike, the airline companies tried to split the airline pilots from the air controllers, and the air controllers from the mechanics, flight attendants and ticket handlers. The companies were successful. And it led to one of the darkest days in the history of the modern labor movement, the destruction of PATCO which, incidently, was an independent affiliate of the National Marine Engineers Beneficial Association. More important, the demise of PATCO led to lower wages and benefits for all workers. Let me put these negotiations in a broad perspective. The maritime industry is in desperate shape. It can only survive if all sides-management and labor, licensed and unlicensedpull together. We in the SIU don't mind making sacrifices if it will help the industry as a whole. But we have no intention of being singled out as a sacrificial lamb. We in the SIU have done all we can to support the industry. We' re not like some other unions that take from an industry and give nothing in return. Our whole political action program has been geared to helping our companies gain more work. It's a matter of being pragmatic: if our companies do well, then our members do well. Yet what the owners' latest offer tells me is that flexibility is not enough. Have we reached the point in this country where Big Business believes that it doesn't have to answer to anyone? Are we at the point where corporate managers, who are protected by multi-million dollar "golden parachutes," don't care if they wreck an industry in their near-total preoccupation with short-term profits? The SIU has no intention of endangering the job security of its membership. If and when the time comes, we'll take stock of our options. If we don't think we can sustain a strike, then we won't call one. But everyone has to be aware that if push comes to shove, we won't "go gently into that good night." We've made many friends during our time, and many enemies. The enemies we have made have invariably come in the course of performing our duties. To the officials of this Union, nothing is more important than the job security of our members. The record speaks for itself. Twenty years ago, the SIU established a comprehensive training program at Piney Point because we knew that the industry was changing. We knew that continued employment in the maritime industry depended upon increased productivity and improved technical training. Six years ago, when the Reagan administration started gutting every maritime program it could get its hands on, we made an all-out push to sign new military work. This· didn't win us any popularity contests. Some of our members were dead set against it. But we took the heat, because we knew that if we didn't our members wouldn't have jobs. And the gamble paid off40 percent of all available jobs are on board these vessels. I've been in_the maritime industry for more than 40 years. I've worked in every position possible, from AB to patrolman to union president. . I've seen just about everything there is to see, done just about everything there is to do, been called just about every name in the book. Like Paul Hall and Harry Lundeberg before me, I've been called stubborn, iron-willed, ruthless. And like those two men, I consider all those adjectives compliments because it means that I'm serious about protecting my membership. You see, every trainee is like a son or daughter to me, and every old-timer is like a brother. This really is a brotherhood of the sea. And like many families, if you cross one of us, you cross us all. Drozak Warns of Soviet Threat Editor's Note: Last month SIU President Frank Drozak sent each member of the House and Senate a Soviet booklet on its merchant marine. The book outlines the intricate structure between the USSR's commercial fleet and its military goals. The following letter is from House Armed Services Chairman Rep. Les Aspin (D-Wis.). Dear Mr. Drozak: Thank you for your letter of April 20, 1987 bringing to my attention the Soviet publication, The Sea and River Workers Union. The booklet reinforces the view that I share with you and many others that the large Soviet merchant fleet is being used not only to secure economic and political advantages in peacetime, but also as a potentially significant military factor in time of war. It is no accident that the Soviets have moved in this direction· ' we in this country need a strong and viable merchant marine for similar reasons. I look forward to continuing to work with you and others in the marine industries to bring this about. Sincerely, Les Aspin Chairman Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO May 1987 Vol. 49, No. 5 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union Atlantic Gulf Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 899: 0675. Second-class postage paid at M.S.C. Prince Georges, Md . 20790-9998 and at additional · mailing offices. POSTMASTER: Send address changes to the LOG 5201 Auth Way Camp Springs Md. 20746. I 2 I LOG I May 1987 I I �Membership Gives Strike Authorization Talks on Both Standard Agreements Continue Negotiations between the SIU and the American Maritime Association (AMA) for a new Standard Freightship & Tanker Agreement were continuing as thi s issue of the LOG went to press. The present three-year contract ends June 15. SIU President Frank Drozak, who has led the Union ' s bargaining committee since contract talks began last October, is not optimistic about a settlement before the June 15 deadline, but said that the SIU ''would continue the talks and was open to any fair and reasonable offers from the companies." So far, the AMA has demanded substantial rollbacks in wages, vacations and health care (see box). The cuts in wages and benefits would amount to a l 0 percent reduction in base pay, a 15 percent cut in overtime pay, a 28 percent reduction in vacation pay and a 20 percent cut in health care benefits. At the same time, the AMA has agreed to wage increases for the licensed personnel aboard their ships. Drozak charged that the companies are not bargaining in good faith. ''There is a basic question of fairne ss here that is being trampled upon by the shipowners," Drozak said. " At the same time that they are demanding that their lower-paid unlicensed workers take substantial cuts in wages and benefits , they are fattening the paychecks of their higher-paid deck and engine officers." Faced with the shipping companies' refusal to consider the SIU's contract proposals, and their hard-line insistence on deep cuts into the wages and benefits of unlicensed seamen, Drozak asked for and got a unanimous vote at the headquarters membership meeting May 4 which authorized him to call a general strike if there is no agreement by June 15. Meetings in all of the SIU ports also gave the SIU president unanimous support. Drozak said he would report to the membership at the June 8 headquarters membership meeting on the status of the contract talks , and would announce further action at that time. The Standard Freightship & Tanker Agreements between the SIU and the American Maritime Association (AMA) will expire June 15, 1987. Following are the proposals which were submitted by the SIU and the AMA at their first contract negotiating session held Oct. 7, 1986 at the SIU' s offices in Brooklyn, N .Y. SIU Proposals • A 3-year contract with wage increases of 2% per year, including 2% per year raises in overtime rates. • Cost of Living (COLA) payments for any increases over 10%. • Same contribution rate to be paid to Seafarers Welfare Plan as is paid to licensed officers' plans. • There shall be an equal number of licensed and unlicensed cre.w in the engineroom. AMA Proposals • Effective Jan. 1, 1987 all wages, regular overtime, premium overtime, and penalty rates reduced 10%. • Premium rate to be further reduced by 50% of the differential. • Vacation pay to be reduced to 10 for 30. • Eliminate gangway watches. • Delete Longshoremen's holidays from the contract. • Health benefits to be cut 20%. Kuwait Tanker Ref lagging Scheme Draws Fire The SIU has strongly protested a scheme by the Coast Guard and the State Department to reflag half of Kuwait' s 23-ship tanker fleet under the U. S. flag. The onl y American citizen required onboard the ships would be the captain, according to a Coast Guard interpretation of American maritime law. The possible action is ''contrary to the intent of Congress and dangerous to our national security. If the law is interpreted as the Coast Guard apparently has ruled, it is not difficult to perceive a number of scenarios that would be disastrous for the U.S. merchant marine," SIU President Frank Drozak said. U.S. maritime law requires that all officers aboard U.S.-ftag ships be American citizens. If the ships are subsidized , 100 percent of the unlicensed crew must be American. Nonsubsidized ships are required to carry a 75 percent U.S. unlicensed crew. The Kuwaiti attempt to reflag their tankers comes at a time when tanker traffic in the Persian Gulf is coming under increasing attack from Iran which has been at war for seven year~ against neighboring Iraq. Because the war has closed Iraq's main port, Kuwait has become a stop for ships with goods for Iraq, which makes those ships vulnerable to Iranian attacks. Kuwait is attempting to secure protection from the U.S. naval forces by having its tankers fly the American flag. That small country has already chartered three Soviet tankers to carry oil, hoping that the Soviet Navy would protect those ships. The State Department issued a warning to Iran recently which said the U.S. would consider an attack on any U.S. ship a serious affair and vowed to ensure the passage of American ships. It has also been reported that for the first time in years the State Department's maritime office has been involved in the reflagging question, normally handled by the Coast Guard. ''I can certainly understand Kuwait's motivation in trying to secure American Navy protection for its fleet. But I can't understand how the Amer- ican government can simply ignore American law. Our maritime laws do not contemplate providing the benefits and protection accorded to U .S.-flag vessels to a fleet of foreign ships that are simply flying a rented American flag," Drozak said. The fear among the maritime community is that such a decision could set a precedent. There is a provision in the law which waives citizenship requirements in certain emergency situations, but this is not that type of situation. Maritime legal experts speculate that the Coast Guard stretched the law much further than intended in an attempt to accommodate the Reagan administration's foreign policy decision. Given Cargo, Fleet Will Rebuild, Panel Is Told (Continued from Page 1.) fi sh factories to operate in coastal waters. Almost every country has stronger cargo preference laws than the U.S. , and one of the simplest ways to help the merchant fleet would be stronger preference laws. Several witnesses called for the adoption of the UNCTAD liner code which reserves trade on a 40-40-20 percent basis. Drozak also said that current U. S .ftag requirements on certain government shipments should be considered the floor , or the bare minimum to be carried . " Today that percentage is considered a ceiling, and th~ aim of many agencies is to come as close to that percentage as possible without going over it ," he said . Adm. James L. Holloway III of CASO asks a question during the defense commission hearing. To his left are commission members John Gaughan, Marad administrator; NMU President Shannon Wall, and Edward E. Carlson, chairman emeritus, United Airlines. Current legislation pending in the House of Representatives could be ''at least a starting point for the constructive discussion of our present maritime dilemma," said MEBA-2 President Ray McKay. Those bills require negotiation of bilateral treaties with trading partners , stronger action against foreign restrictions on U.S . carriers and reservation of some car imports for U .S. ships. Tankers are an important link in the military needs , but there is a lack of tankers which worries military planners , Drozak said . " The easiest way to promote U .S .flag tankers is imposing an oil-import fee on both clean product and crude oil , with.an exemption for oil carried in U .S.-flag tankers," he said . ' 'There is another way to generate cargo. I firmly believe that it is the responsibility of the entire citizenry of a developed maritime nation to pay for the maintenance of a merchant marine. One way of doing this is a tax incentive to exporters and importers to use U .S ..::flag ships. In this way , the cost is spread equally between all taxpayers , both individual and industry ," Drozak said. " In fact , such a tax incentive should be substantial enough so that it would even be possible to specify not only U.S.-flagged ships , but U .S.-built ships as well. I do not know of another way , short of a massive construction differential subsidy, to do something about our declining shipbuilding industry. " First, the cost of such a program, unlike a cargo preference law, is spread across the entire tax base , and is offset, at least in part, by increased tax revenue from the expanding maritime employment base. Second , there is no direct subsidy to a specific segment of the industry ,'' he said. The commission' s final report is not due until 1988. A preliminary report is due later this year and more hearings are set to listen to representatives of other segments of the industry. May 1987 I LOG I 3 �Fight Over CDS Payback For Alaska Run Reignites Despite the fact that the last time Construction Differential Subsidy (CDS) paybacks were allowed the government lost some $76 million, seamen lost hundreds of jobs and 10 tankers were laid up, the administration is trying to revive this failed program. In 1985, despite congressional opposition, the Department of Transportation (DOT) changed its rules to allow ships built with CDS funds into the domestic tanker trade if the owners paid back their CDS. But coastwise or domestic trade is reserved for U.S.built and nonsubsidized ships. Earlier this year a federal court found the DOT's rulemaking invalid and ordered the department to rescind it and come up with a new system. The new system contains CDS payback provisions. Contrary to DOT' s original estimates that seven tankers would repay subsidy, during the effective period of the rule only three vessels elected to pay back the subsidy resulting in just over $100 million being returned to the U.S. Treasury. At the same time, however, implementation of the rule cost the government $182 million in defaults under the Title XI Vessel Loan Guarantee Program and the Economic Development Administration loan program. If the rulemaking is reinstated, DOT has estimated that an additional $88 million in Title XI defaults will occur. ''Implementation of this rule making has weakened our defense structure through the loss of hundreds of seafaring jobs and the layup of more than 10 militarily useful coastwise tankers. Citing the disruptive effect of this rulemaking on the commercial fleet since the proposal's initial inception, the Navy in comments submitted to the Maritime Administration on April 28, 1987 opposed reissuance of the payback scheme pointing out that it expects to buy a minimum of 20 tankers at a cost of over $200 million to meet requirements that the private sector is unable to fulfill," SIU President Frank Drozak said. Currently the House passed version of the FY 1987 Supplemental Appropriations bill would prohibit the DOT from spending any funds on CDS payback. But the Senate version does not. When the two houses meet in conference, attempts will be made to retain the House version. EDITOR'S NOTE: On May 13 The New York Times took a strong editorial stand against the maritime community's attempt to prohibit the ill-planned and costly scheme to allow subsidized tankers into the domestic trade. Using erronous information, the editorial arrived at an illogical and incorrect position. Following is the Times' editorial in its entirety and SIU President Frank Drozak's response. Senator Hollings's Tanker Ploy Faced with such a big budget deficit, Congress might be expected to embrace owners of oil tankers who have voluntarily repaid $142 million in federal subsidies. In fact, many members of Congress are demanding that the Transportation Department return the money. Leading the fight is Senator Ernest Hollings, who as co-author of the Gramm-Rudman-Hollings balanced budget law ought to be doubly embarrassed by the naked defense of special interests. In 1970, shipyard interests persuaded Congress to subsidize a new fleet of very large oceangoing oil tankers. Eleven were built, with Uncle Sam paying about half the cost. But even with the subsidy, the tankers couldn't compete in a world market glutted with more efficient foreign vessels. Hope for the idle tankers centered on the opening of the Trans-Alaska pipeline in 1977, combined with a prohibition against exports of Alaskan oil. This generated enormous demand for tankers to carry crude to refineries in the lower 48 states. But present law prohibits use of foreign-built ships or ships built with government subsidies to serve the coastal trade when un4 I LOG I May 1987 subsidized domestic vessels are available. These coastal tankers are old, slow and small. To prevent shipping rates from soaring, the Transportation Department permitted a few of the large ocean tankers temporarily to enter the protected trade. Overcoming fierce opposition from coastal shipping interests, the Reagan administration ruled in 1985 that the big tankers could repay their subsidies and join the coastal fleet permanently. benefited-except the Everyone coastal-ship owners. Earlier this year, they convinced a federal appeals court that the administration hadn't adequately documented the case for a payback. Most analysts expected the Transportation Department to meet the court's objections. What they didn't anticipate was congressional intervention. Without hearings or debate, the House prohibited Transportation from spending a dime to rewrite the rule. But Ernest Hollings, who does much of the heavy lifting for the rust bucket fleet, failed with the same ploy in the Senate. He will still represent his colleagues when the two bills are reconciled. Coastal shipowners claim they will go broke if forced to compete and thus wouldn't be available for military emergencies. If the vessels were worth saving, though, the Navy could buy them at scrap value and put them in mothballs. The only real issue is whether Congress will be able to resist the lure of PAC politics. Shipping interests learned long ago that it was more profitable to start political action committees and invest in "congressional access" than in more efficient ships or retraining. In 1985-86, the tiny seafarers' union alone contributed $1.2 million just to House members. With money like that floating around, there's reason to wonder if a majority of conferees will have the conscience to put the public's financial interest ahead of their own. Drozak Replies May 14, 1987 Letters to the Editor The New York Times 229 East 43rd Street New York, New York 10036 Dear Editor: Your May 13 editorial, entitled ''Senator Hollings' s Tanker Ploy,'' is the latest example of your continuing misunderstanding of the Transportation Department's efforts to allow tankers built with federal subsidy to repay that subsidy in exchange for access to the domestic trade. Nearly four years ago (Aug. 4, 1983), your editorial pages made a similar argument in favor of construction differential subsidy (CDS) repayment, using the same sensational descriptions of "old, slow and small" to characterize the domestic tanker fleet, while marveling at the impact such repayment would have on the federal budget deficit. You may recall that I responded to your column by indicating that the average age of the Alaska trade tanker fleet was a young 10 years. Since that time, newer vessels have been added to the fleet, while more older vessels have been retired. I also agreed that CDS payback would affect the federal budget deficit, but not in the way The Times envisioned. I predicted that payback money would be far outpaced by defaults on federal loan guarantees on domestic trade tankers. History has proven me right and you wrong. When only three vessels repaid their subsidy under the 1985 rule recently rejected by a federal appeals court, loan defaults were $76 million more than payback revenue. These ships did, however, displace many smaller vessels of much greater military utility and effectively eliminated hundreds of seafaring jobs, shrinking an already depleted pool of skilled manpower. It is difficult under these circumstances to find the "everyone" who "benefited" from the 1985 rule; unless you mean the oil companies who stood to directly profit at the expense of our national security. Now we are faced once again with the same tired arguments, ignoring both the fiscal and security implications. If the final rule is put into place, as The Times recommends, even the Department of Transportation expects defaults under the Title XI ship construction program to be $88 million, and that 12 tankers will be displaced. Additionally, the Navy has already projected spending more than $200 million for 20 or more tankers to add to the Ready Reserve Force to make up for the vessels lost in the domestic tanker trade; each with an annual maintenance bill of $1 million. Is this your idea of tackling the budget deficit? Given your previous errors in print, we question The Times abilities at interpreting budgetary matters. Of equal concern, however, has been your failure to balance fiscal concerns with the need to maintain military capability. The ability to provide adequate sealift during emergencies has always been the primary justification for a strong, healthy American merchant marine. To displace useful, handy size tankers for behemoths too large for use by the Navy contradicts any sense of defense strategy. Finally, you ignore the impact on the skilled labor pool needed to man merchant vessels in time of war. The Navy has already predicted a manpower shortfall in excess of 25 percent by 1992. Individual human tragedies aside, throwing hundreds of additional seafarers out of work would further weaken our national ability to respond to a wartime emergency. Perhaps that is why ''the tiny seafarers' union'' and its 85,000 members have traditionally been sensitive to legislative issues. Our members feel it important to play an active role in such affairs, and since they are often out to sea, use absentee ballots and voluntary political contributions to express their views; a course of action equally open to proponents of the CI?~ payback rule. It is unfortunate that you have used this issue to question the integrity of Senator Hollings, whose leadership as a budget cutter (e.g. Gramm-RudmanHollings) is beyond dispute. Using his expertise on budget issues, he has reasoned that the CDS payback proposal would have a negative impact on the budget. I suggest that his track record in this_. regard outshines yours, and that he is less interested in the ''naked defense of special interests'' than the defense of our country. The CDS payback rulemaking is unfair because it benefits only those few who are in a cash-rich position to repay their subsidies, and because it does not take into consideration the many operators who have made substantial business decisions based on a different set of rules. The Seafarers International Union has opposed such a rulemaking from the outset, especially when it features a blanket repayment policy. The present law which permits temporary six-month waivers of domestic trade restrictions on a case-by-case basis is more than adequate to meet the already overtonnaged U.S. coastwise transport requirements. Sincerely, Frank Drozak President �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Sen. John McCain Rep. Benjamin L. Cardin P S RESIDENT Reagan's imposition last month of a 100 percent tariff on some Japanese-made electronic goods came about following the hard work of many members of Congressamong them Senator John McCain (RAriz.). McCain, who was elected as one of Arizona's senators in 1986 after two terms as a U.S. representative and a distinguished military career, was one of 20 members of Congress selected to serve as a member of the Congressional Semiconductor Support Group. This group filed a petition complaining of unfair trade practices on the part of the Japanese in the semiconductor areas. In March 1987, in a speech on the Senate floor, McCain called on the Reagan administration to invoke appropriate sanctions against Japan for its failure to live up to an agreement with the U.S. on the export and import of semiconductors. "We cannot reach solemn agreements with our allies, ... " McCain stated, "have them blatantly violated, and expect to maintain good relations, at least the kind we have enjoyed with the Japanese since World War II.'' In the Senate, McCain also serves on the prestigious Committee on Armed Services, the Committee on Commerce, Science and Transportation, and the Select Committee on Indian Affairs. On the Commerce Committee, he is the ranking minority member on the Consumer Subcommittee. According to The New York Times, Sen. McCain "seems poised to emerge as a significant figure in national politics." TRENGTHENING U.S. trade laws is one of the priorities of the 1OOth Congress-of which Benjamin L. Cardin (D-Md.) is a newly-elected representative. Over the last six years , an estimated 1.2 million jobs were lost in this country due to unfair trade practices. More must be done, Congress believes , in order for the United States to remain strong in the world marketplace. Sen. John McCain McCain is also a strong advocate of Arizona' s interests such as the Central Arizona Project, land and environmental issues and Indian affairs. Born in the Panama Canal Zone to a family with a prominent military history, McCain graduated from the U.S. Naval Academy in 1958. He received his wings in Corpus Christi and went on to establish a 22-year military career. In 1967 he was shot down over Hanoi, captured and made a prisoner of war for five-and-a-half years. McCain received numerous awards including the Silver Star, Bronze Star, Legion of Merit, Purple Heart, and the distinguished Flying Cross. After attending the National War College, McCain served as the Director of the Navy Senate Liaison Office until his retirement from the service as a captain. We look forward to working with Sen. McCain, particularly in his fight against unfair trade practices. Cardin, who is a member of the House Committee on Public Works and Transportation, a member of the House Committee on the Judiciary, Assistant Majority Whip and vicechairman of the Democratic Class of 1986, is among those members who believe that the 1OOth Congress must take action to strengthen U.S. trade laws, better promote American exports, and consider legislation to support specific industries where national interests are clearly threatened. Elected to Congress from the third congressional district of Maryland, Cardin is also a member of the Congressional Maritime Caucus. The Caucus was established in 1984 by House Merchant Marine and Fisheries Chairm.an Walter B. Jones (D-N.C.) who also serves as its chairman. The 1987 agenda of the 83-member Caucus is to recruit congressional members and to educate both members and staff about the plight of the U.S. Merchant Marine. Before his election to the U.S. House of Representatives, Cardin served in Rep. Benjamin L. Cardin the Maryland House of Delegates, from his election in 1966 to his position as speaker from 1979 to 1986. Rep. Cardin attended Baltimore public schools, received his B.A. from the University of Pittsburgh and his law degree from the University of Maryland, where he was graduated first in his class. A member of the American, Maryland and Baltimore City Bar Associations, he has served on a number of state and national commissions and task forces. Cardin has given of his time in civic activities and has been recognized through numerous academic, humanitarian and honorary awards. The Seafarers International Union hopes to maintain close ties with Rep. Cardin and the 1OOth Congress in helping our ships and seamen to play a vital role in keeping the United States a great trading nation. Gephardt Amendment Wins Approval Maritime Included in House-Passed Trade Bill Several impoFtant, SIU-backed sections were included in a tough trade bill overwhelmingly passed by the House of Representatives late last month. The House also voted to include the controversial, and White House-opposed, Gephardt amendment. "You never know what the end product will be , but the trade bill, the way it stands now, is a strong piece of legislation and a loud warning to the rest of the world that the U.S. is not going to play the patsy anymore, " said SIU President Frank Drozak. The trade reform bill, passed by a 290-137 vote, includes a section based on an earlier bill (H.R. 1290) introduced by Rep. Walter Jones , chairman of the Merchant Marine and Fisheries Committee. Title XI of the trade bill would strengthen the Federal Maritime Commission's power to investigate and counter unfair maritime trading practices of other countries. The FMC could either enter negotiations with other countries or impose similar re- strictions that American carriers face in trade with the offending countries. Also, the bill's Section 197 requires the president to negotiate trade agreements with each country which exports more than 50,000 cars to the U.S. a year. The goal of any agreements reached would be to eliminate unfair or restrictive practices in ocean shipping of automobiles. Another section of the bill, 331, would extend current restrictions on the export of Alaskan oil to oil pumped in other parts of the country. Bordering countries would be allowed to purchase the U.S. oil, but not others. The domestic tanker trade is a large part of the SIU-contracted fleet. ''From our point of view,'' Drozak said, "it's good to know that the House recognized the burden the U .S.-flag fleet must function under in the international marketplace. These provisions could let us compete a little more fairly with the low-paying and highly subsidized fleets of some of our trading partners.'' The Gephardt amendment (named for Rep. Richard Gephardt, D-Mo.) was the most controversial section of the trade bill. It passed by only a fourvote margin when voted on separately. However, when it was included in the final bill the 290-137 margin showed it had deeper support than opponents expected. The amendment would force countries which are found to have unfair trading practices and excessive trade surpluses with the U.S. to alter their policies through negotiation or automatic restrictions would take effect. The country would have to reduce its surplus by 10 percent annually by either buying more American goods or exporting fewer of its products to the U.S. Gephardt spoke of the fallout from the mounting trade deficit-the loss of well-paid jobs, a shrinking middle class and declining wages. The status quo isn't good enough, Gephardt insisted as his House colJeagues gave him an ovation. There was strong and substantially bipartisan support for several other labor-supported provisions in the trade bill. The House-passed measure also: • Strengthens the powers of the U.S. Trade Representative and directs , rather than merely authorizes, retaliation by the United States against specific practices that violate international trade agreements. • Defines as an unfair trade practice denial of basic worker rights , including the right to union representation. Use of child labor and failure to comply with other internationally accepted labor conditions would also be unfair trade practices. Governments that allow such exploitation could be subject to trade retaliation. Other new unfair practices would include "export targeting," which some countries have used to build up industries to take over U.S. domestic markets. • Strengthens Trade Adjustment Assistance for workers whose jobs have been wiped out by imports. May 1987 I LOG I 5 �... Around the St. Louis Hall Gathered for the Gephardt rally in front of the St. Louis Union Station are: (front row, I. to r.) Dave Vernable, SIU Vice President Mike Sacco, Dave Carter, Lee Roy Laurent, Rich Turner; (back row, I. to r.) Rick Gantly, Tom Casey, Norman Hancock, Frank Schlecter. Seafarers were in attendance at a political rally in St. Louis for presidential candidate Richard Gephardt. SIU members at the St. Louis Union hall, preparing to leave for the Gephardt political rally, are: (front row, I. tor.) Tom Casey, deckmate; David Carter, safety director; Mike Sacco, SIU vice president; Rick Gantly, deckhand; Frank Schlecter, deckhand; (back row, I. tor.) Steve Ahrens, deckhand; Norman Hancock, AB. Brian Jones, left, and Mark Flaherty 61 LOG I May 1987 Boatmen Get $1,000 Pension Question: Why are Charles Crawford, left, and George Lawrence, right, smiling? Because they are receiving the first of their monthly $1,000 Seafarer pension checks. Charlie sailed deepsea with the SIU from 1945 to 1969, and then worked for Curtis Bay as a deckhand until Feb. 27, 1987. "Happy" Lawrence sailed for Curtis Bay for 40 years as mate. Presenting the checks are Jim Martin, Norfolk port agent, and "Scrap Iron" Jones, SIU representative. Mark Flaherty, Steve Booth and Dennis Pewitt Ken Hudspeth �In the Port of Philadelphia . • • ABOVE: SIU Port Agent Dave Heindel, right, with Capt. John Southard aboard the Cape May (Curtis Bay). New Pensioners RIGHT: Emil Kominsky, cook aboard the Wagner's Point. Dispatchers Report for Inland Waters The following Inland members have retired on pension: APRIL 1-30, 1987 Baltimore Richard J. Moore Gerald L. White Houston Roy S. Lindley Mobile John Fortenberry Norfolk Charles W. Crafford Darcy Y. Etheridge Bierney R. Kazmierski George W. Lawrence Albert Paul Peterson Philadelphia Richard E. Repsch Port Gloucester . . .......... .... ....... New York ........................ Philadelphia ...................... Baltimore ........................ Norfolk .. .... ........ ...... ..... Mobile .......................... New Orleans ...................... Jacksonville ...................... San Francisco . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... Seattle . ........... ....... .... ... Puerto Rico . . . . . . . . . . . . . . . . . . . . . . Houston .... ..... ..... ..... ...... Algonac ..... . ... . ... ..... ....... St. Louis ... .................... . Piney Point ....................... Totals .......................... In Memoriam Pensioner Exum G. Swindell, 76, died Feb. 2 from Alzheimer's Disease. He joined the Union in 1961 in the port of Norfolk, Va. and sailed inland until his retirement in· 1975. Surviving is his wife, Margie, of Norfolk. Swindell's body was donated to the State Anatomical Program of Richmond, Va. for research. Steve Votsis, 60, died Jan. 20 from heart disease. He joined the Union in 1972 in the port of Norfolk, Va. SurVIVlng is his wife, Ruby. Votsis was buried at Forest Lawn Cemetery, Norfolk. *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT . . . . . . . . . . . . . . . . . Port Gloucester ....................... . New York ........................ . Philadelphia .. ........... ......... . Baltimore ........................ . Norfolk . .. ........... . . ... .... .. . Mobile .. ........................ . New Orleans ...................... . Jacksonville ....... ..... .......... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ... ....... ... .......... . Seattle . ............ ... .......... . Puerto Rico .............. . ..... .. . Houston ......................... . Algonac ......................... . St. Louis ..... ............. . ..... . Piney Point ...... . .. ...... . . ...... . Totals .... ...................... . Port Gloucester ....................... . New York ...... .................. . Philadelphia ...................... . Baltimore . ....... ......... ..... .. . Norfolk ...................... ... . Mobile ................. . ... ..... . New Orleans ...................... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle .......................... . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . Houston ......................... . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals . ......................... . Totals All Departments ............... . 0 0 1 6 55 0 0 0 0 6 0 0 4 22 0 0 94 0 0 0 0 0 8 0 1 2 0 5 0 0 2 0 0 3 2 0 0 23 1 1 0 5 0 9 0 0 2 1 16 0 35 0 0 0 6 0 0 0 0 0 0 0 0 45 9 0 0 0 0 0 1 0 0 1 3 40 12 13 0 0 0 0 0 0 0 0 0 0 0 0 1 2 6 0 19 0 40 0 0 0 1 1 0 0 13 0 0 8 0 2 14 0 0 4 11 0 2 0 1 2 0 8 6 41 0 106 26 26 107 0 0 47 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 0 12 0 0 1 0 14 1 32 ENGINE DEPARTMENT 0 0 0 0 7 0 0 0 0 0 0 0 3 17 0 0 27 0 0 0 0 4 0 1 0 0 0 0 0 0 1 0 0 6 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 11 0 0 0 3 0 0 2 2 0 0 20 0 0 0 0 0 0 0 1 0 0 0 0 28 0 0 7 ' 0 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 8 0 3 0 0 0 0 0 0 0 49 18 3 STEWARD DEPARTMENT 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 0 4 0 0 12 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 3 0 0 11 0 0 0 9 0 0 0 2 0 0 0 0 0 20 15 12 133 32 48 126 31 26 176 80 47 0 0 1 0 0 0 0 0 0 9 0 0 0 1 0 9 1 0 12 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 11 0 0 0 0 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. •*"Registered on the Beach" means the total number of men registered at the port at the end of last month. May 1987 I LOG I 7 �---!!Army Continues to Train at SHLSS-The SHLSS Sealift Staff has recently taught the key trainers from the 7th Group, Army Transportation School m Fort Eustis, VA. Richard Dickerson (Instructor) has the signalman slew the crane to the right. These soldiers completed extensive training in crane operations, cargo handling, safety and communication procedures. Returning to Fort Eustis, the soldiers will instruct other Army personnel in Hagglund crane and cargo operations at their own waterfront facilities. Since August of 1986, 75 military personnel have trained on the SHLSS Hagglund crane. SHLSS Vice President Ken Conklin trained in crane......operations . ..· ..·.... ·:·::-:: :·::.-:·:..::.:.:.:: (L. to R.) Larry L. Mays, Marvin W. Stewart Michael C. Cromms, Rickey L. Patterson, Wilmer Santiago. Second row (I. to r.) Jim Moore (Instructor), Keith Kornegay, John Ryans, Ross Scmliepmake. Third row (I. tor.) Philip Peacock, Carlton J. Thomas, Richard Dickerson (Instructor). 8 I LOG I May 1987 Army personnel prepare to hoist a jet engine in its container onto a barge. �To better serve the needs of the industry the courses offered at SHLSS are constantly being updated and revised. New courses are created as technology advances and outdated materials are deleted. In 1987 two of the Engine Department courses have been extensively revised and are being offered under different titles. The title changes are: Marine Electronics has been changed to Variable Speed DC Drive Systems and Hagglund Crane Maintenance has been changed to Electro-Hydraulic Systems. Following is the course description, eligibility and prerequisites for the new courses. ---Variable Speed DC Drive Systems--(Formerly Marine Electronics) This course consists of electronic control of direct current drive systems found in Gantry cranes, container cranes, constant tension mooring winches and a variety of deck machinery. Systems which require precise speed I torque control frequently employ these systems. They are highly advanced versions of the Ward-Leonard Speed Control System. The very latest versions utilize computer I microprocessor drive control. The student learns basic control systems, casualty procedures, card pak replacement, system tune-up, relay logic and development of system sequence charts. He learns how to use the manufacturers instruction book, properly utilizing troubleshooting procedures and system maintenance. A certtticate of graduation will be issued upon satisfactory course completion. Eligibility I Prerequisites All applicants must hold a QMED Any Rating endorsement and must have satisfactorily completed the Marine Electrical Maintenance Course. They should hold an Electricians Endorsement but must be knowledgeable of DC machinery, AC machinery, have good test equipment skills and an eighth grade reading comprehension. Due to the small print used on the electrical schematics, good eyesight is important. If you have problems reading small print, you should consider having your eyes checked before reporting to class. The Length of Course The length of the course is six weeks. Don't Miss Your Chance to ltnprove Your Skills How? SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time. You can use these skills: on your job. to improve your skills for upgrading. to further your education. Please send me the area( s) checked below: * * * MAlli Fractions Decimals Percents Algebra Geometry Trigonometry (Plane} (Spherical) D D D D D D D D STUDY SKILLS Listening Skills D How To Improve Your Memory D How To Use Textbooks D Study Habits D Test Anxiety D ENGLISH: Writing Skills Test Taking Tactics D Grammar Books D Stress Management D Writing Business Notetaking Know-How D Letters D SOCIAL STUDIES Geography D COMMUNICATION SKILLS D U.S. History D Tax Tips for Seafarers D Economics D Basic Metrics D Political Science D Name Street City _ _ _ _ __ State _ _ _ _ __ Zip _ _ _ _ __ Book No. Social Security No. Department Sailing In _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Cut out this coupon and mail to: Adult Education Department Seafarers Harry lundeberg School of Seamanship Piney Point, Maryland 20674 Send it today! -----Electro-Hydraulic Systems-s----(Formerly Hagglund Crane Maintenance) This course consists of the principles of Electrical Control of Hydraulic Systems. Systems that employ these principles are cargo winches, deck cranes, anchor windlass, ships steering systems, ramps, stern ramps, fire doors and a wide variety of ship board systems. The course reviews the hydraulic components, and their functions as well as basic hydraulic systems. Application of electrical controls and some typical shipboard electro-hydraulic equipment is also covered. The first weeks are devoted to the electro-hydraulic deck crane (Hagglund 16 through 50 ton cranes), electrical relay sequenced hydraulic operation together with trouble shooting and maintenance. The remainder of the course will be devoted to other electro-hydraulic ship board systems. Eligibility I Prerequisites All applicants must hold a QMED Any Rating endorsement and must have satisfactorily completed the Marine Electrical Maintenance Course and should have completed the SHLSS Hydraulic course or equivalent. They should have an Electricans Endorsement, but must be knowledgeable of AC and DC machinery, have good test equipment skills and an eighth grade reading comprehension. Due to the small print used on the electrical schematics, good eyesight is imponant. If you have problems reading small print, you should consider having your eyes checked before you repon to class. Length of Course The length of the course is six weeks. May 1987 I LOG I 9 �Canadia~ Group Tour SHLSS Facilities George Simulator Manager Abe Easter explains the functions and capabilities of the shiphandling simulator. Returns to SHLSS for Upgrading John Adam, Member of Trainee Class # 1 ~ SHLSS Vice President Ken Conklin and John Adam. Fort Eustis Staff Training Officer, Captain Jeff Blanchard Tours SHLSS John Adam has seen a lot of changes in the Seafarers Harry Lundeberg School since it was purchased by the SIU in 1966. Adam, born and raised in St. Marys County MD, remembers the school's property as a military torpedo base and has watched it evolve over the years. Adam began working for the Lundeberg School in 1966 as a driver with a daily trip from Piney Point MD to Brooklyn NY. Later in that year he entered the Trainee Program becoming the second person from St. Marys County to enroll at SHLSS. After 20 years of going to sea, Adam now holds the following licenses: Second Mate, Chief Mate 1600 gross tons, Masters 1000 gross tons. He is also a member of:MEBA-2 and lives on Long Island NY. Seallft Operations and Maintenance Radar Ed Embry, Al Gobeli, Ted Lukawski, Steve McGuiness, Jon Richardson, Rob Whytock. 10 I LOG I May 1987 (L. to R.) Alexander Daniluk, Harry Alongi (Instructor), Gil Manipon, Jackie Paglinawan, Dennis Skretta, Ken Miner, Michael Cushman, Gary Griswold. Weld Ing (l. to R.) Richard Daisley, Steve Kues, Robert Santos, George Lindsay, Bill Folley (Instructor). �1987 Upgrading Course Schedule Steward Upgrading Courses Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry June 1987 - December 1987 The following is the current course schedule for May 1987 - December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QM ED · Any Rating * Sealift Operations & Ma int. Check-In Date September 21 December 14 Completion Date December 11 January 8 Automation *Sea lift Operations & Ma int. Automation *Sealift Operations & Maint. July 13 August 10 June 27 July 25 August 7 September 4 July 22 August 19 Fireman/Watertender, Oiler *Sealift Operations & Maint. Fireman/Watertender, Oiler *Sea lift Operations & Ma int. Fireman/Watertender, Oller *Sealift Operations & Maint. June 8 August 3 August 10 October 5 October 12 December 7 July 31 August 28 October 2 October 30 December 4 December 31 Marine Electrical Maintenance *Sealift Operations & Maint. July 13 September 7 September 4 October 2 Variable Speed DC Drive *Sea lift Operations & Ma int. Electro-Hydraulic Systems *Sea lift Operations & Maint. September 21 November 2 November 9 December 21 October 30 November 27 December 18 January 15 Refrigeration Systems Maint. & Ops. * Sealift Operations & Ma int. July 20 August 31 August 28 September 25 Refri~eration Containers - Advanced Main enance * Sealift Operations & Ma int. Diesel Engineer - Regular *Sealift Operations & Maint. August 31 October 12 October 12 November 23 October 9 November 6 November 20 December 12 Deck Upgrading Courses Check-In Date July 13 August 31 September 28 October 26 Completion Date September 4 October 23 November 20 December 18 Sealift Operations & Maintenance July 13 August10 September 28 October 26 November 23 August 7 September 4 October 23 November 20 December 18 Celestial Navigation July 13 November 2 August 14 December 4 Radar Obsever August17 December 7 August 28 December 12 Radar Obsever (Renewal) Open ended course, however, must notify SH LSS before entering this course. Course Able Seaman/Sealift Operations & Maintenance Towboat Operator September 7 October 30 Deep Sea Deck Shiphandling Simulator June 15 June 18 Inland Deck Shiphandling Simulator October 12 & Maint. Check-In Date July 22 September 8 September 2 October 19 October 14 November 30 November 25 January 11 Completion Date September 4 October 2 October 16 November 13 November 27 December 24 January 8 February 5 Cook and Baker *Sea lift Operations & Ma int. Cook and Baker *Sea lift Operations & Maint. Cook and Baker *Sea lift Operations & Maint. July 22 September 21 September 2 November 2 October 14 December 14 September 18 October 16 October 30 November 27 December 11 January 8 Chief Cook *Sealift Operations & Maint. Chief Cook * Sealift Operations & Maint. Chief Cook *Sealift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Chief Steward *Sealift Operations & Maint. Chief Steward *Sea lift Operations & Ma int. Chief Steward *Sea lift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Course Assistant Cook *Sea lift Operations Assistant Cook *Sealift Operations Assistant Cook *Sea lift Operations Assistant Cook *Sea lift Operations & Maint. & Maint. & Maint. Recertification Programs Course Steward Recertification Bosun Recertification Check-In Date June 29 August 31 November 2 Completion Date August 3 October 5 December 7 September 21 November 2 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) August 3 September 14 November 2 December 14 Adult Basic Education (ABE) & English as a Second Language (ESL) August 3 November 2 September 11 December 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT August 3 August 7 Towboat Operator September 7 September 11 College Programs Course Associates in Arts Check-In Date June 8 August 17 October 26 Completion Date July 31 October 19 December 18 Course Schedule Notice * The above courses will be followed by a mandatory four-week Sealift Operations and Maintenance Course. (If you already have a Sealift Operations and Maintenance endorsement you DO NOT have to repeat this course.) October 16 May 1987 I LOG I 11 �Apply Now for an SH LSS Upgrading Course ...............................•.......................................•............•...••••......••...•..................•........•.•.. , Name (first) (last) (City) (State) Deep Sea Member D Date of Birth (Middle) Telephone -~---.__.....-..-----­ (Area Code) (Zip Code) Inland Waters Member D Mo./Oay/Vear Lakes Member D Pacific D Social Security# _ _ _ _ _ _ Book#_ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Date Book Port Presently Was lssued _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: 0 Yes Trainee Program: From _ _ _ _ r'T"""'t_ _ _ to __________ (dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ No D (if yes, fill in below) Have you attended any SHLSS Upgrading Courses: D Yes Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Do you hold a letter of completion for Lifeboat: 0 Yes No 0 Firefighting: D Yes No D ~ CPR: D Yes No D Date Available for Training - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK O O O O D O O D 0 D D O O D 0 STEWARD ENGINE Tankerman AB/Seallft Special AB/Seallft Limited AB/Seallft Unlimited Towboat Operator Inland Towboat Operator Not More Than 200 Miies Towboat Operator (Over 200 Miies) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. O FOWT 0 QMED-Any Rating o Variable Speed DC Drive Systems (Marine Electronics) o Marine Electrical Maintenance o Pumproom Maintenance & Operation O Automation o Refrigeration Systems Maintenance & Operations O Diesel Engine Technology o Assistant Engineer (Unlnspected Motor Vessel) o Chief Engineer {Unlnspected Motor Vessel O Third Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor O Refrigerated Containers Advanced Maintenance O Hydraulics O Electro-Hydraulic Systems o O O O O Assistant Cook Utlllty Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS O Welding Llfeboatman D Seallft Operations & Maintenance o ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree 0 Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~~~-DATE_~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ............................................................................................................................... Rev 12 I LOG I May 1987 5187 .........\ ~=--~ �Pay-Off on the Sea-Land Express N Sergio Morales, chief cook, is one of the best cooks in the business. ew York Port Agent Kermett Mangram drives from the Union hall in Brooklyn to make a morning pay-off on the Sea-Land Express. It is a cold, dreary day, suited more to fall than to late spring, which it actually is. Kermett has to drive through the industrial park area of Elizabeth, N.J. to get to the Sea-Land docking area. Everywhere there are containers, though few are American. Most are from Japan and other East Asian countries. There isn't an American name until you get to Sea-Land. Kermett parks his car in the lot and takes the Sea-Land shuttle bus to the vessel. A couple of SIU guys are on the bus. "How're you doing brother?" one asks. By now, Kermett is a fixture on these docks, and most people, even the bus drivers, know him. Kermett walks up the ladder. He goes straight to the crew mess, where SIU members come in one, two at a time. Some are in a hurry to make the most of their port time. Others have a leisurely lunch. The pay-off is more informal than in the past. ''The crew sizes are smaller these days," explains Kermett. Everyone wants to know about the status of contract negotiations with the new management team at SeaLand. "We haven't heard anything," The Sea-Land Express said Kermett, "except that the first meetings are just getting under way.'' Kermett tries to settle all beefs. There is an easy camaraderie between the port agent and the membership he services. The members tell Kermett about what's important to them. Today they are concerned about the contract talks with Sea-Land. Kermett tries to explain developments in a larger context-conditions in the maritime industry, the importance of political action. The two-way flow of information between member and official is what keeps the Union strong. SIU Kermett Mangram is a fixture on the docks. Photos by MAX HALL Chief Electrician Douglas Grenier is a member of the ship's committee. The shoregang make it possible for members to hit the beach. Pedro Sanchez makes a phone call home. AB Howard Yaeger and Fred Tierney can't wait to hit the beach. May 1987ILOGI13 �Area Vice Presidents' Report with a plan to generate cargo. I therefore urge all SIU members to continue their fine support of SPAD. Gulf Coast by V.P. Joe Sacco I attended the Texas State AFL-CIO Executive Board meeting in Austin recently. Sen. Lloyd Bentsen (D-Texas) was one of the speakers. The main topic of conversation was trade. Almost everyone in the labor movement feels that this is the preeminent issue of our time. Millions of American workers have had their jobs exported overseas because the present administration has failed to exert leadership in this area. Seamen have been particularly hard hit. The American-flag merchant marine declined by 10 percent last year alone. Still, shipping for Seafarers in the Gulf area was fairly good last month, mainly because of the military work that this Union has been able to sign up. Increased domestic and international competition in the transportation sector is transforming the nature of the maritime industry. In the future, the only unlicensed seamen who can count on being employed will be those who have taken the time to upgrade their skills. That is why Piney Point is so important. Rapid technological advances over the past 10 years have resulted in reduced manning. That is not likely to tum around any time soon, especially now, when companies are talk...... ing about ''intermodalism'' and the need to reduce costs. The fight to protect the job security of this membership is being waged on several fronts. In Washington, the Union is trying to secure legislation to stimulate job opportunities in the maritime industry. Yet there is more to this Union than just its Washington operations. Our officials and servicing teams try to handle all beefs. We believe that there can be no true long-term productivity gains in the maritime industry unless the workers believe that they are being treated fairly. Given the present economic mood of the country, contract negotiations are more difficult than at any time in recent memory. Still, the SIU was able to reach a settlement with Crescent Towing, both in New Orleans and Savannah. Contracts also were negotiated with Pilot Services. The Union's contract with Radcliffe Material was extended an additional 60 days to give both sides more time to come up with a settlement. There is no secret to obtaining a good contract. Solidarity is still the thing that makes this Union work. Another thing is political action. In the long run , there can be no real job security for seamen unless Congress and the administration take a hard look at the maritime industry and come up - 14 I LOG I May 1987 East Coast by V.P. Leon Hall T O seamen of a certain age, the port of New York will always be associated with Big Band music, passenger vessels and the waterfront bars on the West Side docks. Yet times change. It's not just that a growing number of seamen have discovered AA, or that musical tastes have shifted. New York is no longer the center of the shipping world. Fifty years ago, when dissidents in the old International Seamen's Union wanted to establish their own union (they eventually wound up forming the NMU), they could distribute leaflets on the West Side docks and be confident that a majority of the membership would read what they had to say. Today, most of the West Side docks have been leveled to make way for parks, highways and condominiums. Most shipping companies have moved their operations to New Jersey. Some like Delta, have moved out of the region altogether. Still, maritime is a multi-billion dollar business. The economic vitality of the city depends in large part on the maritime industry, which is responsible for hauling imports in and exports out. The. SIU maintains an extensive grassroots base in the area. Many of the bills that it supports in Washington wind up having concrete economic benefits for the people of New York. During the last session of Congress, the SIU worked very closely with senators Daniel Patrick Moynihan and Alfonse D' Amato to get the Port Development bill enacted. The first dredging projects to be generated by passage of that bill are expected to be started later this year in Newark Harbor. In addition, the SIU has been in contact with Rep. Guy Molinari's office in order to get a homeport for Staten Island. The measure is expected to generate millions of dollars and hundreds of jobs for the area. The changing face of the maritime industry in this area is having an effect on our membership. Many of our older members and our pensioners find that the support networks that they used to take for granted-seamen's clubs , Sailor's Snug Harbor-no longer exist in New York. Indeed, the closing of Sailor's Snug Harbor on Staten Island several years ago had a profound effect on the lives of retired seamen. The new facility, located in North Carolina, is far from the lives that most seamen knew. The problems facing older seamen in the port of New York was one of the reasons behind the Union's decision to open up its training facilities in Piney Point to pensioners. ''They don't have to use the program," said SIU President Frank Drozak. "It's there for anyone who wants it or needs it." Other unions are facing similar problems. The Seamen's Church Institute in downtown Manhattan has received such a large amount of feedback on this matter that it has decided to. hold a series of informal meetings where representatives from the various maritime unions can discuss the issue. It is being held under the direction of Rev. Donald Kimmick. igan House to discuss Michigan House Bill H.R. 4474 which would relieve merchant seamen who reside in Michigan of the burden of filing their state income tax returns on a quarterly basis. Elsewhere in the region, the SIU was still negotiating with the dredging companies to come up with a new contract. In addition, several of our companies have started on new dredging projects. Luedtke Engineering began a dredging project on Fighting Island in the Detroit River. The company is scheduled to begin a light rebuilding project in Milwaukee, Wis. Great Lakes Dredging and Dock is scheduled to begin work on dredging projects in the Cuyahoga River and the Cleveland City Harbor. In addition, Zenith Dredging will begin work on a project in Ontonagon, Mich. West Coast by V.P. George McCartney T Great Lakes by V.P. Mike acco T HE SIU has been working on a grassroots level throughout the region to secure federal and state legislation favorable to American seamen. Union officials in the various MidWestern port cities worked hard to lobby grassroots support for the Gephardt amendment, which seeks to ~trengthen America's position in the international trading system. During the past 10 years, seamen and other American workers have seen their jobs exported overseas at an increasingly rapid rate because this country has failed to come up with a comprehensive industrial policy. SIU representatives contacted local congressional offices in order to make our views heard. The Gephardt amendment passed by only four votes. The effort that the SIU and other labor organizations took to make their members' views heard probably made the difference in getting the amendment passed. The SIU was also active in state and local elections. This Union has always believed that the state and city elections are fertile breeding grounds for tomorrow's congressmen and senators. In St. Louis, Dick Gephardt' s home city, the SIU worked closely with the rest of organized labor to help elect such politicians as Marion Ta co, Agusta Clark and George Bunnel to the city council. In Michigan, SIU Field Rep Larry Querry met with member of the Mich- HE fishing industry plays an important roJe in the economy of the West Coast. Unfortunately, it is just one of many industries that have been allowed to decline because the present administration has failed to come up with a coherent policy on trade and economic development. The fishing industry pumps hundreds of millions of dollars into the West Coast economy, and creates tens of thousands of jobs. Many of these jobs belong to workers who are SIU members or members of unions affiliated with the SIU. The SIU is monitoring a number of issues that pertain directly to the fishing industry. Earlier this month, SIU President Frank Drozak submitted testimony to the House Subcommittee on Trade outlining this organization's support ofH.R. 1515 which, according to Drozak, ~·'would restore equity to the tuna industry by equalizing rates on all canned tuna imported into the United States." Drozak also testified on the loopholes that exist in the Magnuson Fishery Conservation and Management Act of 1976 which enable foreign-flag companies to document their fish processing vessels under the American flag. The SIU, which believes that a strong American fishing industry is in the best interests of the American consumer, wants those loopholes closed. Many of the issues that this Union monitors in Washington have a concrete effect on the grassroots level. We take a stand on these issues because they are important to our member hip and because, in the long-run , they are important to the American people. If the American fishing in.dustry is allowed to decline , then it will have ramifications that go far beyond that one industry. (Continued on Page 22.) �SIU's Charles L. Brown Helps You Phone Home Most Americans are still having trouble figuring out whom to call for phone and phone line repair since the breakup of Ma Bell. But there is no question whom to call if the problem is in your phone line on the Pacific Ocean's floor-The Charles L. Brown (AT&T). The SIU-contracted cable-repair ship is homeported in Honolulu, but is responsible for more than 12,000 miles of ocean-bottom phone lines between the mainland, Hawaii and other points in the Pacific. The Brown recentiy completed her first two repair jobs on undersea cable . The SIU crew operated at near perfection, according to the officers onboard and the company. The three photos of the Brown at sea during the repairs were taken by Cable AB John Mansfield and 2nd mate Dave Sherman. The Brown also pulled into Port Hueneme, Calif. to take on stores, and SIU Field Rep. Dennis Lundy snapped the other two pictures while he was onboard. The cableship is currently on standby in Honolulu. With a stop in Port Hueneme, Calif., the cableship Charles L. Brown had a chance to take on stores. Here the deck department loads supplies for its next trip. Bosun George Costango (right) looks on as Wilmington Port Agent Don Anderson completes some paperwork. Above, Brown crewmembers recover the buoy. From top to bottom are C/M Robbie Jones, Bosun Roy Theis and 2nd mate John Dooley. Cable AB John Mansfield is on the buoy. Below, Mansfield Oeft) and splicer/ joiner Bob Leake splice a section of telephone cable. ,::(\{:':{''':)i\JJfttliiii;iii~;,:~![:,::1;:i;~~~1+:1:~:r·:·t·': · =:·:·;·~ ,·:··;·:·;. ·:·-::~:·1·!!*1'':7'''if • ·>., tt~: :~ .. Crewmembers Jeff Hood (left) and Gary Cardillo coil 8 x 3 dragline in the Brown's #1 cable tank. May 1987ILOGI15 �Sailors' State Tax Reform Bill Introduced in Michigan Merchant sailors who reside in Michigan may soon be relieved of a burdensome tax provision which currently requires them to file state income tax returns on a quarterly basis. Most Michigan taxpayers file taxes only once a year. House Bill H.R. 4474 would amend the tax code to allow merchant sailors to file state income taxes once a year. Twentythree House members co-sponsored the measure. This problem developed in 1984 when the federal tax code was revised, creating changes in Michigan tax law as well. An oversight occurred as state officials revised the Michigan tax code to incorporate the federal changes. A provision in the law dictates that persons who do not have state taxes withheld are required to pay on a quarterly basis. This provision is directed to self-employed taxpayers, but due to the withholding definition, merchant sailors were also included in this category. SIU Field Rep. Larry Querry, in Algonac, presented this problem to treasury officials and legislators so that a reasonable solution could be devised for the benefit of our Michigan members. ''Our Lakes members find it difficult to comply with the tax code as it now stands, and after hearing many of them complain about this burdensome requirement, I initiated meetings with state officials to design a means to relieve our members of this problem," said Querry. Querry explained - Second Cook David Bartlett (left) on the M/V Belle River (American Steamship Company) is shown above with Michigan state representatives Ken DeBeaussaert (center) and Jim Docherty (right) during a recent tour of the 1,000-foot freighter. DeBeaussaert and Docherty, two co-sponsors of H.R. 4474, took an opportunity to visit the Belle River to discuss this bill of importance to SIU members residing in Michigan. Michigan state representatives Jim Docherty (left) and Ken DeBeaussaert (right) discussing H.R. 4474 with John Clark, an able-bodied seaman on the Belle River, after a meal in the galley. KNOW YOU that it is unreasonable to expect sailors who may be employed aboard a ship for extended periods of time to file state taxes on a quarterly basis. Hearings on H.R. 4474 are expected to be conducted before the House taxation committee as early as midMa y. Querry will present testimony on behalf of the SIU members. It is expected that the taxation committee will report the bill to the house floor without much deliberation. -" ·KNOW ·youR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Autb Way and Britannia Way Prince Georges County Camp Sprinp, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 16 I LOG I May 1987 Robert Venable Please contact your wife, Patricia, immediately. She is five months pregnant. OU IGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All memhers should obtain copies of this constitution so as to familiarize them selves with its contents . Any time you feel any memher or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges. trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic , Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarter Iy finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations . Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes ·a nd Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of ~he various trust funds. Personal EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discrimi nated against because of race. creed. color. sex and national or geographic origin. If any member feels that he io,; denied the equal rights tc) which he is entitled. he should notify Union headquarters. 11111n1111111n1111111n11111un1111111n1111111111111111n1111111111111111n1111111111111111111111111111111 patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsihility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he made without supplying a receipt. or if a member is required to make a payment and is given an official receipt. but feels that he should not have heen required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the above improper conduct, notify the Seafarers Union or SPAD ny certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied bis constitutional right of access to Union recorm or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The~ ~ 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �AMERICAN EAGLE (Pacific Gulf Marine), March 19-Chairman Stanley Krawcznski, Secretary Robert D. Bright. Some disputed OT was reported in the steward. department. There is $40 in the ship's fund. The chairman received a letter from headquarters with answers to each of the questions previously sent in. It will be posted on the bulletin board for the entire crew to read. A motion was made and seconded to find out if it is possible to retire at 62 years of age with 6,000 days sea-time. This motion will be referred to the Negotiating Committee. BOSTON (Sea-Land Service), March 17-Chairman J.W. Allen, Secretary W.R. Burdette, Educational Director R. South. Some disputed OT reported in the deck department. Payoff has been scheduled for the afternoon of arrival (March 19) in Tacoma, Wash. All disputed OT will be taken up with the boarding patrolman prior to payoff. It was suggested that someone look into the TV antenna situation as the crew's TV doesn't receive a picture when the ship is in port. Also, more movies for the ship's library would be welcomed. A suggestion was made to build up the ship's fund by having a docking pool or perhaps taking up a collection at payoff. A vote of thanks was given to the steward department for a good job. Next ports: Anchorage and Kodiak, Alaska. LNG GEMINI (Energy Transportation Corp.), March 15-Chairman U. Veach , Secretary H. Markowitz, Deck Delegate E. Brown, Engine Delegate Tyler R. Womack, Steward Delegate James Robinson. No beefs or disputed OT reported. There is $192 in the ship's fund. The bosun reported to the crew that this will be the last trip efore going into the shipyard . He thanked the deck department for their help during the tank-cleaning operation. He also thanked the rest of the crew for helping to keep everything running smoothly. The steward expressed his appreciation to the watches for keeping the messhalls and galley clean at night. Crewmembers were remi ded of the opportunities available to them at Piney Point. A vote of thanks was given to the steward department for a fine job this voyage. Next ports: Nagoya, Japan and Bontang, Indonesia. GROTON (Apex Marine), March 22Chairman Neal D. Matthey, Secretary James H. Gleaton, Educational Director Alan R. Gardner, Deck Delegate Errol M. Pinkham, Steward Delegate Douglas A. Thomas. No disputed OT or beefs. The chairman told the crew that the vessel would be going to the repair berth in Brooklyn. All members would be paid off there. He also asked that everyone clean their rooms and mentioned that survival suits and life jackets would be collected at payoff. A vote of thanks was given to the steward department for the excellent food . More thanks were given to the deck department from the steward/ baker. And to Captain Tender ("the number one captain"), who is going on vacation, the crew wishes him a "happy time." One minute of silence was observed in memory of our departed brothers and sisters. Next port: Stapleton, N.Y. OAKLAND (Sea-Land Service), March 22-Chairman C. Bankston Jr., Secretary R. Fagan, Deck Delegate R. Ransome, Engine Delegate C. Reyes, Steward Delegate G. Grajales. One dispute in the deck department was raised regarding delayed sailing. Otherwise, all is running smoothly. There is about $90 in the ship's fund. The chairman reminded crewmembers that all hands must be onboard one hour prior to sailing and that no heavy drinking is allowed aboard ship. When the ship reaches Elizabeth, N.J., members said that they wanted to talk to the boarding patrolman about the new Seafarers Maritime Union (SMU) and how it will affect the SIU and SIU jobs. OMI CHARGER (OMI), March 14Chairman Frank Schwarz, Secretary Joseph P. Emidy, Educational Director Wiley Yardor, Engine Delegate Melvin J. Gallier. Some disputed OT was reported in the deck department. There is $16 in the ship's fund. the OM/ Charger sailed from Boston to the Mississippi River for a split load, which it then discharged in New Haven, Conn. Payoff will take place on the Mississippi (in Port Allen, La.). The bosun urged all eligible members to upgrade their skills at Piney Point. Several things should be looked into by the boarding patrolman including the fact that the chief mate is discharging ballast without the pumpman's assistance and that a new washing machine is needed by the crew. Movies should be stored while in port for security reasons . A vote of thanks was given to the steward department for the good food and service. The steward, in turn, thanked the deck and engine departments for helping keep the messhalls and pantry clean. OMI DYNACHEM (OMI), March 29Chairman C.L. Hickenbotam, Secretary Don Collins, Educational Director Joel W. Spell, Deck Delegate M.P. Maseh, Engine Dele i u ed OT reported. The chairman reported that the ship has a year charter with ARCO, running mostly on the West Coast. The boarding patrolman in San Francisco stated that the present contract has been extended for three years. Checks will be handed out in Hawaii if the captain is able to get them. LOGs were brought onboard by the boarding patrolman who also spent some time talking about the SMU. He also told crewmembers that those with permanent jobs can register in their home port. A written clarification on this will be sent to the ship. Meanwhile, the importance of contributing to SPAD was stressed. The educational director noted that each issue of the LOG carries a section on Piney Point with the courses and dates available. He suggested that everyone who has not taken advantage of upgrading do so as soon as possible. A discussion was held on the pension plan and a level of dissatisfaction was expressed. One suggestion made was that everyone help keep the laundry, heads, lounge and all public spaces neat and clean. A vote of thanks was given to the steward department for a fine job--especially with the reduction in personnel. The ship is heading out to Hawaii-its first trip to the 50th state-and expects to backload and return to the Long Beach, Calif. area. ROVER (Ocean Carriers), March 17Chairman Douglas K. McLeod, Educational Director F.E. Sanderson, Deck Delegate B. Murphy, Engine Delegate Michael C. McNally. No disputed OT reported. The chairman talked to the crew about getting off ship when their time is up. He explained that the Negotiating Committee and the company set these rules and that no one has the right to make their own agreements. Also brought up at this meeting was the need to clean the popcorn popper after each use and about the use of certain doors when in port. Next port: Singapore. SEA·LAND PRODUCER (Sea-Land Service), March 8-Chairman J. Tanner, Secretary C .C. Hollings Ill, Educational Director P. Thomas, Deck Delegate David J. Hood, Engine Delegate G.E. Doyen, Steward Delegate Robert A. Lang. The ship will pay off in New Orleans. The chairman reported hat the captain is aware that there has been no heat aboard ship since Jan. 1. For each day that there has been no heat, crewmembers will get $17. The chairman will discuss this with the Union rep at payoff. In the meanwhile, he urged everyone to sign up for the SPAD check-off. The secretary noted that upon arrival in New Orleans, fresh vegetables will once again be on the menu . He also said that he has been unsuccessful in ordering new mattresses for the crew-but will continue trying. The importance of upgrading at Piney Point was also stressed at this time. The steward was given a vote of thanks for a job well done. Next ports: Port Everglades, Fla. and Houston. Texasfollowed by payoff in New Orleans. STUYVESANT (Bay Tankers), April 2-Chairman Mark Davis, Secretary W. Smith, Educational Director F.A. Pasik, Deck Delegate M. Freeburn, Engine Delegate Michael Brown, Steward Delegate Charles Gooch. No beefs were brought up although some disputed OT was reported in the engine and steward departments. The chairman announced that payoff will take place upon arrival in Long Beach, Calif. Everyone getting off was asked to make sure their rooms are clean and new linen obtained for their replacements. The educational director talked about the advantages of attending Piney Point's upgrading courses. It was felt that the company should provide a minimum of 12 new movies for each 30-day trip. A motion was also made to start arrival pools to raise funds for additional movies . The steward department was given a vote of thanks for a job well done. Official ships minutes also were received from the following vessels: UIG AQUARIUS ARCHON ATLANTIC SPIRIT BAY RIDGE BEAVER STATE CAGUAS CAPE HORN COVE LEADER COWMBIA OMI SACRAMENTO OVERSEAS ALASKA OVERSEAS BOSTON VERSEAS U EAU PHILADELPHIA ST. LOUIS SAN JUAN SEA-LAND DEFENDER SEA-WO ECONOMY SEA-LAND EXPRESS SEA-WO INDEPENDENCE SEA-WO INNOVATOR SEA-WO LEADER SEA-WO MARINER SEA-LAND PATRIOT SEA-WO PIONEER SEA-WO VENTURE SEA-WO VOYAGER SUGAR ISLAND We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. Address Correction Department 5201 Auth Way .· Camp Springs, Maryland 20746-9971 SIU & UIW of N .A. -----------------------------~------------------------------ HOME ADDRESS PLEASE PRINT Date: - - - - - - - - - - - Social Security No. Phone No. Your Full Name Street Area Code Apt. or Box II Book Number 0 City SIU 0 UIW 0 Pensioner State ZIP Other - - - ----- UIW Place of Employment - - - - - - - - - - - - - - - - - This will be my permanent address for all official Union mailings. This address should remain in the Union file unless otherwise changed by me personally. (Signed) - - - - - - - - - - - - - - - - - -- Aboard the Overseas Juneau ---- ----- - - --- - - --- - - --------- - - --- - - - -- - - - --- - - -- - - - ---- - -J May 1987ILOG I 17 �f~~~aaaaaaaaa=a=aii=~~~,~aaaaa~JQ)~o~~R~~~M~~§:@ Irli1lli~ll <--+~ > ] Deep Sea Pensioner Troy Carver, 74, died March 27. He joined the SIU in 1951 in ~t ~ the port of Baltimore. Seafarer Carver sailed in the deck department, most recently as a bosun with Westchester Marine. Brother Carver retired on pension in 1978. He is survived by a niece, Rosalie Marsengill of Manassas, Va. Pensioner Carlos Dall, 81, succumbed to a heart attack Jan. 9. He joined the SIU in 1941 in the port of Texas City, Texas and sailed in the deck department, last aboard a Sea-Land Service vessel. Brother Dall was active in the 1946 General Strike and the 1947 Isthmian beef. Retired on pension in 1971, Dall is survived by his wife, Enrica, of New York City. He was buried at Rosdale Cemetery in Linden, N.J. Kent Dominguez, 27, died Feb. 13. Seafarer Dominguez joined the SIU in 1978 in Piney Point, Md. He sailed in the deck department. Brother Dominguez was-buried at Holy Cross Cemetery, San Diego, Calif. He is survived by his wife, Gina; his father, Fred, and his brother, Steve. Pensioner Francisco P. Panuelos, 95, died March 15 of respiratory complications. Seafarer Panuelos joined the SIU in 1951 in the port of New York. He sailed in the steward department. Brother Panuelos, who was active in the General Strike of 1946, went on pension in 1970. Burial was at Greenlawn Memorial Gardens in Chesapeake, Va. He is survived by his wife, Edna, and a son, Dennis. Pensioner Howard K. Pierce died Jan. 20. Seafarer Pierce joined the SIU in 1947 in the port of Baltimore. As a new member, Pierce was active in the General Strike. He went on pension in 1975. Pensioner Carlos Ponce, 67, died March 8. He joined the SIU in 1943 in the port of New York. Brother Ponce sailed in the engine department, last shipping out with Interocean Management Corp. Ponce hit the bricks in the 1946 General Strike and the 1947 Isthmian beef. He went on pension in 1984. Pensioner Robert Rivera Jr. died Sept. 26, 1986. Seafarer Rivera joined the SIU in 1949 in the port of San Francisco. He sailed in the steward department. Rivera was active in the General Strike. He retired in 1986. Brother Rivera is survived by his 18 I LOG I May 1987 brother, William of San Francisco and a cousin, Roy Skinner, of Newhall, Calif. Burial was at sea. Pensioner Harvey Ridgeway, 65, died Jan. 29. He joined the SIU in 1942 in the port of New York. Seafarer Ridgeway was active in the 1946 Gen, eral Strike. He retired in 1983. Pensioner Conrado Rolon, 78, died Dec. 25, 1986. Seafarer Rolon joined the SIU-merged Marine Cooks and Stewards Union in 1934 in Seattle, Wash. He sailed in the steward department. Born in Mexico, Brother Rolon retired on pension in 1971. He is survived by his wife, Maria, of Port Orchard, Wash. Burial was at Sunset Lane Cemetery in Port Orchard. Pensioner Troy Savage, 76, died Feb. 28. Seafarer Savage joined the SIU in 1947 in the port of New York. He sailed in the steward department, most recently in 1973 aboard the Transeastern (Transeastern Shipping). Brother Savage hit the bricks in the 1946 General Strike. He retired on pension in 1973. Savage is survived by his wife, Marie, of Leakesville, Miss. Pensioner John J. Thompson died Feb. 9 of heart disease. Seafarer Thompsonjoined the SIU-merged Marine Cooks and Stewards Union in 1951 in San Francisco. He sailed in the steward department and retired in 1971. Brother Thompson is survived by a niece, Barbara Della Penna, of Florida. Burial was at Olivet Memorial Park in Colma, Calif. Pensioner Demetrios Vagladjides, 75, died Feb. 8 ofaheartattack. Rejoined the SIU in 1969 in the port of Mobile, Ala. and sailed in the engine department until his retirement in 1984. Seafarer Vagladjides was born in Greece. He is survived by a sister, Anna, who lives in Greece. Burial was at Woodlawn Abbey, Sumner, Wash. Angel Luis Morales Velazquez died Dec. 22, 1986. He joined the SIU in 1978 in Puerto Rico and sailed in the steward department. Seafarer V elazquez is survived by his wife, Neyda Gonzalez. Pensioner Jose G. Vilasis, 81, died of a heart attack March 2. Seafarer Vilasis joined the SIU in 1946 in the port of New York. He sailed in both the engine and steward departments until his retirement in 1966. Brother Vilasis was active in the General Strike of 1946. He was buried at Dade Memorial Park in Dade, Fla. Surviving is a sister, Margot, and a nephew, Joseph Alvarez, both of Miami, Fla. Pensioner James L. Webb, 61, died March 1 of a heart attack. Seafarer Webb joined the SIU in 1944 in the port of Mobile, Ala. He sailed in the steward department. Brother Webb was active in the General Strike of 1946 and the Isthmian beef in 1947. He went on pension in 1970. Webb is survived by his wife, Annie. Burial was at Whispering Pines in Prichard, Ala. , Pensioner Ming t Sing Wong, 74, died • Feb. 11 of a heart attack. Seafarer Wongjoined the SIU in 1962 in the port of New York. He sailed in the steward department, first shipping out for Waterman Steamship Corp. in 1951. He last sailed in 1975 for SeaLand and retired on pension in 1976. Brother Wong is survived by his wife, Kyoko, and his daughter, Harumi, DEEP SEA Algonac arry cFa Baltimore Jean B. Cicconardi Terralea G. Greeff Gloucester John Vaughan Connors Houston Jose Ciro Alvarado George M. Triplett both of San Francisco. Born in China, Wong was buried at Fernwood Cemetery in Mill Valley, Calif. Pensioner Norman E. Wroten, 75, died Jan. 26. He joined the SIU in 1944 and sailed in the engine department until he retired on pension in 1974. Brother Wroten is survived by his wife, Vera, and a son, Norman Jr., both of Chesapeake, Va. Burial was at Chesapeake Memorial Gardens, Chesapeake. Pensioner Robert Wroten, 65, died Jan. 28. He joined the SIU in 1952 and sailed in the engine department until his retirement in 1979. Seafarer Wroten is survived by a nephew, Norman E. Wroten Jr. Interment was at Chesapeake Memorial Gardens, Chesapeake, Va. Great Lakes Pensioner Clarence Vinson died Jan. 19. He joined the SIU in 1934 and sailed the Great Lakes until his retirement in August 1963. Vinson is survived by his wife, Mamie, and a daughter, Nola Raitz. Jacksonville Dobromir Kosicki Robert R. Overton Mobile Edward Morris Jr. Willie Scopolites New Orleans Marco T. Mora New York Kasmoin Amat Andrew P. Mazurek K vetoslav Svoboda San Francisco Raymond W. Blethen Robert W. Ferrandiz Christos Ferrous Joseph E. Lujan Rodolfo S. Pinoin Ronald Saunders Seattle Hernell E. Edwards Wilmington John T. Shields Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, June 8...................... 10:30 a.m. New York ............... Tuesday, June 9 ..................... 10:30 a.m. Philadelphia .............. Wednesday, June 10 .................. 10:30 a.m. Baltimore ................ Thursday, June 11. .............. .. ... 10:30 a.m. Norfolk ................. Thursday, June 11. ................... 10:30 a.m. Jacksonville .............. Thursday, June 11. ................... 10:30 a.m. Algonac ................. Friday, June 12 ...................... 10:30 a.m. Houston ................. Monday, June 15 ..................... 10:30 a.m. New Orleans ............. Tuesday, June 16 .................... 10:30 a.m. Mobile .................. Wednesday, June 17 .................. 10:30 a.m. San Francisco ............ Thursday, June 18 .................... 10:30 a.m. Wilmington .............. Monday, June 22 ..................... 10:30 a.m. Seattle .................. Friday, June 26 ...................... 10:30 a.m. San Juan ................ Thursday, June 11 .................... 10:30 a.m. St. Louis ................ Friday, June 19 ...................... 10:30 a.m. Honolulu ................ Thursday, June 18 .................... 10:30 a.m. Duluth .................. Wednesday, June 17 .................. 10:30 a.m. Jersey City ............... Wednesday, June 24 .................. 10:30 a.m. New Bedford ............. Tuesday, June 23 .................... 10:30 a.m. �19, the daughter of William and Harriet Beatty Jr. of Sulfur, La. Presently a freshman at McNeese State University, Sharon would like to enter the competitive field of finance. Congratulations to all these bright young people in their continuing quest for knowledge. ogan Winners Announced Continued from Page 1.) ama and then go on to law school. Maria Sanchez fl . . Gordon Chew Gordon Chew, 18, will enter the University of California at Berkeley this fall as a biochemistry major. The son of Yak Lim (who sailed in the steward department) and Yim Ching Chew, Gordon eventually hopes to enter medical school and become ''as good a physician as I can." Almerian Paminiamo Almerian Paminiamo, 16, is the daughter of Julio R. and Apolonia Paminiano. Originally from the Philippines and now residing in San Francisco, Paminiamo plans to take up premed studies at the University of the Philippines with an eye to the future for Harvard, Yale or Stanford. Summary Annual Report SIU PD-PMA Supplemental Benefits Fund, Inc. This is a summary of the Annual Report for the SIU PD-PMA Supplemental Benefits Fund, Inc., Employer Identification No. 94-1431246, for the year ended July 31, 1986. The Annual Report has been filed with the Internal Revenue Service, as required under the Employer Retirement Income Security Act of 1974, ERISA. BASIC FINANCIAL STATEMENT Benefits under the Plan are provided by a trust arrangement. Plan expenses were $8,796,088. These expenses included $208,125 in administrative expenses and $8,587,963 in benefits paid to participants and beneficiaries. A total of 1,856 persons were partici nt in or beneficiaries of the Plan at the end of the Plan year, although not all of hese persons had yet earned the right to receive benefits. The value of Plan assets after subtracting liabilities of the Plan, was $2,528,759 as of the end of the Plan year compared to $2,692,598 as of the begining of the Plan year. During this Plan year, the Plan experienced a decrease in its net assets of $163,839. The Plan had total income of ,6 2,24 inc uding emp oyer contributions o ,2 4, , earnings from investments of $267 ,446, lapsed benefits of $55,654, unclaimed compensation of $360 and other income of $14,686. Summary Annual Report SIU PACIFIC DISTRICT-PMA Pension Plan This is a summary of the Annual Report for the SIU Pacific District-PMA Pen ion Plan, Employer Identification No. 94-6061923, for the year ended July 31, 1986. The Annual Report has been filed with the Internal Revenue Service, as required under the Employer Retirement Income Security Act of 1974, ERISA. Basic Financial Statement Benefits under the Plan are provided by a trust arrangement. Plan expenses were $16,167,498. These expenses included $819,483 in administrative expenses and $15,348,015 in benefits paid to participants and beneficiaries. A total of 7 ,495 persons were participants in or beneficiaries of the Plan at the end of the Plan year, although not all of these persons had yet earned the right to receive benefits. The value of Plan assets, after subtracting liabilities of the Plan , was $146,940,007 as of the end of the Plan year compared to $127 ,550,292 as of the beginning of the Plan year. During the Plan year, the Plan experienced an increase in its net assets of $19 ,389, 715. This increase included unrealized appreciation in the value of Plan assets; that is, the difference between the value of the Plan's assets at the end of the year and the value of the assets at the begining of the year or the cost of the assets acquired during the year. The Plan had total income of $15, 109, 119 including employer contributions of $2,298,003, earnings from investments of $10,493,642, net realized gains in the amount of $2.219,320 from the sale of certain assets, and miscellaneous income in the amount of $98,154. Minimum Funding Standards An actuary ' s statement shows that enough money was contributed to the Plan to keep it funded in accordance with the minimum standards of ERISA. Your Rights to Additional Information You have the right to receive a copy of the full Annual Report, or any part thereof, on request. The items listed below are included in that report: I. An accountant's report; 2. As ets held for investment; 3. Transactions in excess of three (3) percent of Plan assets; and 4. Actuarial information regarding the funding of the Plan. To obtain a copy of the full Annual Report or any part thereof, write or call the office of the Plan Administrator, 522 Harrison Street, San Francisco, Calif. "i105, Seventeen-year-old Maria Sanchez of Tampa, Fla. is a senior at Bay shore Christian School. The daughter of Jose and Linda Sue Sanchez, Maria has chosen Birmingham-Southern College in which to continue her present interest in mathematics and accounting. ...... Felicia Brooks The alternate winner of the dependent scholarship is Sharon Ann Barbee, telephone (415) 495-6882. The charge to cover copying costs will be $5.00 for the full Annual Report, or $0.10 per page for any part thereof. You also have the right to receive from the Plan Administrator, on request and at no charge, a statement of the assets and liabilities of the Plan and accompanying notes, and/or statement of income and expenses of the Plan and accompanying notes, or both. If you request a copy of the full Annual Report from the Plan Administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the Annual Report at the main office of the Plan, 522 Harrison Street, San Francisco, California 94105, and at the U.S. Department of Labor upon payment of copying costs. Requests to the Department of Labor should be addressed to: Public Disclosure Room N4677 Pension and Welfare Benefit Programs Francis Perkins Department of Labor Building 200 Constitution Avenue, N.W. Washington, D.C. 20216 Summary Annual Report For Seafarers Welfare Fund This is a summary of the Annual Report of the Seafarers Welfare Fund EIN 135557534 for the year ended December 31, 1985. The Annual Report has been field with "the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). The Trust has committed itself to pay claims incurred under the terms of the Plan. Basic Financial Statement The value of Plan assets, after subtracting liabilities of the Plan was a (deficit) of $(16,425,919) as of December 31, 1985 compared to $(18,711,193) as of January 1, 1985. During the Plan year the Plan experienced an increase in its net assets of $2,285,274. This increase included unrealized appreciation and depreciation in the value of Plan assets; that is, the difference between the value of the Plan's asset at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $28,039,932 including employer contributions of $27 ,604,790, miscellaneous income of $14,413 and earnings from investments of $420, 729. Plan expenses were $25,814,171. These expenses included $4,143,678 in administrative expenses and $21,670,493 in benefits paid to participants and beneficiaries; Your Rights to Additional Information You have the right to receive a copy of the full Annual Report , or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report 2. Assets held for investment To obtain a copy of the full Annual Report , or any part thereof, write or call the office of Mr. Leo Bonser, who is the Plan Administrator, 5201 Auth Way , Camp Springs, Md. 20746 (301) 899-0675. The charge to cover copying costs will be $1.20 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the Plan Administrator, on request and at no charge, a statement of the assets and liabilities of the Plan and accompanying notes, or a statement of income and expenses of the Plan and accompanying notes, or both. If you request a copy of the full Annual Report from the Plan Administrator, the e two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the Annual Report at the main office of the plan at 5201 Auth Way, Camp Springs, Md. 20746, and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of covering costs. Requests to the Department should be addressed to Public Disclosure Room, N4677, Pension and Welfare Benefit Programs, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington , D.C. 20216. May 1987ILOGI19 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes APRIL 1-30, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP DECK DEPARTMENT 0 39 0 0 47 0 ENGINE DEPARTMENT 0 17 0 0 26 0 0 7 Port Algonac ......... . ..... . ... . . 0 13 Port Algonac ..................... 0 18 2 Port Algonac .... . . . ... . .......... 0 5 0 Frank Drozak, President Joe DIGiorglo, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP STEWARD DEPARTMENT Port Algonac . . . . . . . . . . . . . . . . . . . . . 0 33 0 6 0 HEADQUARTERS ENTRY DEPARTMENT 0 0 0 4 0 50 4 Totals All Departments . . . . . . . . 0 69 7 0 62 0 0 130 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach " means the total number of men registered at the port at the end of last month. 5 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea APRIL 1-30, 1987 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ............... Philadelphia .. .. .......... Baltimore " .. ... . .. .... . . Norfolk ...... . .......... Mobile ...... . .......... New Orleans . .. ....... .. . Jacksonville .............. San Francisco .. .......... . Wilmington .............. Seattle . .. . ........... . . Puerto Rico .......... . . .. Honolulu .. . . . ..... . . . . . . Houston .............. . . St. Louis . . ........ . ..... Pine¥: Point ........ . ..... Tota s ................. 74 2 3 11 6 39 16 31 16 28 18 10 26 0 1 281 Port New York ......... . ..... Philadelphia .............. Baltimore .. ............. Norfolk . .. ... . .. .. ...... Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco. . . . . . . . . . . . . Wilmington ... . .......... Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis .. .. .... .. ...... Piner Point . . . . . . . . . . . . . . Tota s .......... . ...... 30 2 6 3 4 21 13 12 7 21 6 7 24 0 3 159 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 9 1 3 0 5 0 8 5 1 0 8 3 7 5 9 6 2 2 6 0 1 0 4 4 7 1 0 0 1 0 71 27 14 0 0 4 0 7 1 4 4 4 2 8 4 0 0 52 104 8 8 20 16 83 40 59 33 54 32 11 59 0 2 529 19 2 6 6 6 4 18 14 9 10 3 19 9 0 3 128 0 1 0 2 1 2 2 7 6 3 0 3 1 0 0 28 8 0 1 0 1 2 4 68 6 12 10 8 61 33 39 13 34 22 7 43 0 6 1 0 3 3 13 6 6 9 18 2 9 3 0 9 88 0 1 0 0 13 2 4 7 4 5 9 16 5 7 0 10 7 0 4 1 0 0 4 1 3 5 8 5 3 0 3 1 0 0 34 44 0 6 9 5 26 19 20 18 14 15 8 26 0 0 210 4 0 1 4 1 9 5 5 7 8 0 3 4 0 8 59 0 1 0 0 0 0 0 6 1 1 0 8 0 0 0 17 16 0 3 2 3 15 15 11 7 8 1 1 0 1 0 0 0 6 0 0 0 29 1 0 0 39 10 17 93 6 5 17 0 1 104 STEWARD DEPARTMENT 1 1 0 0 0 1 1 0 1 0 3 2 0 0 11 0 0 0 8 5 24 4 2 10 1 1 7 0 0 11 0 1 4 15 30 4 0 1 0 0 0 0 0 0 95 26 38 Port New York ............... Philadelphia . . . . . . . . . . . . . . Baltimore ............... Norfolk ........... . ..... Mobile . ... . ...... . ..... New Orleans . .. . ... .. . . .. Jacksonville . .. ..... . . .. .. San Francisoo . . ...... .. . .. Wilmington . .. ..... ...... Seattle . ... . .. . ... ..... . Puerto Rico .... .... .. . .. . Honolulu . . ..... ... ...... Houston ... . . . ..... . .. . . St. Louis ..... . ......... . Piney Point ... ...... .. . .. Totals .......... . ...... 0 2 141 4 1 2 0 1 1 5 6 1 4 0 26 0 0 5 56 Port New York ..... . . . .. .. ... Philadelphia .. ......... . . . Baltimore ..... . . .. . . .... Norfolk . . .. . .. .. . . . . .... Mobile .. .. .. . .... . . .... New Orleans ............. Jacksonville .. . . .. . .. ..... San Francisco ...... .. . . ... Wilmington ........ . . . ... Seattle ....... . . . ....... Puerto Rico ... . ... . . . .... Honolulu ...... . . ... . . ... Houston ............ . ... St. Louis .. . . .. ........ . . Piney Point ... .. .. .... . .. Totals ................ . 32 1 2 4 1 13 7 40 11 24 9 5 11 0 0 160 23 0 6 10 5 10 7 16 3 10 8 88 12 0 18 216 8 1 0 5 2 22 4 21 6 1 1 109 3 0 13 196 0 6 6 1 12 6 18 4 9 7 1 6 0 0 93 Totals All Departments . . .. . . 741 373 286 502 16 0 2 6 5 19 9 38 8 20 2 4 10 ENGINE DEPARTMENT 4 0 1 0 3 0 5 1 1 0 5 0 2 0 2 6 ·o 0 1 1 1 0 8 4 2 0 0 0 2 0 37 12 ENTRY DEPARTMENT 11 5 0 0 5 0 18 2 3 2 7 10 4 6 11 11 4 6 1 7 2 0 76 110 1 5 0 0 15 0 160 162 294 239 2 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 1 0 1 3 2 0 10 0 0 0 18 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty (904) JERSEY CITY, N.J. 99 Montgomery (201) St. 32206 353-0987 St. 07302 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 ' (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 2 2 1 1 5 0 0 29 362 4 0 0 1 1 2 2 7 2 4 0 47 38 1 3 9 8 44 18 70 15 38 5 7 1 73 0 5 286 3 5 0 35 0 0 11 86 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 49 4 0 7 2 28 10 87 21 46 10 9 18 0 1 292 39 6 5 9 12 24 9 36 10 29 12 109 24 0 24 348 5 0 6 1 34 1 19 12 1 1 201 7 0 19 317 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 154 1,469 650 400 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 2 0 6 25 12 1 1 1 1 1 5 10 0 2 0 1 0 1 0 6 1 0 0 26 0 0 0 37 10 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of April was down from the month of March. A total of 1,189 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,189 jobs shipped, 502 jobs or about 42 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 154 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,959 jobs have been shipped. 20 I LOG I May 1987 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 �USNS Hess Pays Off in Oakland The USNS H.H. Hess, an MSC oceanographic ship operated by LSC Marine, Inc., paid off in the port of Oakland, Calif. on April 17. With the exception of a few minor agreement clarifications and a couple of instances where disputed overtime was sent to SIU headquarters, the pay-off went very smoothly. The ship had paid off in Brazil at the end of 1986, which was in accordance with the agreement, after which the voyage continued through the Panama Canal and then on to Guam and Honolulu, Hawaii. Several crew changes were made along the way which, according to the master, Capt. Billy Jones, were a big improvement. Service was upgraded as well as the cleanliness of the ship, and the scientific personnel aboard had no complaints. The accompanying photos were taken by SIU Field Rep. John Ravnik. From left, SIU Business Agent Gentry Moore listens as QMED Electrician Oswald Bermeo and QMED Reefer Robert Taylor explain their disputed overtime. SIU Vice President Buck Mercer checks the agreement on the section in dispute. Profile: The Kawishiwi's 3rd Steward hird Steward Aleck Dorsey sat at a table in the Kawishiwi crew mess and seemed pleased. It was 10:30 i, orning and his stewards and utilitymen w re busy preparing for the next meal. The eating area was spotless and tidy, and everything was in its place. "That's what I like to see," said Dorsey, who supervises 15 people aboard the Kawishiwi. "A crew always wants a clean ship and we try to keep this one as clean as possible.'' Dorsey has done everything he can to maintain the habitability ofMSCPAC ships since he joined the organization 21 years ago. He enlisted in the Navy at age 18 and was a bosun mate for two years aboard a seaplane tender out of San Diego before he left the service to return home to Alexandria, La. After working three years as a mechanic's helper, he was bored. He investigated the possibilities of returning to sea and through a friend who worked for MSCPAC, he applied for a job with the Command. He went to work as a waiter and has since held just about every type of job in the steward department. He was promoted to third steward four years ago. "I'm going to try for chief steward one day but not now," says Dorsey. "I'm busy enough with this job." Among his duties are supervising room stewards and utilitymen and keeping track of overtime in the department. Dorsey explained his management style aboard the Kawishiwi: "I try to show the people what their job is when they report on this ship. I basically tell them, 'This is your It's Union dues-paying time. From left are AB/Ship's Chairman Rickie Burgess, Chief Steward Cyril Spence Jr. and SIU Business Agent Gentry Moore. Standing is Chief Cook Austin Miles. An avid reader at sea, Dorsey has been to just about every port in the Pacific and claims he loves them all. Despite satisfaction with his own maritime career, he's not encouraging any of his seven children to follow in his footsteps. "I don't think I'd like to see that happen,'' says Dorsey, who gets home every six months to see his wife and children. "One mariner in the family is enough!" (Next month this section will profile Andy Kovacs, third mate aboard the Kawishiwi.) : ..... Alex Dorsey, Third Steward section and I expect you to keep it clean.' If I get any complaints, then I follow through. But most of the people who report to the Kawishiwi have been sailing a long time, so they already know what to do. And that makes my job easier." Dorsey figures he must be doing something right after all these years because he says he rarely receives complaints from the ships he's been on after more than two decades with MSCP AC. Those ships include a former passenger vessel, the USNS Upshur, along with the Furman, Dutton, Meteor, Observation Island, and now the Kawishiwi. Not a braggart, Dorsey maintains that he and his crew are doing a fine job on the Kawishiwi. "How do I rate myself?," he asked rhetorically. "I think we're doing an excellent job, I really do." USNS Kawishiwi (T-AO 146) May 1987 I LOG I 21 �VP Reports (Continued from Page 14.) Take, for example, what has happened in the port of San Francisco. The maritime industry there, once the most robust in the country, has been allowed to decline to the point of near extinction. While San Francisco is one of this country's leading tourist and financial centers, the decline of its maritime industry has resulted in fewer job opportunities for its citizens. Moreover, the decline of maritime and other such industries within the city's borders has threatened San Francisco's standing as the leading financial center on the West Coast. That honor now belongs to Los Angeles, which maintains a strong industrial infrastructure as well as a robust port. The SIU has been working hard in San Francisco to make people aware just how important the maritime industry is to the economic health of the entire Bay area. The SIU, along with most other maritime organizations, backed Nancy Pelosi in her recent attempt to take over Sala Burton's seat. While Pelosi beat her closest Democratic challenger by a mere 4,000 votes, she is a heavy favorite to win the general election this June. Pelosi has expressed a strong interest in the maritime industry. In my opinion, she has the potential to become the West Coast version of Helen Bentley-a strong advocate of the American-flag merchant marine. Our organization is working closely with her to keep her informed of developments in the maritime industry and how they affect the larger economy as a whole. One more thing: the SIU has been working with the rest of organized labor in supporting a proposed homeporting plan for the port of San Francisco. There is a great deal of opposition to the plan by environmental and peace groups. They have legitimate concerns. Still, we want to make sure that the public at large understands the economic benefits of this idea. The Navy vessel in question would be stationed in Hunter's Point, which is an economically depressed area of town. The people who live there could stand to benefit from the jobs created by the new facilities. In addition, the city's hard-pressed ship repair yardsContinental Market, South West Marine, Todd and AAA-would be given a strong shot in the arm. As it now stands, it is uncertain if there is enough work in the area to keep all four going. 22 I LOG I May 1987 ships for posting, the ''beefs" complaining that their promotion requests were not considered or were not received at MSCPAC, etc., have begun to come in to the SIU office. Each complaint will be investigated and an answer will be sent to the injured party. In addition, SIU will make specific recommendation , to MSCPAC in order to further prot d the promotion rights of MSCPAC steward officers and non-officers alike. Correction: Winston E. Battle The March LOG carried an obituary of Seafarer Winston E. Battle. It contained incorrect information. Government Services Division by V. P. Buck Mercer O NE of the most sensitive subjects that all MSCPAC mariners are concerned with is that of promotion to a higher rating, and, with good reason. A permanent promotion for any aspiring mariner, regardless of department preferenc~, means a higher base wage as well as higher penalty and overtime rates which equates to more take-home pay. Even more than that, permanent promotions can mean much more money to the mariner when it comes time for retirement. Every MSC mariner (as well as every other federal Civil Service employee) works toward their "High Three" average, which is their highest base wage over a three-year period. The higher the three-year average, the higher their . monthly annuity when they retire. For that reason alone, the MSCPAC Promotion Board should take every precaution to protect the rights of every candidate for promotion who aspires to a higher rating. Promotion consideration should be given candidates who make written requests for promotion, as well as mariners whom MSCPAC has temporarily promoted and have successfully completed at least one year in the higher position. The MSCPAC Promotion Board recently concluded its deliberations on candidates for permanent promotion in deck, engine , steward departments as well as steward officers and supply officers. With the exception of supply officer promotions , SIU was not (for the first time in many years) invited to attend. For that matter, SIU was not made aware as to when the Board was to meet. In the past, when the Promotion Board for non-officers and steward officers convened, one or two officials from the Union were always there to observe, make comments or recommendations to the Board, but not so this time around. Now that the promotion announcements have been sent to all MSCPAC Brother Battle, 63, died Feb. 14, 1987. He joined the SIU in 1944 and continued sailing until his death. Brother Battle sailed in the steward department, most recently as steward/ baker aboard the OM/ Champion. He was one of the first World War II merchant seamen to receive veteran's benefits under the Mulberry Act for service on certain ships during the invasion of Normandy. Brother Battle is survived by his widow Cora; the couple was married for 41 years. Other survivors include his mother, Hattie A. Battle; seven children: Saundra Alexander of New York, Winston E. Battle Jr., Linda Whitaker, both of Gardena, Calif., Joyce Montgomery, Michael and Cheryl Battle, Tamara and Mitchell King all of Los Angeles, Calif. and Vance F. Battle (Cynthia) of Compton, Calif.; 14 grandchildren; three sisters, and four brothers. Personals Tommie Bencheck An old friend, Theodore Sutyak, is trying to get in touch with you. You can write him at 15609 Tavern Rd., Burton, Ohio 44021, or call at (216) 834-8095. Gary E. Doyen Anyone knowing the whereabouts of Gary E. Doyen is asked to contact his son, Gary, 4116 W. 162nd St., Lawndale, Calif. 90260 (213/214-1121) or his parents, Leonard and Beverleigh Doyen, at 16710 So. Orange #1'75, Paramount, Calif. 90723 (213/531-0254). Tommy Matthews Anyone knowing the whereabouts of Tommy Matthews, please contact his sister, Mrs. Dannie Mae Calhoun, at 693 Donald St., Mobile, Ala. 36617, or call (205) 4575478. It Work It's been more than 50 years since that fateful day when Bill Wilson, sober for only a few weeks, went to a hospital to talk with Dr. Bob who was lying helpless in a drunk ward. What began on that day was one drunk helping another drunk and through that process, both of them beginning on the road to recovery. It was the beginning of Alcoholics Anonymous, recognized today as the most effective way to recover from the disease of alcohol and drug addiction. For the hundreds of Seafarers who have been given the gift of sobriety, and who began their process of recovery at the Seafarers Alcohol and Drug Rehabilitation Center in Valley Lee, Md., Alcoholics Anonymous is helping them to stay sober and to lead happy and useful lives. Meetings of AA are held throughout the world. The program of AA, it traditions and its steps to ard recovery , can be carried with the recovering alcoholic or drug abu er wherever he or she goes. And , fellow members of AA are all around, where you work and where you play. Chances are good that there will be one or more AA members among the crew of your ship or boat. A chance encounter between two AA members aboard ship or ashore can lead to the same kind of •'AA meeting" that took place in that hospital in Akron, Ohio in 1935 when Bill Wilson went looking for another alcoholic so that he, himself, would stay sober. That's the way the program works. �• Seafarers International Union of North America, AFL-CIO Washington Report • I I I I I I I I I • I I I I I I I I I I I I I I I I I I I I I Trade The Democratic-controlled House of Representatives has lost little time in dealing with the trade issue. It just passed a controversial trade bill by a two-to-one margin: The bill contains the controversial Gephardt amendment which would make it mandatory for the administration to take retaliatory action ain c ntries which chronically maintain huge trade surpluses with the United States and which fail to take steps to effectively eliminate unfair trade practices. The Gephardt amendment, which was strongly ac e y ganize a , passe y a four vote margin, 218-214. "This marks an important victory for the working people of this country,'' said SIU President Frank Drozak. "For the first time ever, foreign governmen have reason to believe that the United States is serious about dealing with its trade problem." While there is general agreement that some kind of trade legislation is needed (even Jack Kemp, the country's leading proponent of ''free trade,'' has introduced his own trade bill), there is a split in opinion as to whether such a trade bill should be "generic" or "industry-specific.'' The Gephardt amendment is an example of a bill that is "industry-specific." "We in the SIU back that approach," said SIU Legislative Director Frank Pecquex, who noted that when it comes to formulating a trade policy, some industries are more equal than others, at least in the eyes of the Reagan administration. Anyone doubting this should be aware of a recent attempt by the administration to change the way that the monthly trade figures are computed. Each month, the Commerce Department is required to release two trade reports. The first report contains the total trade deficit, which last year amounted to $170 billion. The second report, which is released 48 hours after the first one, does not take into account monies spent on importing foreign-made goods on foreign-flag vessels, or insuring them with foreign-based insurance companies. If the administration has its way, then the first report will be dropped altogether or the two reports will be released at the same time. The incident says a great deal about the importance, or rather, the lack of importance, that the administration places on the American maritime industry. It wants to chop $10 billion 1 •• I I I Trade, politics and the Iran-Contra arms scandal continue to dominate the news in the nation's capital. In many ways, the three are interrelated. The outcome of the 1988 presidential election will depend in large part on how Congress and the administration deal with the festering trade deficit. Meanwhile, the nation's attention is centered on the joint hearings that the Senate and House Intelligence committees are holding on the Iran-Contra arms scandal. While no one knows how these hearings will turn out, there is little doubt in anyone's mind that they, too, will play an important role in determining who becomes president in 1988. • May 1987 off the trade deficit by pretending that the American-flag merchant marine doesn't exist. The trade bill passed by the House was not "generic." It contained several measures dealing with specific issues of interest to American seamen. The House voted to include H.R. 1290, the Ocean Transportation Act of 1987, in the final trade bill. This SIU-backed provision specifically deals with unfair trade as it pertains to the maritime industry. Under its provisions, sanctions and retaliatory action will be implemented against any country that treats American vessels in an unfair or discriminating manner. Also included in the House-passed trade bill is an admendment which prohibits the export of Cook Inlet oil. This amendment became necessary after the Commerce Department issued a rule authorizing the export of small quantities of crude oil from Alaska's Cook Inlet region. While the amount of oil produced in that area is not very large, it was felt that the Commerce Department was trying to establish a precedent to allow the export of North Slope oil, which accounts for a much larger amount of oil. Among other things, North Slope oil generates enough work to keep 40 Americanflag tankers in operation. The effects of the ban on the sale of Alaskan oil abroad can be felt across the country. For example, SIU Vice President Joe Sacco says that Alaskan oil accounts for a large.percentage of all non-military jobs in the port of Houston. AFL·CIO Review Process While 1988 seems like a long time away, it isn't. The presidential election is already under way. The Executive Council of the AFL-CIO, of which SIU President Frank Drozak is a member, has invited prospective presidential candidates to be videotaped. The candidates would answer questions on foreign trade and other issues important to the working people of this country. By doing this, the members of the Executive Council hope that they can maximize labor unity during a pivotal election year and come up with the best possible candidate. CDS Repayment The SIU continues its fight against a proposed rule by the Department of Transportation to allow certain U .S.-ftag companies to compete in the domestic trade as long as they pay back monies received under the now defunct Construction Differential Subsidy program. Last month, the SIU was successful in persuading the House to attach an amendment to its Fiscal Year 1987 funding bill which would reverse this rule. But the Senate struck the House amendment from its version of the bill. Legislative, Administrative and Regulatory Happenings used to transport waste products be built in the United States. The legislation, introduced by Rep. Mario Biaggi (D-N.Y.), was drafted in response to a decision by the city of New York to award a contract to a foreign shipyard, even though there are American seamen, steelworkers and shipbuilders living in the New York area who could badly use the work. Under the terms of the contract, four barges capable of transporting sewage sludge to a designated Environmental Protection Agency site within this country's "Exclusive Economic Zone" would be awarded to a foreign - shipyard. Drozak emphasized that this was a bad decision. Not only did it violate the spirit of the Jones Act, but it would transfer jobs overseas at a time when unemployment rates for seamen, steelworkers and shipyard workers in the New York area have reached epidemic proportions. Cash Transfer The Senate Foreign Relations Committee has adopted an amendment to the F.Y. 1988 Foreign Aid Authorizations bill which imposes restriction on cash as a form of U.S. economic aid. The amendment, offered by Sen. Paul Sarbanes (D-Md.), is identical to language that was drafted by the House Foreign Affairs Committee earlier this month. "This Sarbanesfforricelli amendment is a step in the right direction," said Jim Henry, president of the Transportation Institute. ''It requires that at least 50 percent of the commodities purchased by foreign nations through the cash transfer program be transported on U .S.-fiag ships." Maritime Commission When he appeared before the Commission on Merchant Marine and Defense, Drozak stressed the importance of the Jones Act and the need to reaffirm its integrity. He recommended extending the jurisdiction of the Jones Act to the presidentially-mandated 200-mile Exclusive Economic Zone. He also recommended closing some of the loopholes that currently exist, such as cruises to nowhere, lightering of foreign tankers from just beyond the 12 mile limit, and foreign fish factories that operate just beyond our legislative limits, but well within the continental shelf. Waste Products Drozak submitted a statement to the House Marine Subcommittee urging enactment of H.R. 82, a bill that would amend the Merchant Marine Act of 1920 to require that vessels May 1987 I LOG I 23 �It's Time to Honor Those Who Served COMMENTARY H ypocritical is the only word for it. On May 7 the Reagan administration took a strong stand against granting World War II merchant seamen veterans' status and benefits. More than 6,000 were killed in enemy action. Some were killed when their tankers were blown apart and the ocean was covered with flaming oil, con- 24 I LOG I May 1987 suming anyone who had abandoned the ship. Some were killed in the frigid waters of the Arctic on the Murmansk run. Others died in the broiling sun in the Pacific. Still more died, trapped somewhere below decks, fully aware of the terror of knowing their ship was going down and there was nothing to do but ride it to the bottom. Thousands and thousands more were seriously injured, and everyone who sailed in the merchant marine faced the same chances of death. Chances that were higher than the Navy, Air Corps or Army faced. Only the Marines had a higher ratio of dead. But, this administration-and to be fair almost each administration since the war-does not want to grant these aging vol- unteers the benefits they so richly deserve. As a token, they magnanimously gave support to two bills; one which will allow the issuance of medals to those who served in the merchant marine during the war and another which will allow the use of an old Liberty ship as memorial. The next day after backing these nice, but token gestures, President Reagan issued his Maritime Day statement. ''In time of war or national emergency, merchant seamen have served with valor and distinction as the lifeline of our armed forces . . . Every American should give thanks to the merchant marine' s legacy of services and sacrifices for our freedom and prosperity and for its continuing contribution to our way of life." Pretty words and medals are nice, but to deny veterans' status to old seamen one day and then praise their bravery and mourn their deaths the next, smacks of either ignorance or hypocrisy. Since the founding of thi ry t e erchant marine has come forward, as volunteers, with the ships and crews to keep America fight· g. We are supposedly the Fourth Arm of Defense yet our elderly brothers who served with such bravery are treated more like unwanted step-children. That's not new, however. Early in World War II the governor of North Carolina telegraphed the War Department with the following message: ''Please do something about the sinking of ships off our coast, as the oil and the dead bodies of the seamen are ruining our tourist trade." Well the government doesn't have to worry about too many bodies anymore. Only about 90,000 of the 250,000 merchant sailors who served in World War II are still alive. But sadly enough most will probably be dead if and when the government finally decides to shoulder its responsibility to those men who served so bravely. So this and every Maritime Day and Memorial Day give some thought to those who died and those who faced such horrible deaths on the world's oceans. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1987 Description An account of the resource HEADLINES LABOR CALLS CARGO KEY TO MANPOWER PROBLEMS SIU NAMES 6 WINNERS OF LOGAN SCHOLARSHIP ONBOARD THE CHARLES BROWN DROZAK WARNS OF SOVIET THREAT TALKS ON BOTH STANDARD AGREEMENTS CONTINUE KUWAIT TANKERS REFLAGGING SCHEME DRAWS FIRE GIVEN CARGO, FLEET WILL REBUILD, PANEL IS TOLD FIGHT OVER CDS PAYBACK FOR ALASKA RUN REIGNITES DROZAK REPLIES SENATOR HOLLINGS’S TANKER PLOY MARITIME INCLUDED IN HOUSE-PASSED TRADE BILL ARMY CONTINUES TO TRAIN AT SHLSS CANADIAN GROUP TOUR SHLSS FACILITIES PAY-FF ON THE SEA-LAND EXPRESS SIU’S CHARLES L. BROWN HELPS YOU PHONE HOME SAILOR’S STATE TAX REFORM BILL INTRODUCED IN MICHIGAN USNS HESS PAYS OFF IN OAKLAND THE SIU IN WASHINGTON TRADE CASH TRANSFER AFL-CIO REVIEW PROCESS MARITIME COMMISSION CDS REPAYMENT WASTE PRODUCTS IT’S TIME TO HONOR THOSE WHO SERVED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 5 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e19873a29cdb02676aa933d9c1b20da5.pdf a611253b30abc3f94519a8a79c59efdc PDF Text Text We Protect Our Jurisdiction Pay Hike on Par With Officers in New Contract Faced with what could have been the first SIU deepsea strike since 1946, management and Seafarer ·negotiators were able to narrow a wide gap and reach a tentative agreement on both the Standard Tanker and Freightship agreements May 27. "We had ourselves some tough sessions, and tor a while it looked like we might be pushed to strike. We were so far apart until the end," said SIU President Frank Drozak. American Maritime Association (AMA) negotiators had taken a firm stand in earlier meetings on reducing all wages 10 percent, slashing vacation to 10 for 30 and reducing unlicensed work in the engine room. "We retained our workjurisdiction, which is extremely important. On top of that we got the same 2 percent per.year wage increase the officers got and the vacation remains the same, 14 for 30," said SIU Vice President Red Campbell. Campbell also stressed that if the pact is ratified by the membership at their June port meetings, the wage increases will not go into effect until July 1. He also said that the Standard Tanker and Freightship agreements do not cover SIU -contracted military ships. Those are separate agreements. See Pages 12-14 For All Tanker And Freightship Rates Seafarers at the Piney Point and New York monthly meetings overwhelmingly voted yes on the new deal. The final talley will not be available until the end of June. Following are some highlights of the new contract. 1. Effective July 1, 1987, 1988 and 1989, there shall be a 2 percent increase on base wages, premium rates, Monday to Friday overtime rates, and the off-watch penalty rates, Monday to Friday. 2. All group 1 day workers will be offered eight hours overtime for all Saturdays, Sundays and holidays whether the ship is in port or at sea. (Continued on Page 3.) Of&cial Publication of the Seafarers International Union• Atlantic, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. 6 June 198? Trade-Sealift Highlight Hill Agenda Persian Gulf Problems Show Need for Merchant Fleet EDITOR'S NOTE: June marks the halfway point for the first year of the lOOth Congress. Trade, foreign policy and the · East have hared Congr s' ce ter ring. Max Hall, SIU associate editor and Washington columnist, explores these issues and the SIU/maritime industry tie-in in this analysis and-review. by Max Hall The news coming out of Washington has a gloomy, almost fatalistic tinge. The budget deficit refuses to go away. The AIDS crisis is getting worse. And many American industries, including maritime, are finding it difficult to compete in an international marketplace where trade barriers are the rule and not the exception. If all this weren't enough, a joint committee of the House and the Senate is holding daily hearings on the Iran-Contra arms scandal which call into question the administration's honesty and competence. Nothing, however, underscores this national sense of uneasiness more than the debate that is being conducted over Cramped Quarters? See Page 20 America's policy in the Persian Gulf and the administration's response to developments there. The deh P t che- n n many issues that this Union has tried to publicize during the past few years, most notably the decline of this country's strategic sealift capability and the effect that decline is having on our national security. U.S.S. Stark The debate was set off by an incident in the Persian Gulf. In May , an Iraqi jet fired a French-made Exocet missile which struck the U.S.S. Stark. Thirtyseven sailors were killed. Iraq blamed the incident on the inexperience of the young pilot. It took the unprecedented step of placing an apology on the front page of its statecontrolled newspaper. The United States was quick to accept Iraq's apology. Attention soon turned to Iran, and the threats it was making to close the Strait of Hormuz. The administration vowed to take "whatever" steps were needed to keep the shipping lanes open. Still, the attack on the U.S .S. Stark had a profound effect. ''The fact that the tragedy seemed so utterly meaningless,'' wrote Time magazine, "caused its ripples to swell ... A nation that had committed itself to building an expensive 600 ship Navy began to worry about whether those ships might be sitting ducks.'' This was precisely the point that the SIU had been trying to make for years. No matter how much is spent building new weapons systems, the union argued, the money will be wasted unless some effort is made to enhance this For years SIU President Frank Drozak has warned Congress and the White House of the military value of a healthy merchant fleet. Recent developments in the Middle East uphold that argument. country's conventional sealift capability. Kuwaiti Reflagging Several weeks before the Stark was hit by the Iraqi missile, the United States had offered to protect 11 Kuwaiti tankers by reflagging them under the American registry. Under the administration's proposals, only the captains on these refl.agged ships would be required to be American citizens. Under present law, all licensed officers and 75 percent of the unlicensed crew must be American. The reflagging plan, which is still being debated, was violently opposed by all segments of maritime labor. "It would set a dangerous precedent,'' said SIU President Frank Drozak. ''And if the administration is adamant about escorting these tankers, why does it feel the need to reflag them? Why does it have to debase Americanflag manning requirements?" The SIU was not alone in monitoring developments on this issue. "The commercial implications of the reflagging plan are being studied carefully,'' wrote Chris Dupin of The Journal of (Continued on Page 23.) Inside: Alaska Tankers Wait for CDS Decision Page 3 Questions Slow Kuwaiti Reflagging Plans Page 3 Baker-Whiteley Back Pay Upheld Page 7 Special Pullout-The Presidentia Cand"dates �President's Report by Frank Drozak W ~ I r e have just completed negotiations on a new Standard Freightship and Standard Tanker Agreement, and our membership is right now voting on these contracts at meetings in our ports and aboard ship. We started bargaining back in October. I've been around for some time, and I've negotiated a number of contracts. This was absolutely the toughest bargaining I've ever been involved with. What was at stake was our jurisdiction. What they were after was our jobs. They wanted to force us off the ships. Early during our negotiations, the shipowners signed with the mates and engineers. In both cases they gave the officers a 2 percent pay increase for each of the three years of the contracts. At the same time, they demanded that the unlicensed crew take a 10 percent pay cut, a 20 percent cut in health benefits, and t~ey even wanted to reduce your training school, stating that it costs too much. In the past 10 years or more, this Union and its membership have done everything we could to help our contracted companies be competitive and stay in business. We have drastically cut the unlicensed manning scale and tempered our wage demands to meet the realities of the industry. During that same time, the mates and engineers did nothing to cut manning on the bridges or in the engine room, and they continued to widen the economic gap between licensed and unlicensed crew. You, the membership, said, "Enough is enough!" You gave us the authority to call a general strike if the shipowners did not come back to the bargaining table in good faith. You gave us this authority in an open vote and you did it unariimously. Once again, this membership stood tall and stood together. We got a contract, and it's a good agreement. One of the most important features of this contract is that it protects our jurisdiction. The contract language specifically sets out the work jurisdiction of the unlicensed crew in the engine room. It is now up to each and every one of you to make this provision work by filing a grievance and putting in for overtime each time an engineer picks up a tool to do your work. If we don't do this, we will lose our jobs in the engine room by default. Believe me when I tell you that the engineers want your jobs. They think it is a matter of survival for them, and they don't care what happens to you. We have fought hard and long to keep these jobs for our members. We don't want to cede them to the engineers by default. ••• The SIU and other maritime labor organizations representing seamen employed on U.S.-flag vessels recognize the national need to protect the freedom of the seas so that vessels of all nations may transport without interference supplies and commodities vital to their national interest and security. To that end, the United States has taken a leadership role, and we think that it is the right thing to do. However, we believe that the Reagan administration is unnecessarily circumventing longstanding maritime law and custom which require U.S. citizenship for crewing ships that fly the U.S. flag. In proposing to paste a U.S. flag on Kuwaiti tankers with a U.S. citizen captain and a polyglot crew, our government is fl.outing the law, compromising our national security, and setting a potentially ruinous economic precedent. We believe that participation under the sanction of the U.S. flag must indicate a commitment to the United States since American-flag vessels are considered extensions of U.S. territory. Such a commitment necessarily entails full compliance with the spirit and letter of U. S. law . Further, U.S.-ftag vessels should be ready and available for immediate support to our Armed Forces in the event of a national emergency. Foreign crews and foreign owners of reftagged vessels will have no allegiance to the United States. Instead, they will utilize the U.S. registry temporarily as opportunity and expedience warrant. This clearly flies in the face of congressional intent in enacting documentation and manning laws which require U.S. citizen crews on U.S.flag vessels. Certainly , Congress did not envision a scenario where for all intents and purposes a foreign-owned and foreign-crewed vessel would be sheltered under the umbrella of the U.S. flag. Certainly, twisting explicit maritime law to fit the needs of a political situation in the Persian Gulf, or wherever, is not a viable solution to the political problem, and in the end will prove at best a foolish and at worst a dangerous expedience. Washlncton Report (Continued from Page 24.) the West Coast to East and Gulf ports. Given little chance of passage, it is representative of a number of bills that have been introduced which seek to weaken this nation's cabotage laws. S.?23 Introduced by Sen. John Danforth (R-Mo.), it seeks to effectively repeal this nation's existing cargo preference laws which now generate a large share of work available to American-flag operators. Such legislation has become commonplace over the past 10 years, and pose a threat to the continued existence of the American-flag merchant marine. The SIU is monitoring this legislation and others like it. S.108? Introduced earlier this year by Senator Frank Murkowski (RAlaska), the legislation seeks to eliminate "unfair, restrictive and discriminatory foreign practices'' in the marine transportation of automobile imports by requiring the president to negotiate trade agreements with those countries exporting over 50,000 automobiles to the United States. It has been referred to the Senate Finance Committee. S.1183 Another of the Union's legislative priorities, S. 1183 seeks to eliminate unfair trading practices by foreign countries against Americanflag operators. It also would rehaul this nation's maritime promotional laws to make them more effective and cost-efficient. Drozak testified before the Merchant Marine Subcommittee of the Senate Commerce Committee on behalf of the legislation, noting that there ''is an urgent need'' for an overhaul of this nation's promotional programs and that S. 1183 "would eliminate many of the unfair trade practices the U.S. fleet." Yet he cautioned that even if the bill were enacted, it would be only a first step in the direction of restoring the Americanflag merchant marine to its former competitive state and that ''many more steps" are needed. It was at these hearings that Peter Finnerty, Sea-Land's vice-president, said that the company would be forced to consider reflagging ''all or part" of its operations if Congress and the administration did not take constructive steps to halt the decline of the American-flag merchant marine. S.12?4 S. 1274, the Foreign Aid Authorizations bill, includes language which would impose restrictions on the use of cash as a form of U.S. economic aid. This bill is a priority of the SIU. A similar bill has been introduced in the House. If enacted in its present form, S. 1274 would require that at least 50 percent of the commodities purchased by foreign nations through the cash transfer program be transported on U.S.-flag vessels. Neither the House or Senate versions of this bill have been considered on the floor yet. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf. Lakes and Inland Waters District, Afl-CIO June 1987 Vol. 49, No. 6 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I June 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �CDS Payback Decision Nears, Due July 15 Groups as diverse as Friends of the Sea Otters and the Shipbuilders Council of America have taken the Department of Transportation (DOT) to task for its efforts to re-establish the Construction Differential Subsidy (CDS) payback program. Under that program, begun in 1985 and judged unlawful by a federal court last year, the government lost some $80 million, 10 militarily useful tankers were laid up and hundreds of seamen lostjobs. But DOT wants to begin the program anew, despite estimates that it could cost the government more than $200 million. The proposal, like its predecessor, would allow ships built with CDS funds into the domestic trades, even though the 1936 Merchant Marine Act restricts domestic trade to unsubsidized ships. Several labor and industry groups have written to DOT to protest the CDS payback scheme. Most of the protests cited the high cost to government in the form of guaranteed loan defaults from domestic operators and the cost to the Navy if it must buy useful tankers when the ships currently in the trade are scrapped. In addition, the protests noted that hundreds of seamen would lose their jobs and shipbuilding contracts would grind to a halt. Only three tankers, huge VLCCs, paid back their subsidies under the old rule, but those three ships were responsible for the lost millions, the layup of the other ships and the elimination of jobs. If those ships are allowed to remain, and one, the Brooklyn, is crewedbySeafarers,orothersenterthe trade, the results would be disastrous. "Many trained and qualified seamen will be thrown out of work. As a result our country will not have a sufficient pool of merchant mariners to meet our needs should we be faced with an emergency," said Sen. Paul Trible (R-Va.). If the rule is allowed to stand, said Sen. Barbara Mikulski (D-Md.), the only concerns which would benefit Doubts Slow Kuwait Ref lagging Serious doubts about the political wisdom of reftagging 11 Kuwaiti tankers under the U.S. flag appear to have slowed down the administration's attempt to implement the controversial program. While Congress debates the political issues, most U.S. maritime unions and industry groups have protested the scheme because the Coast Guard has waived both U.S. citizenship requirements for manning and various U.S. safety regulations for the tankers. Meanwhile it was reported that the Master, Mates and Pilots would supply up to 18 captains on a rotating basis for the ships if all are eventually reftagged. The International Transport Workers' Federation's (ITF) Fair Practices Committee meeting in London June 9-10 adopted a resolution finding the Kuwaiti tankers which the Reagan administration intends to document under the U.S. flag as flag-of-convenience ships. The ITF's seafarers group also urged all its affiliated transport unions to take appropriate industrial action against these ships whenever and wherever they are encountered in various ports of the world. The resolution was introduced by officials of the Seafarers International Union and the National Maritime Union. In adopting the resolution, seafarers' union officials from 34 nations of Europe, Asia, Africa, Australia, and North and South America determined that this action by the Executive Branch of the U.S. government could haV'e disastrous repercussions on the merchant fleet of all traditional maritime nations. One of the main areas of labor protests against the plan has been the Coast Guard's waiving the normal citizenship requirements for reftagging. In most cases that calls for a 100 percent U.S. licensed crew and a 75 percent U .S. unlicensed crew. The administration says its goal is to ensure free navigation in the Persian Gulf, an area where more than 200 tankers have been attacked by warring Iraq and Iran during the past several years. Congressional critics have said the reftagging could draw the U.S. into the fighting in the bloody eight-year IranIraq war. They also have expressed concern over the fact the U.S. , which only imports about 4 percent of its oil from the area, is shouldering the major military and cost burden for tanker protection. Countries such as Japan and Germany receive up to 30 percent of their petroleum from the Gulf. While the administration claims the Kuwait reftagging is a special situa- tion, past practices, including the waiving of military cargo preference laws, show that such exceptions to U.S. law are becoming more common. "We'll let the politicians and the foreign affairs experts debate the wis- dom of reftagging. But if Kuwait or any other country wants the protection of the U.S. flag and the U.S. Navy, it seems only logical that they abide by U.S. maritime laws," said SIU President Frank Drozak. Flag of Convenience? The following editorial appeared in The Journal of Commerce. The SIU wholeheartedly agrees with the opinion expressed. IT'S MORE THAN A LITTLE IRONIC that the high-cost U.S. ship registry has become the latest flag of convenience. For years U.S. shipowners and operators have been sailing vessels under less expensive flags, such as those of Panama and Liberia. Now a foreign nation, Kuwait, has cut a deal with the Reagan administration to register 11 of its oil tankers in the United States to gain U.S. naval protection against Iranian attack. A carefully planned effort to protect commercial shipping in the Persian Gulf, in concert with our allies, is a sound idea. But precipitously placing foreign ships under the Stars and Stripes is not. The reftagging agreement raises important questions about the future health of the U.S. merchant marine. Unfortunately, the Reagan administration has brushed those questions aside in its rush to help the Kuwaitis before the Soviet Union does the same. Under the Merchant Marine Act of 1936, all officers aboard U.S.-flag vessels, and at least 75% of the unlicensed crewmembers, must be U.S. citizens. But on the reflagged Kuwaiti ships, the administration will insist only that the captains be American. No other U.S. citizens need be on board. To offer such loose terms, the administration is exploiting a section of the law allowing foreign crews aboard U.S. ships in cases where the ships are "deprived" of American crews. Normally, that means that a ship operator may hire foreign sailors when no Americans are available. The foreigners may work as long as the ship is overseas, but must surrender their jobs to U.S. citizens when the ship returns to the United States. But now the Coast Guard, which handles ship registrations, claims that because U.S. sailors are not standing around the docks in Kuwait, ready to sign on, foreign crews can be hired and kept on the ships as long as the vessels do not put into a U.S. port. Casually allowing foreign ships to fly American colors sets an unfortunate precedent that would accelerate the decline of U.S. shipping. If the Kuwaitis can break the rules. why not others? U.S. ship operators looking to save money could justifiably demand similar treatment in order to free themselves of expensive American crews without losing the benefits of U.S. registry, such as the exclusive right to carry U.S. military cargo and loads funded by the Food for Peace program. Imaginative shipowners might even want to operate foreign-crewed, U .S.-flag vessels between Europe and Montreal, never touching a U.S. port but carrying government cargoes and civilian loads destined for the United States. This potential for further erosion of the merchant marine is as important for U.S. security in the long term as is the maintenance of commercial shipping in the Persian Gulf. U.S. military planners say the precipitous drop in seafaring jobs for U.S. citizens is the single biggest obstacle to adequate resupply of troops in the field. The nation's sea-lift needs would be greatest in the event of major U.S. military action in the Persian Gulf area. Ships usually can be obtained in a crisis. But trained U.S. sailors are more difficult to find. The administration can achieve its basic objective in this caseprotection of merchant vessels in a troubled region-by agreeing, along with our allies, to escort Kuwait-registered tankers through the Persian Gulf. It need not reflag a single ship to protect the right to free navigation. financially are the interests of three oil companies, "two of which are not American.'' The final CDS payback rule is not due until July 15. But despite the massive opposition from such wide ranging groups, observers expect DOT to ignore the outcry and go ahead. The SIU and its supporters on Capitol Hill were able to include a provision in the House version of the 1987 supplemental appropriations bill which would prohibit the use of any money for CDS payback. The Senate version does not contain a prohibition, but supporters are hopeful that when the two houses meet in conference such a ban would be included. New Deepsea Pacts Protect Job Security (Continued from Page 1.) 3. COLA adjustments shall not be effective unless and to the extent that increases in the Consumer Price Index exceed 10 percent calculated on a cumulative year-toyear basis. This is what is agreed to between the companies and the licensed officers. 4. Fringe contributions will be paid on the vessel's manning scale, subject to reduced manning during periods of lay-up or shipyard work. 5. The Port Committee provisions will be amended to provide 90 days from the date a crewmember leaves the ship or articles are terminated for the filing of a grievance. 6. Due to excessive cost, the cardiotrakers will not be required to be carried aboard ship. 7. When a seaman is repatriated, or pays off a ship at the conclusion of articles or lay-up, the company will be required to provide the date of hire, date of termination, and in the case of repatriation, the nature of the illness or injury, to the Union. 8. If the vessel is laid up and recrews within seven days, the company has the o·p tion of providing transportation back to the ship rather than the pay, lodging and subsistence. 9. Wipers and GUD/E's may be required to do general maintenance during the regular hours throughout the vessel without penalty. 10. On ships with seven or fewer seamen in the deck department, GUD/ E's shall be required to assist in docking and undocking at all times. 11. Work jurisdictionIt is understood that the preservation of the jurisdiction of the Union is the essence of this Agreement and that the provisions of this contract establishing jurisdiction shall be rigorously and strictly enforced through the cooperation efforts of the company and the Union. Except where previously agreed, the company agrees to maintain existing unlicensed manning in the (Continued on Page 14.) June 1987 I LOG I 3 �Eternal God, we ask that You keep us ever mindful of the heroic sacrifice of our Merchant Seamen, that we always take pride in their valiant striving after peace. Make it our legacy as they made it theirs. New York-A memorial service was held aboard the Spirit of New York in New York Harbor. Participating in the ceremony are (I. to r .) Rear Admiral King, president of the American Merchant Mariner Memorial, SIU Vice President Leon Hall, NMU President Shannon Wall, and John Bowers, former ILA vice president. Note in the background two vessels of the bankrupt U.S. Lines. (Photo by Jack Caffey) Washington, D.C.-An afternoon memorial service took place at the Washington Navy Yard aboard the USNS Invincible (an SIUcrewed TAGOS vessel). Military Sealift Commander Vice Admiral Walter T. Piotti Jr.; a Navy sailor, John M. Parsons, and a civilian seafarer, Guy S. Bennett, toss the memorial wreath into the water. (Photo by Deborah Greene) Washington, D.C.--SIU upgraders attended a morning Merchant Marine Memorial Service. Pictured are Charles Petersen, June Hughes, Wilhamena Ortiz, Jacqueline Davis, Saleh Lotti, Steve Parker and Piney Point Port Agent Al Raymond. (Photo by Deborah Greene) Honolulu-Maritime Day festivities in the port of Honolulu, Hawaii included a procession of ·vessels to Diamond Head and a memorial service to seamen lost at sea. (Photo by Cathie Ballentine) Washington, D.C.-The Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. was well represented at the morning Merchant Marine Memorial Service. Attending the service were trainees Charles Bates, Harry Arruda, Don Teixera, Marshall Allen, David Ayala, Karen Bartolo, Cleavon Brown Jr., Paul Bird, Alan Amado, Eddie McClain, George Champney Jr., Andrew Ditullio, Standford Jones, Eddie Major, Donald Peterson, William Stallings, Hershey Watson, Charles Walker and Anthony Bedford. (Photo by Deborah Greene) 4 I LOG I June 1987 San FranciscO-Representing the SIU at a memorial service May 16 aboard the SIS Jeremiah O'Brien is SIU Vice President George McCartney. The Jeremiah O'Brien is America's last unaltered Liberty Ship in operating condition. (Photo by John Ravnik) �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. profiles Sen. Brock Adams Rep. Tom McMillen C A OMPETING effectively with our foreign trading partners is one of Sen. Brock Adams' (D-Wash.) hopes for the lOOth Congress. Adams believes that through congressional action, the U.S. can reduce its trade deficit and improve the competitive posture of this nation's industry in international competition. But he also realizes there is no easy answer to our trade problems. "Improving our performance in international trade will require continuing action by the Congress .... In addition to amending our trade laws to open foreign markets to U.S. goods, we are going to have to reduce our federal budget deficit. ... Above all, we must not try to save one industry by creating trade barriers which hurt other U.S. industries." One trade agreement Adams supported last March would open new markets for the northwest fishing industry. Adams, who has kept close tabs on this issue since his election to the Senate on Nov. 4, 1986, said the new agreement should open markets in Japan for U.S. harvested and processed pollock and herring. ''The booming northwest bottom fish industry needs reliable markets like Japan's to prosper," said Adams. The senator said he will closely follow implementation of the agreement to make sure that the Japanese fully comply with its provisions. Following two years in the U.S. Navy, Sen. Adams received a B.A. in economics from the University of Senator Brock Adams Washington and a law degree from Harvard University. He began his political career in 1951 when he was appointed U.S. District Attorney for Western Washington by President John F. Kennedy. In 1964 he ran for Congress from the seventh congressional district (Seattle-King County), and served in that position for 12 years. In 1977 Adams was chosen U.S. Secretary of Transportation. He resigned from that post in 1979 and joined a Seattle-based law firm as an international trade attorney. In the Senate, Adams serves on the Committee on Commerce, Science & Transportation (and its Subcommittee on Merchant Marine). He also serves on the Committee on Foreign Relations, the Committee on Labor and Human Resources and the Committee on Rules and Administration. Government Shipbuilding Help Needed to Save U.S. Yards, Defense Panel Told To preserve the nation's faltering shipbuilding and shipping capability, the government should spur demand for U.S.-built ships , curb reliance on foreign shipbuilding, and upgrade domestic shipyards, labor and industry representatives told the Commission on Merchant Marine and Defense. Paul Burn sky, president of the AFLCI O Metal Trades Dept. , told the commission, "We believe that the preservation of a strong merchant marine and American shipbuilding industrial base is vital if we are to remain a world power." Burnsky charged that deliberate Reagan administration policies are crippling American shipbuilding and shipping capability in defiance of 50 years of U.S. law and policy. Burnsky said these administration policies include doubling , to $9 billion last year, the number of naval and other defense contracts awarded to overseas suppliers contrary to congressionally-enacted " Buy Amer- ica' ' programs ; undermining a subsidy program for shipyard construction and operation; and, getting Congress to drastically cut, and now end, federal support for a shipbuilding industry research and development program. "Commercial shipbuilding in U.S. yards has dried up," Burnsky said. ''New orders for merchant vessels are non-existent. Many thousands of our skilled shipyard workers have lost their jobs; many have left the industry," their skills wasted. He said once the Navy's expanded 600-ship goal is reached, "our industrial outlook will become even more grim, the viability of the U.S. shipbuilding mobilization base will be seriously jeopardized, and our national defense inevitably weakened. " Noting that today less than 4 percent of U.S. goods are carried on U .S.flag , U .S.-manned ships , he said the U.S . should adopt ''a modest cargo S its first legislative act, the lOOth Congress overwhelmingly passed the Clean Water Act. With funds provided as a consequence of this piece of legislation, Maryland will receive one-half billion dollars over the next several years that can be used to combat pollution of the Chesapeake Bay. This is a good start in the congressional career of Tom McMillen, a Democrat who represents Maryland' s fourth district in the U.S. House of Representatives. Elected to the lOOth Congress on Nov. 4, 1986, McMillen also is concerned with a number of other pressing national issues, particularly the federal budget deficit and the trade imbalance. ''A recent poll shows that 90 percent of Americans feel the United States is losing its competitive edge," McMillen wrote in a recent newspaper article. "Our children now wonder if their America will be as prosperous and as promising as it has been for their parents." Being competitive to McMillen means looking at those industries that are going to be important to our country's future as well as to the basic industries that have been the mainstay of our economy in the past. He further believes that Congress should look at U.S. controls and exports and technology which have been too restrictive and have led to our trade imbalance. McMillen believes that while Congress can play a major role in regaining America's competitive edge, the American system of education is an even stronger influence and should be upgraded. "Education is clearly the key to our future,'' McMillen noted. "Investing in education is investing in our most important asset, our children. If America is to compete and win in the global economy, we must ensure that our children and education in our public schools are second to none. " Education is also on his mind as a member of the Congressional Maripreference policy' ' to bring it up to 20 percent. He said the other industrial and maritime nations have cargo preference and shipbuilding subsidy programs so that a "free market" doesn't exist. He said the Merchant Marine Act of 1936 and subsequent laws "clearly link our national defense to a healthy merchant marine and a viable shipbuilding capability. '' David H. Klinges, president of marine construction for the Bethlehem Steel Corp., told the commission, ''While the nation focuses on the need for a 600-ship Navy, how really secure are we in the face of a contracting and Representative Tom McMillen time Caucus. This group of congressional members educates other members and staff about the plight of the U.S. merchant marine. Competition is no stranger to Rep. McMillen. He was a small businessman in the communications field as well as an 11-year veteran of the National Basketball Association. (He was the number one draft choice by the Buffalo Braves and subsequently played with the New York Knicks and the Atlanta Hawks. He also was a member of the Washington Bullets for three seasons.) McMillen attended the University of Maryland, where he was a threetime All-American and was a member of the 1972 United States Olympic Team. Graduating in 1974, he was the first and only student from the university to be awarded the coveted Rhodes Scholarship, on which he attended Oxford University, where he received an M.A. in politics, philosophy and economics. Rep. McMillen serves on the Banking, Finance & Urban Affairs Committee and on the Science, Space & Technology Committee. He is a member of the Environmental and Energy Conference, the Congressional Caucus on Women' s Issues , the Democratic Study Group, the Congressional Competitiveness Caucus and the Congressional Arts Caucus. aging merchant marine and debilitated shipyard mobilization base?'' Klinges said that 30 years ago most of the work in commercial shipyards involved the repair of commercial vessels. Today, he said, more than 90 percent of U.S. shipyards are supported by Navy work. "Without commercial work, naval construction cannot support the industry ," he said. Klinges said employment in the shipbuilding industry dropped 24 percent from 1982 to 1986, from 122,000 jobs to 85,000. In the same period, he said the number of shipyards fell from 110 to 74. Support SPAD June 1987 I LOG I 5 �Sea-Land Leader Ends Smooth Trip With Jersey Payoff The Sea-Land Leader had a good trip. Jennings Hockman, AB AB Al Hill can't wait to hit shore. SIU Port Agent Kermett Mangram took care of all beefs. Steward Assistant Ismail Hanapiah, left, and B. Kanguous, electrician, pal around in the crew's mess. Bosun Leon Curry, second from the right, kids around with some friends. AB Joe McGill waits to pay his dues. 6 I LOG I June 1987 AB Jim Manning in a quiet moment. �.......... , tug/tow I :harge/dredge s ... I 11 fi:-EB!tl···~·~-~~~:::.-=::::::;:~-~~~;~~-~-.:····~~"$S;:.=:::~~~::· Back Pay in Baltimore-New Pay in Mobile Baker-Whiteley Owes $2 Million-SIU Firm Wins $36 Million Dredge Pact SIU members in the inland field received two pieces of good news last month. A federal appeals court has upheld a National Labor Relations Board order requiring BakerWhiteley Towing to pay $2 million in back pay and benefits to 27 SIU members who work in the Baltimore harbor area. And an SIUcontracted company, Great Lakes Dredge and Dock, was the low bidder for a $36. 3 million project In St. Louis to deepen the Mobile Ship Channel. The NLRB ruling against BakerWhiteley affirms the SIU's contention that the now-defunct Outreach Marine company changed hands in 1984 only to circumvent a collective bargaining agreement with the Union. Twenty-seven members were thrown out of work at the time. ''This is an important victory for all tug and barge workers, not just the 27 who will receive back pay and wages," said SIUNA Vice President Jack Caffey. "If one tug and barge company is allowed to set up ~ sham company to evade its contractual obligations , then it's a good bet that more will follow the Gulf of Mexico to the Wallace Tunnel. Funding for the project was made possible by the $5 billion Port Development bill that the SIU helped get passed during the last session of Congress. "In an important sense," said Caffey, ''both the Baker-Whiteley ruling and the Mobile dredging project were made possible because the members of this Union stood united." ''They certainly stood united in their fight against Baker-Whiteley and Outreach Marine," he said. ''And the Mobile dredging project would not have been possible without the membership's active support of this Union's political action program." suit." Baker-Whiteley was forced to rehire the tugboat captains, mates, engineers and deckhands that Outreach Marine laid off in 1984 after a federal District Court upheld an NLRB ruling on the issue. But the firm appealed the payment of back wages and benefits. As reported in the December 1986 LOG, the SIU then waged a successful two-week strike against the company. They subsequently ratified a new one-year contract with the towing firm. Dredging on the Mobile ship project is scheduled to begin in July. It involves 31 miles of the ship channel and 6.1 miles of the bar channel that spans an area from Dispatchers Report for Inland Waters MAY 1-31, 1987 Anna Jean Flory, boat delegate and cook for Orgulf Transport Co., gets her picture taken at the St. Louis hall when she came in to get her yearly SIU physical. New Pensioners The following Inland members have retired on pension: Houston John P. Blackmon Norfolk Luther R. Davidson In Memoriam Pensioner Odis J. Dore succumbed to respiratory disease March 21. He was 84. Brother Dore joined the Union in 1963 in Port Arthur, Texas. He retired on pension in 1968. Burial was at Greenlawn Memorial Park in Port Arthur. Seafarer Dore is survived by his wife, Rose, and a stepson, Parlis Trahan, both of Port Arthur. *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ........................ Philadelphia ................... . .. Baltimore ......... ............... Norfolk ......................... Mobile ..... ..................... New Orleans ........... . ........ .. Jacksonville ...................... San Francisco ..................... Wilmington .......... ....... ... ... Seattle .......................... Puerto Rico . . . . . . . . . . . . . . . . . . . . . . Houston ........................ . Algonac .......... .... ........... St. Louis ............ .. .......... Piney Point ....................... Totals .......................... . . . . . . . . . . . . . . . . Port New York ........................ Philadelphia ...................... Baltimore ........................ Norfolk ...................... .. . Mobile ......... ............... .. New Orleans ...................... Jacksonville ...................... San Francisco ............... .. .... Wilmington .... . .... ............. . Seattle .......................... Puerto Rico . . . . . . . . . . . . . . . . . . . . . . Houston ......................... Algonac ......................... St. Louis ....... ................ . Piney Point ....................... Totals ...... ....... . ........... . . . . . . . . . . . . . . . . . TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 3 6 49 0 0 2 0 16 0 0 3 0 0 0 79 0 0 0 6 0 1 1 0 2 0 0 2 0 2 0 14 0 0 0 0 0 0 10 0 27 0 0 0 0 20 1 38 0 0 0 0 0 0 0 0 6 0 0 39 7 0 37 15 0 0 0 0 0 24 1 0 12 0 0 6 0 0 0 0 0 0 0 0 1 0 0 0 4 0 45 16 50 0 0 6 0 0 0 0 2 0 0 0 0 0 0 8 0 0 0 97 25 0 62 0 2 0 11 0 0 0 0 0 3 4 0 • 3 0 0 0 79 2 0 35 0 1 0 0 0 34 0 0 0 0 26 2 68 ENGINE DEPARTMENT 0 1 0 10 0 0 1 0 0 0 0 1 0 0 0 13 0 0 0 5 0 1 0 0 0 0 0 0 0 0 0 6 Port New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile .......................... . New Orleans ..... ................. . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ..... .... .............. . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac ......................... . St. Louis ........................ . Piney Point ............. ..... .... . . Totals .......................... . 0 1 0 7 0 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 0 7 Totals All Departments ............... . 100 27 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 3 0 0 0 12 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 0 22 0 5 0 0 0 1 1 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 27 6 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 1 5 0 0 STEWARD DEPARTMENT 0 0 0 0 0 4 0 0 3 0 0 0 0 0 0 0 3 0 2 0 0 0 0 1 0 0 1 0 0 0 10 1 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 6 0 11 0 3 0 3 47 120 33 65 0 0 0 0 0 0 9 4 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 9 6 115 47 0 0 0 4 77 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. June 1987 I LOG I 7 �Third Mate Instructors Brad Wheeler (standing) and Jake Karaczynski (right, standing) give individual instruction to students. Mate Courses Geared to Job, Not Just to Passing Exams The upper level deck license courses offered at the Seafarers Harry Lundeberg School prepare qualified students for the U.S. Coast Guard exams for Original Second Mate, Third Mate, Master or Mate of Freight and Towing Vessels (not more than 1000 gross tons). A vast amount of material is covered during the basic 10-week course and requires a serious student who will average about six hours of study per night seven days a week. The deck license courses are geared to learning the material for the job, not just to pass the Coast Guard test. "In preparation for the course I would advise the student to start reading "Bowditch Vol. I" and William Crawford's "Celestial for the Mariner'' which are two excellent books," said Deck Instructor Jake Karaczynski. "Utilize your time properly on a ship by asking the matequestionsandgetting involved >"·: ' ..::--:::';'JS~~> '<. . . ,_. $'~ Dave Brantley (front) and Tim E~~blifhm~oriyon /!~Y~1 ng ~~~~~~~ ~ltitud~s of the sun. 9 ·a I LOG I June 1987 with the day-to-day navigation of the vessel. No prior knowledge is necessary, but a basic understanding of the subject matter is most helpful.'' The complete deck license course consists of a 10-week basic navigation course, a five-week Celestial Navigation course and a two-week Radar Obsetver course for a total of 17 weeks of training. Some of the navigational related subjects covered during the deck license courses include charts, instruments and accessories, magnetic and gyro compasses, dead reckoning, piloting, lines of position, electronic navigation, tides and tidal currents, weather and rules of the road. Other subject areas covered include marlinspike seamanship, shiphandling, cargo gear and cargo handling, firefighting, first aid, CPR and the use of various federal regulations (CFRs). The 10-week basic navigation course is followed by a five-week course in Celestial Navigation. Subjects covered in this course include basic nautical astronomy, time, latitude by observation of Polaris and noon sights (LAN), lines of position (LOP) and running fixes from sun, star and planet observations, determining compass and gyro error by amplitude and azimuth, star indentification, sunrise, sunset and great circle sailing. The Coast Guard exam is usually taken during the fifth week of the Celestial course. The exam for Second and Third Mate lasts three days. The exam for Master and Mate of 1000 tons vessels lasts a day and a half. While it is helpful to have a good math background and be able to solve trigonometry problems, such knowledge is not necessary in order to understand and solve most problems in navigation. A good understanding of addition, subtraction, multiplication and division is all that is required. The minimum setvice required to qualify an applicant for license as Master of Freight and Towing Vessels of not more than 1000 gross tons is four years on deck including: a. One year setvice as licensed mate; or b. Two years service as unlicensed master; or c. One year service as Operator of U ninspected Towing Vessels; or d. Two years service as Quartermaster or Wheelsman while holding a license as Mate or First Class Pilot; or e. Two years service as unlicensed mate while holding a license as operator of small passenger vessels valid within the area for which application is made; or f. Three years service as unlicensed mate. The minimum setvice required to qualify an applicant for license as a. b. c. J.eff Hood (front) determines compass error while Nick Nagy (I.) gets assistance from lnstructor Jake Karaczynski. �Annllal P.S.C.A ------Induction of Officers Awards Dinner-No one can put on a feast like a group of chefs, and the members of the Professional Seafarers Culinary Association Incorporated (P.S.C.A.) really excelled at their Annual Induction of Officers Awards Dinner. The dinner, held on May 3, 1987, was well-attended. The guest speakers were Jack Braun and Roland Shaeffer. Romeo Lupinacci, SHLSS Certified Executive Chef, was Master of Ceremonies. The new P. S. C. A. Officers are: Greg Herring -President, Charles Harrison -Vice President, Arsenio Gusilatar -Secretary, Leland ''Buck'' Buchan - Treasurer, and Joseph Zeinda Sergeant-at-Arms. Chuck Harrison was presented the Maryland State 1987 Chef of the Year Award. The P.S.C.A. is a chapter of the American Culinary Federation Inc. and the only chapter from the maritime field, providing many opportunities to both the steward staff and the SIU Steward membership. Interested SIU Stewards can join the P. S. C. A. and take advantage of the information and opportunities offered through the American Culinary Federation Inc. For more information about the A.CF. or a request for a membership application write to; Greg Herring, Steward Department, Seafarers Harry Lundeberg School of Seamanship Piney Point, Md. 20674. Ft. Eustis Personnel Train at SHLSS (L. to R.) Roland Shaeffer, Romeo Lupinacci, Arsenio Gusilatar, Leland "Buck" Buchan, Charles Harrison, Greg Herring and Jack Braun. Jack Braun presents the "Chef of the Year" award to Charles Harrison. ==~SHLSS VISITORS~== SHLSS Vice President Ken Conklin distributes the Certificates of Achievement. Students from Hines Jr. High tour SHLSS. Army Training Group First row: (I. tor.) Guillermo Mosquera, Dwight Henry, Robert White, Jacqueline Pickering, Robert Finnie, Russell Sharpe. Second row: Freddie Ortiz, Juan Cruz, James Mathis, Dwight Rivers, Richard Dickerson (Instructor}. Third row: Jiles Baynes, Manuel Flores. Able Seaman First row: (I. tor.} Tim Olvany, Terence Franklin, Saleh A. Yafai, Abdul Hussein, Paul Lucky. Second row: Jim Brown (Instructor), Pete Troianos, Aaron Ruiz, Alvin Kirksey, Lamont Lovick. Third row: James Tanner, Joe L. Miller, Frank Henninger, Michael F. Ortiz, Freddy Collins. Fourth row: Paul Wade, Kenneth Moore, Jeff Johnson, A. R. Alwaseem. Diesel Engine Technology Front row: (I. to r.) Mark D. Field, Perry Boyd, Ken Browning. Second row: Ray Hart, Eric Malzkuhn (Instructor}, Robert Rester, Tyler Womack, Joe Pomraning, John Cronan, Buddy McBride. June 1987 I LOG I 9 �1987 Upgrading Course Schedule Steward Upgrading Courses Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry June 1987 - December 1987 The following is the current course schedule for May 1987 - December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QMED · Any Rating • Sealitt Operations & Maint. Check-In Date September 21 December 14 Completion Date December 11 January 8 Automation • Sealift Operations & Maint. Automation *Sealift Operations & Maint. July 13 August 10 June 27 July 25 August 7 September 4 July 22 August 19 Fireman/Watertender, Oiler *Sealift Operations & Maint. Fireman/Watertender, Oiler *Sealift Operations & Maint. Fireman/Watertender, Oiler •Sea lift Operations & Ma int. June 8 August 3 August 10 October 5 October 12 December 7 July 31 August 28 October 2 October 30 December 4 December 31 Marine Electrical Maintenance *Sealift Operations & Maint. July 13 September 7 September 4 October 2 Variable Speed DC Drive • Sealift Operations & Ma int. Electro-Hydraulic Systems *Sealift Operations & Maint. September 21 November 2 November 9 December 21 October 30 November 27 December 18 January 15 Refrigeration Systems Maint. & Ops. • Sealift Operations & Maint. July 20 August 31 August 28 September 25 Refri?ieration Containers - Advanced Main enance • Sealift Operations & Maint. Diesel Engineer - Regular •Sea lift Operations & Maint. August 31 October 12 October 12 November 23 October 9 November 6 November 20 December 12 Deck Upgrading Courses Check-In Date July 13 August 31 September 28 October 26 Completion Date September 4 October 23 November 20 December 18 Sealift Operations & Maintenance July 13 August10 September 28 October 26 November 23 August 7 September 4 October 23 November 20 December 18 Celestial Navigation July 13 November 2 August 14 December 4 Radar Obsever August 17 December 7 August 28 December 12 Radar Obsever (Renewal) Open ended course, however, must notify SH LSS before entering this course. Towboat Operator September 7 October 30 Deep Sea Deck Shiphandling Simulator June 15 June 18 Inland Deck Shiphandling Simulator October 12 October 16 Course Able Seaman/Sealift Operations & Maintenance 10 I LOG I June 1987 & Maint. Check-In Date July 22 September 8 September 2 October 19 October 14 November 30 November 25 January 11 Completion Date September 4 October 2 October 16 November 13 November 27 December 24 January 8 February 5 Cook and Baker *Sealift Operations & Maint. Cook and Baker *Sealift Operations & Maint. Cook and Baker *Sealift Operations & Maint. July 22 September 21 September 2 November 2 October 14 December 14 September 18 October 16 October 30 November 27 December 11 January 8 Chief Cook • Sealift Operations & Maint. Chief Cook *Sealift Operations & Maint. Chief Cook *Sealift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Chief Steward •Sea lift Operations & Maint. Chief Steward •Sea lift Operations & Maint. Chief Steward *Sealift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Course Assistant Cook *Sealift Operations Assistant Cook *Sealift Operations Assistant Cook *Sealift Operations Assistant Cook *Sealift Operations & Maint. & Maint. & Maint. Recertification Programs Course Steward Recertification Bosun Recertification Check-In Date June 29 August 31 November 2 Completion Date August 3 October 5 December 7 September 21 November 2 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) August 3 September 14 November 2 December 14 Adult Basic Education (ABE) & English as a Second Language (ESL) August 3 November 2 September 11 December 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT August 3 August 7 September 11 Towboat Operator September 7 College Programs Course Associates in Arts Check-In Date June 8 August 17 October 26 Completion Date July 31 October 19 December 18 Course Schedule Notice * The above courses will be followed by a mandatory four-week Sealift Operations and Maintenance Course. (If you already have a Sealift Operations and Maintenance endorsement you DO NOT have to repeat this course.) �pgradi g ou se LSS ow for an S ppl .......................................................................................................................................... Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name (first) (Last) Deep Sea Member D Inland Waters Member D Mo./Oay/Vear Telephone -~-------­ (Area Code) (Zip Code) (State) (City) Date of Birth (Middle) Pacific 0 Lakes Member D Social Security#_______ Book# _ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Date Book Port Presently Was Issued _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SH LSS Trainee Program: D Yes Trainee Program: From ____~_to_---.--....---(dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: O Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: 0 Yes No D Firefighting: 0 Yes No 0 CPR: 0 Yes No 0 Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - -- - -- - - - - - -- - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK STEWARD ENGINE D Tankerman o AB/Seallft Special D FOWT D AB/Seallft Limited O AB/Seallft Unlimited O Towboat Operator Inland 0 Towboat Operator Not More Than 200 Miies D Towboat Operator (Over 200 Miles) D Celestial Navigation D Master Inspected Towing Vessel D Mate Inspected Towing Vessel D 1st Class Piiot D Third Mate Celestial Navigation D Third Mate D Radar Observer Unlimited D Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. D QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electron ics) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance & Operations D Diesel Engine Technology O Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected Motor Vessel O Third Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance O Hydraulics D Electro-Hydraulic Systems O O O O O Assistant Cook Utility Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS O Welding O Llfeboatman 0 Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT O Adult Basic Education (ABE) D High School Equlvalency Program (GED) O Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM O Associates In Arts Degree O Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~------------~-DATE~-~----~----~-­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 June 1987ILOGI11 �FREIGH SH p AGREEME T 1. Article Il, Section 21 shall be changed to read as follows: SECTION 21. PREMIUM RATES, OVERTIME RATES AND PENALTY RATES (a) PREMIUM RATES Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $17.99 $18.35 $18.72 16.11 14.83 14.83 13.69 12.94 16.43 15.13 15.13 13.96 13.20 16.76 15.43 15.43 14.24 13.46 12.30 11.45 9.61 9.61 12.55 11.67 9.80 9.80 12.80 11.90 10.00 10.00 19.62 20.01 20.41 19.62 18.89 18.89 18.89 17.73 17.73 17.73 17.73 20.01 19.27 19.27 19.27 18.08 18.08 18.08 18.08 20.41 19.66 19.66 19.66 18.44 18.44 18.44 18.44 16.25 15.52 15.07 16.57 15.83 15.37 16.90 16.15 15.68 17.99 16.64 15.15 13.67 16.25 15.52 13.99 15.07 14.19 13.04 12.30 13.23 12.30 12.30 11.44 15.07 13.23 11.44 18.35 16.97 15.45 13.94 16.58 15.83 14.27 15.37 14.47 13.30 12.55 13.49 12.55 12.55 12.55 11.67 15.37 13.49 11.67 18.72 17.31 15.76 14.22 16.91 16.15 14.56 15.68 14.76 13.57 12.80 13.76 12.80 12.80 12.80 11.90 15.68 13.76 11.90 17.99 18.35 18.72 17.99 17.99 16.11 14.35 13.99 12.16 12.16 12.16 9.59 18.35 18.35 16.43 14.64 14.27 12.40 12.40 12.40 9.78 18.72 18.72 16.76 14.93 14.56 12.65 12.65 12.65 9.98 DECK DEPARTMENT Boatswain (SL18s, D6s, D7s D9s, Lash) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Green Blue O.S. Maintenance Ordinary Seaman ENGINE DEPARTMENT Chief Electrician (SL18s, D6s D7s, Lash) Q.M.E.D./Electrician D-9 Chief Electrician Crane Mtce. Electrician Electrician Reefer Mtce. Second Electrician Engine Maintenance Engine Utility Reefer Mtce. Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Class 1 Class 2 Class 3 Class 4 Plumber Machinist Unlicensed Jr. Engr. (Day) Unlicensed Jr. Engr. (Watch) Deck Engineer Engine Utility Evaporator Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler Mtce. Utility General Utility Deck/Engine 12.30 Able Seaman Green Blue O.S. Maintenance Ordinary Seaman Except as otherwise provided, the Premium Rates set forth above shall be paid for all work performed on Saturdays, Sundays and holidays. When specific rates are provided in this Agreement for work done on Saturdays, Sundays and holidays, those rates shall not be less than the Premium Rate in effect. It is further agreed that the Company shall offer to all Deck and Engine Unlicensed Personnel possessing a Group I rating, a minimum of eight (8) hours every Saturday, Sunday and holiday whether at sea or in port. (b) OVERTIME RATES 12 I LOG I June 1987 8.23 8.23 6.52 6.52 10.31 10.52 10.73 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.31 10.31 10.31 10.52 10.52 10.52 10.73 10.73 10.73 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 7.91 7.91 7.91 7.91 7.91 6.26 10.31 7.91 6.26 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 8.07 8.07 8.07 8.07 8.07 6.39 10.52 8.07 6.39 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 8.23 8.23 8.23 8.23 8.23 6.52 10.73 8.23 6.52 10.31 10.52 10.73 10.31 10.31 10.31 10.31 10.31 7.91 7.91 7.91 6.26 10.52 10.52 10.52 10.52 10.52 8.07 8.07 8.07 6.39 10.73 10.73 10.73 10.73 10.73 8.23 8.23 8.23 6.52 STEWARD DEPARTMENT Chief Steward (SL18s, D6s, D7s D9s, Lash) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Balcer Second Cook Third Cook Assistant Cook Steward Assistant Except as otherwise provided, the rates set forth above shall be paid for all work in excess of eight (8) hours Monday through Friday. (c) PENALTY RATES (c) 1. ON WATCH, Monday through Friday Effective 7/1/87 Group 1 Group 2 Group 3 $ 6.44 4.95 3.91 (c) 2. OFF WATCH, Monday through Friday Group 1 Group 2 Group 3 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $11.49 9.22 8.20 $11.72 9.40 8.36 $11.95 9.59 8.53 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $17.99 $18.35 $18.72 16.10 12.50 9.92 16.43 12.76 10.12 16.76 13.02 10.32 (c) 3. ON WATCH, Saturdays, Sundays and Holidays Group 1 (SL18s, D6s, D7s D9s, Lash) Group 1 (Standard) Group 2 Group 3 Except as otherwise provided, the rates specified above shall be paid for such work as is specified in the Agreement (January 1, 1985-June 15, 1987). Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $10.31 $10.52 $10.73 10.31 10.31 10.31 7.91 7.91 10.52 10.52 10.52 8.07 8.07 10.73 10.73 10.73 8.23 8.23 DECK DEPARTMENT Boatswain (SL18s, ~' D7s D9s, Lash) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster 8.07 8.07 6.39 6.39 ENGINE DEPARTMENT Chief Electrician (SL18s, D6s D7s, Lash) Q.M.E.D./Electrician D-9 Chief Electrician Crane Mtce. Electrician Electrician Reefer Mtce. Second Electrician Engine Maintenance Engine Utility Reefer Mtce. Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Class 1 Class 2 Class 3 Class 4 Plumber Machinist Unlicensed Jr. Engr. (Day) Unlicensed Jr. Engr. (Watch) Deck Engineer Engine Utility Evaporator Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler Mtce. Utility General Utility Deck/Engine STEWARD DEPARTMENT Chief Steward (SL18s, D6s, D7s, D9s, Lash) Steward/Cook Steward/Balcer Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Steward Assistant 7.91 7.91 6.26 6.26 ARTICLE m, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Deck Department, when the respective ratings are carried, shall be as follows: Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 $2,091.30 $2,133.13 $2,175.79 Rating Boatswain (SL18s, D6s, D7s D9s, Lash) �Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Green Blue O.S. Maintenance Ordinary Seaman 1,849.68 1,701.79 1,701. 79 1,572.67 1,483.28 1,886.67 1,735.83 1,735.83 1,604.12 1,512.95 1,924.40 1,770.55 1,770.55 1,636.20 1,543.21 1,408.23 1,309.99 1,176.76 1,100. 78 1,436.40 1,336.19 1,200.30 1,122.80 1,465.12 1,362.91 1,224.31 1,145.26 ARTICLE IV, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Engine Department, when the respective ratings are carried, shall be as follows: Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $18.89 $19.27 $19.66 18.18 18.54 18.91 16.55 14.13 16.88 14.41 17.22 14.70 12.45 11.57 11.44 9.87 12.70 11.80 11.67 10.07 12.95 12.04 11.90 10.27 18.89 17.23 15.59 13.97 18.89 17.34 17.34 15.19 14.26 14.27 12.45 12.45 11.44 11.44 19.27 17.57 15.90 14.25 19.27 17.69 17.69 15.49 14.54 14.56 12.70 12.70 11.67 11.67 19.66 17.92 16.22 14.54 19.66 18.04 18.04 15.80 14.83 14.85 12.95 12.96 11.90 11.90 18.89 19.27 19.66 18.89 18.89 17.27 19.27 19.27 17.62 19.66 19.66 17.97 16.62 14.91 14.13 12.16 12.16 9.59 16.95 15.21 14.41 12.40 12.40 9.78 17.29 15.51 14.70 12.65 12.65 9.98 DECK DEPARTMENT Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman Green Blue O.S. Deck Maintenance Ordinary Seaman ENGINE DEPARTMENT Rating Chief Electrician (SL18s, D6s D7s, Lash) Q.M.E.D./Electrician D-9 Chief Electrician Crane Mtce. Electrician Electrician Reefer Mtce. Second Electrician Engine Maintenance Engine Utility Reefer Mtce. Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D.* Class 1 Class 2 Class 3 Class 4 Plumber Machinist Unlicensed Jr. Engr. (Day) Unlicensed Jr. Engr. (Watch) Deck Engineer Engine Utility Evaporator Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler Mtce. Utility General Utility Deck/Engine $2,237.43 $2,282.18 $2,327.82 2,237.43 2,176.01 2,176.01 2,176.01 2,034.17 2,034.17 2,034.17 2,034.17 2,282.18 2,219.53 2,219.53 2,219.53 2,074.85 2,074.85 2,074.85 2,074.85 2,327.82 2,263.92 2,263.92 2,263.92 2,116.35 2,116.35 2,116.35 2,116.35 2,086.47 1,854.08 1,729.61 2,128.20 1,891.16 1,764.21 2,170.76 1,928.99 1,799.48 2,091.30 1,920.53 1,749.76 1,579.00 1,865.21 1,779.74 1,602.50 1,725.88 1,625.50 1,490.94 1,408.23 1,515.45 1,408.23 1,408.23 1,408.23 1,308.12 1,746.98 1,625.50 1,308.12 2,133.13 1,958.94 1,784.76 1,610.58 1,902.51 1,815.33 1,634.55 1,760.40 1,658.01 1,520.76 1,436.39 1,545.76 1,436.39 1,436.39 1,436.39 1,334.28 1,781.92 1,658.01 1,334.28 2,175.79 1,998.12 1,820.46 1,642.79 1,940.56 1,851.64 1,667.24 1,795.61 1,691.17 1,551.18 1,465.12 1,576.68 1,465.12 1,465.12 1,465.12 1,360.97 1,817.56 1,691.17 1,360.97 *Effective January 1, 1985, all QMEDs shall be reclassified subject to verification of having satisfactorily completed the following specified Seafarers Harry Lundeberg School of Seamanship specialty courses. QMED QMED QMED QMED (a) PREMIUM RATES Class Class Class Class Pumproom Maintenance & Operation Diesel Engine Technology Hydraulics Hagglund Crane Maintenance Refrigerated Container Advancement Maintenance On all vessels carrying a Q.M.E.D./Electrician, he shall be paid in accordance with his Q.M.E.D. classification or at Chief Electrician rates, whichever is higher. ARTICLE V, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Steward Department, when the respective ratings are carried, shall be as follows: Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 $2,091.30 $2,133.13 $2,175.79 2,091.30 2,091.30 1,849.68 1,644.06 1,602.49 1,408.23 1,389.20 1,389.20 1,092.20 2,133.13 2,133.13 1,886.67 1,676.94 1,634.54 1,436.39 1,416.98 1,416.98 1,114.04 2,175.79 2,175.79 1,924.41 1,710.48 1,667.23 1,465.12 1,445.32 1,445.32 1,136.32 Rating Chief Steward (SL18s, D6s, D7s D9s, Lash) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Steward Assistant A KER AG E 1. Article II, Section 21 shall be changed to read as follows: Section 21. premium rates, overtime rates and penalty rates 'E T Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. (or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook & Baker Third Cook Assistant Cook Steward Assistant Except as otherwise provided, the Premium Rates set forth above shall be paid for all work performed on Saturdays, Sundays and Holidays. When specific rates are provided in this Agreement for work done on Saturdays, Sundays and Holidays, those rates shall not be less than the Premium Rate in effect. It is further agreed that the Company shall offer to all Deck and Engine Unlicensed Personnel possessing a Group I rating, a minimum of eight (8) hours every Saturday, Sunday and holiday whether at sea or in port. Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $10.31 $10.52 $10.73 10.31 10.52 10.73 10.31 7.91 10.52 8.07 10.73 8.23 7.91 7.91 6.26 6.26 8~07 8.07 6.39 6.39 8.23 8.23 6.52 6.52 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 7.91 7.91 7.91 6.26 6.26 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 8.07 8.07 8.07 6.39 6.39 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 8.23 8.23 8.23 6.52 6.52 10.31 10.52 10.73 10.31 10.31 10.31 10.52 10.52 10.52 10.73 10.73 10.73 DECK DEPARTMENT SHLSS SPECIALTY COURSES 6. 7. 8. 9. 10. STEWARD DEPARTMENT (b) OVERTIME RATES 1-QMED with six or more SHLSS specialty courses. 2-QMED with four or five SHLSS specialty courses. 3-QMED with two or three SHLSS specialty courses. 4 1. Automation 2. Marine Electrical Maintenance 3. Refrigeration Systems Maintenance & Operation 4. Welding 5. Marine Electronics Q.M.E.D. Class 1 Class 2 Class 3 Class 4 Q.M.E.D./Pumpman Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility Deck/Engine Wiper Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman Green Blue O.S. Deck Maintenance Ordinary Seaman ENGINE DEPARTMENT Q.M.E.D. Class 1 Class 2 Class 3 Class 4 Q.M.E.D./Pumpman Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility Deck/Engine Wiper STEWARD DEPARTMENT Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) (Continued on Page 14.) June 1987 I LOG I 13 �(Continued from Page 13.) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook & Baker Third Cook Assistant Cook Steward Assistant 10.31 10.31 10.31 7.91 7.91 6.26 10.52 10.52 10.52 8.07 8.07 6.39 10.73 10.73 10.73 8.23 8.23 6.52 Except as otherwise provided the rates set forth above shall be paid for all work in excess of eight (8) hours, Monday through Friday. 3. Refrigeration Systems Maintenance & Operation 4. Welding 5. Marine Electronics On all vessels carrying a Q.M.E.D./Pumpman, he shall be paid in accordance with his Q.M.E.D. classification in effect or at the rate applicable to the Chief Pumpman, whichever is higher. ARTICLE V, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Steward Department, when the respective ratings are carried, shall be as follows: (c) PENALTY RATES (c) 1. ON WATCH, Monday through Friday $ 6.44 4.95 3.91 (c) 2. OFF WATCH, Monday through Friday - Group 1 Group 2 Group 3 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $11.49 9.22 8.20 $11.72 9.40 8.36 $11.95 9.59 8.53 (c) 3. ON WATCH, Saturdays, Sundays and Holidays Group 1 (on vessels constructed since 1970) Group 1 (25,500 D.W.T. and over) Group 1 (under 25,500 D. W. T .) Group 2 Group 3 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $18.89 $19.27 $19.65 18.18 18.54 18.91 16.55 16.88 17.22 12.51 9.92 12.76 10.12 13.02 10.32 Except as otherwise provided, the rates specified above shall be paid for such work as is specified in the Agreement (January 1, 1985-June 15, 1987). ARTICLE III, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Deck Department, when the respective ratings are carried, shall be as follows: Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 Rating - Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman Green Blue O.S. Deck Maintenance Ordinary Seaman $2,219.53 $2,263.92 2,176.01 2,176.01 1,980.37 2,219.53 2,219.53 2,019.98 2,263.92 2,263.92 2,060.38 1,906.44 1,711.26 1,670.88 1,482.08 1,482.08 1,092.19 1,944.57 1,745.49 1,704.30 1,511.72 1,511.72 1,114.03 1,983.46 1,780.40 1,738.39 1,541.95 1,541.95 1,136.31 FREIGHTSHIP AND TANKER COST OF LIVING ADJUSTMENT The cost of living adjustment due on January 1, 1987 under the Agreement is hereby waived. Based on the percentage increase between the April 1986 index and the April 1987 index of the Consumers Price Index-United States City Average for Urban Wage Earners and Clerical Workers or its agreed upon successor-published by the Bureau of Labor Statistics of the U.S. Department of Labor (1967= 100), effective July 1, 1987, a cost of living adjustment equal to .6667 percent of such amount of such percentage increase, plus any unpaid fraction carried over from the cost of living adjustment, effective January 1, 1986 shall be added to the base wage, premium overtime, (Saturdays, Sundays and Holidays) and Overtime (excess of eight [8] hours, Monday through Friday) specified in Article II, Section 21, Sub-sections (a) and (b) and the off watch Monday through Friday penalty rate as specified in Article II, 21(c). Increases shall be paid on the basis of each full percent increase with any unpaid fraction carried over to the next period or periods and used in computing the percentage increase for such later period or periods. Further cost of living adjustments shall be granted under the same formula at yearly intervals, based on the Consumer Price Index increases, if any, between the April 1987 index and the April 1988 index, to be effective July 1, 1988 and between the April 1988 index and the April 1989 index, to be effective July I, 1989. In the event the Extended Contract is further extended pursuant to Section 1 herein, yearly cost of living adjustments shall be granted under the same formula. 2,011.96 2,052.20 It is understood and agreed that the foregoing adjustments shall not be effective unless and to the extent that increases in the Consumer Price Index exceed ten percent (10 % ) calculated on a cumulative year to year basis. 1,898.55 1,618.97 1,936.52 1,651.35 1,975.25 1,684.38 The cost of living adjustments provided herein shall not be included in the base wage for the purpose of computing pension benefits. Dated: May 27, 1987 1,424.80 1,325.40 1,308.20 1,129.81 1,453.30 1,351.91 1,334.36 1,152.41 1,482.37 1,378.95 1,361.05 1,175.46 Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 $2,176.01 1,988.19 1,800.40 1,612.60 2;176.01 1,990.56 1,990.56 1,762.21 1,602.73 1,642.06 1,424.80 1,424.80 1,308.20 1,308.20 $2,219.53 2,027.95 1,836.41 1,644.85 2,219.53 2,030.37 2,030.37 1,797.45 1,634.78 1,674.90 1,453.30 1,453.30 1,334.36 1,334.36 $2,263.92 2,068.51 1,873.14 1,677.75 2,263.92 2,070.98 2,070.98 1,833.40 1,667.48 1,708.40 1,482.37 1,482.37 1,361.05 1,361.05 1-QMED with six or more SHLSS specialty courses. 2-QMED with four or five SHLSS specialty courses. 3-QMED with two or three SHLSS specialty courses. 4 SHLSS SPECIALTY COURSES 14 I LOG I June 1987 $2,176.01 1,972.51 *Effective January 1, 1985, all QMEDs shall be reclassified subject to verification of having satisfactorily completed the following specified Seafarers Harry Lundeberg School of Seamanship specialty courses. 1. Automation 2. Marine Electrical Maintenance Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook & Baker Third Cook Assistant Cook Steward Assistant $2,263.92 Rating Class Class Class Class Monthly Rate 7/1/89 $2,219.53 SECTION 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Engine Department, when the respective ratings are carried, shall be as follows: QMED QMED QMED QMED Monthly Rate 7/1/88 $2,176.01 ARTICLE IV, Section 1, Wages shall be changed to read as follows: Q.M.E.D.* Class 1 Class 2 Class 3 Class 4 Q.M.E.D.!Pumpman Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireoian/Watertender General Utility Deck/Engine Wiper Monthly Rate 7/1/87 Rating Effective 7/1/87 Group 1 Group 2 Group 3 8. Hydraulics 9. Hagglund Crane Maintenance 10. Refrigerated Container Advancement Maintenance 6. Pumproom Maintenance & Operation 7. Diesel Engine Technology New Contract Protects Security (Continued from Page 3.) engine department and the unlicensed engine department crewmembers shall perform all contractual duties including general maintenance and repair under the supervision of a licensed engineer. 12. On those vessels with a three-man steward department, the Union and the company by mutual agreement may utilize the ''three-man guide.'' 13. Longshoremen holidays on tankers will be deleted from the Agreement. No other maritime union has this provision. 14. On tankers, there will be no penalty pay for handling the portable tank programs. No other union has this provision. 15. Except as previously specified, the effective date of the Agreement is June 16, 1987 and terminates on June 15, 1990. New Pensioners The following SIU members have retired on pension: DEEP SEA Brooklyn Lera Terry Gloucester James J. Moran Houston Lawrence T. Mays Jesse D. Parrish Sidney Sokolic Jacksonville Norman G. Ebanks Mobile Dan Frazier Jr. New Orleans Aaron C. Fields Earl J. Price Clayton Thompson Norfolk Jim L. Spencer St. Louis John C. Sandstrom San Francisco Egon D. Christiansen John F. Thommen Milton C. Thrash Santurce Jose M. Castell Seattle Hubert Archibald Charles L. Gard Dennis J. Manning GREAT LAKES Algonac John E. Malloy �West Coast by V. P. George McCartney S AN FRANCISCO threw a big party last month to commemorate the 50th anniversary of the Golden Gate Bridge. By coincidence, last month also marked the 50th anniversary of the founding of the National Maritime Union. I'd like to congratulate the officials and members of that union. Despite the long rivalry that has existed between the SIU and the NMU, the history and fortunes of the two organizations have long been intertwined. People unfamiliar with the history of the labor movement or the maritime industry often ask me why there are so many different unlicensed unions. In part, they reflect the haphazard development of both the maritime industry and the labor movement. The SUP, which celebrated its lOOth anniversary in 1985, is the oldest serviving maritime union. It and the MFOW date their existence back to a time when most unions were split along craft lines. Deckhands had their own union; engineers and cooks had their own separate unions as well. A split developed in the labor movement in the early '30s between "craft" and "industrial" unions. Industrial trade unionists believed in organizing workers along industry-wide lines (i.e., maritime, steel, auto). While craft unions were not adverse to organizing new workers, they felt it was more important to maintain existing ties with the members that they had. They also believed that ties between a union and its membership would be stronger if they all belonged to one job classification. Older unions like the SUP were more likely to be affiliated with the American Federation of Labor, which, like the SUP, was chartered in 1885. New unions like the NMU tended to affiliate with the Congress oflndustrial Organizations-an industrial organization that broke away from the AFL in the early '30s. Our Union, the Atlantic and Gulf District of the SIU, was formed in 1938 by Harry Lundeberg, the secretary-treasurer of the SUP. From the start, it was intended to incorporate the principles of both craft and industrial trade unionism. One of the primary reasons for its birth was the intense rivalry between the AFL and the CIO. Though the SIU-AGLIWD was an AFL union, it organized seamen along industry-wide lines, much like the NMU. Internal divisions that plagued the NMU during the '40s (which were described in the 50th anniversary issue of the NMU Pilot) gave our new organization breathing space. The vision of the SIU's early leaders-Paul Hall, Al Kerr, Paul Drozak, Cal Tanner, Sonny Simmons-did the rest, as did the loyal support of this membership. Despite their ideological differences, the leaders of the NMU and the SIU-AGLIWD wanted (and still want) the same thing-a better life for all seamen. And indeed, no history of the maritime industry is complete without mentioning both Paul Hall and Joe Curran. Both were towering figures. They just had different approaches, and so did their organizations. Sadly, the SIU and NMU still do, though in time we might be able to bridge these differences. Merger talks between us broke down earlier this year over the proposed structure of the new organization. The NMU wanted the SIU-AGLIWD to pull away from its affiliates in the international. They said unlicensed seamen should be separate, independent. We could not buy this (neither, apparently, could the NMU: they've entered into merger talks with D 1MEBA). Because in one important respect we believe that Joe Curran, the founder of the NMU, was right. It is no longer possible in this day and age for one group of workers to act independently of others. The international structure of the SIU gives us a way of reaching out to different groups of workers in order to build coalitions that will enhance the power of us all. We've never lost sight of our original mandate to improve the lives of seamen. Everything that the SIU has been able to achieve on behalf of its membership has been due to our ability to reach outside of our own sma world. That is even more important today as the maritime industry continues to shrink, and the different modes Government Service Division by V. P. Buck Mercer P ERIODICALLY, you can depend on me to discuss the subject of behavior aboard ship and ashore, particularly in foreign ports. My reasoning is simple. Periodically, disciplinary actions are taken against members at a much faster rate than at other times. It is as if this subject has never been discussed or that the membership and other marine employees have not taken heed to what has been talked about. The old saying that "Trouble is easy to get into, but hard to get out of' is as true today as it ever was. And any MSCPAC marine employee who has ever been up on a disciplinary can attest to that fact. It is no secret that disciplinary penalties for marine employees are far more severe than pen- alties for shoreside federal Civil Service employees. Why this is, I don't know? Perhaps because life aboard ship is such a close-knit society. CMPI 750, which deals with Disciplinary Actions and Penalties, is written especially for MSC marine employees. Each ship's purser or department head has a copy. However, if each marine employee reads or studies the ''Ship's Orders," which are posted on the bulletin board of each ship, and abides by them, as well as follows the orders of his/her department head or supervisor, and if every mariner would treat their shipmates as they wish to be treated, there would be no reason for disciplinary actions. THINK ABOUT IT. nating to SPAD. Take Jacksonville, for example. Shipping there is good right now. But it would be far better if Congress passed H.R. 1364, the Auto Carrier Bill. This would ensure that Americanftag shipping companies had a fair shot at cracking the Japanese auto carrier trade. Last year alone, more than 600,000 autos were shipped into the port of Jacksonville. If we had a fair share of that trade, then we'd be crewing up more than just the Bayamon. _____ :g£;;. ...._. East Coast by V.P. Leon Hall T Gulf Coast by V.P. Joe Sacco W E are presently getting ready to host a symposium on alcohol and drug abuse at our Houston hall. Civic leaders from government, business and labor will be attending, as well as a number of academicians and medical experts. Members who have gone through the ARC will share their insights and experiences. We believe that if the SIU maintains a highly visible presence on a grassroots level, then we will be in a better position to spread our main message, which is that steps need to be taken to revive the American-flag merchant marine. As head of one of the SIU's constitutionally defined regions, I am aware of just how important it is for the SIU to be active on all levels of government. The ties that the SIU makes on a grassroots level often have important consequences. In Houston, for example, we are close friends of Attorney General Jim Mattox, who is quite aware of the important role that the American-flag merchant marine plays in the defense of this country. Unlike other politicians who wave the American flag for their own political ends, people like Jim Mattox understand that the only way for the United States to remain strong is by charting a true course and staying on it. This grassroots activity has not interfered with our other tasks. Our union representatives continue to service all boats and vessels. In Jacksonville, for example, we helped crew up the Bayamon. I believe servicing the membership involves more than just making the boats or standing at the counter. We would not be doing our jobs properly if we did not try to educate our membership about the importance of do- HERE were a number of impressive Maritime Day celebrations up and down the East Coast. At New York's South Street Seaport, for example, there was a 21-gun salute given to the brave men and women who died at sea while protecting this nation. Delivering the invocation, Rev. Donald W. Kimmick of the Seamen's Church Institute had these words to say: "Let us come before the Lord with Thanksgiving for the sea ... (sustain seamen) in loneliness and boredom and anxiety about loved ones at home. In time of unemployment, trouble and despair, in sickness and pain and at hour of death." All in all, it was a moving ceremony. And of course, the United States government was quick to issue a press release commemorating the contributions that seamen have made to the defense of this country. Yet as columnist Mark Magnier wrote in The Journal of Commerce, "Some observers were quick to note the irony of last week's Maritime Day celebrations. Several hundred yards from the day's ceremonies-which included speeches, wreath laying, a 21-gun salute and a musical contest between tugboat horns and steam whistles at the South Street Seaport-stood the giant, gray, idled hulk ofa U.S. Lines Econoship, a sad symbol of [today's hard-pressed] U.S. maritime industry. Indeed, just two weeks before in a movingly worded press release the Reagan administration once again turned down a request to grant World War II seamen veteran's status. The truth of the matter is that the Reagan administration doesn't really care about seamen or the contributions they have made to the defense of this country. It has been up to individuals to pick up the void left by the administration's indifference. Rev. Kimmick, for example, has started an informal project to catalogue the grassroots services available to older seamen throughout the New York metropolitan area. The decline of the maritime industry and the lack of a humane national policy have left a void that Kimmick and other com(Continued on Page 22.) June 1987ILOGI15 - �Profile: Kawishiwi's 3rd Mate A NDY Kovacs, the amiable third mate on the Kawishiwi, is a man who has faced obstacles most of his life and managed to overcome them. How else do you explain his dream of becoming a merchant seaman in a country without an ocean, or surviving in an English-speaking country without knowing the language, or gradu..._ ating from a maritime academy when other institutions told him he was too old? For Kovacs, life has been a long lesson in humility. Born and raised in Hungary, Kovacs, after graduating from a mechanical engineering school, decided to seek a life of adventure on the waters of the Danube River where he took a job as third engineer aboard a river boat. The Danube River, considered the most important water route in central and western Europe, flows all the way to the Black Sea. With his first taste of the sea, Kovacs decided he wanted more. He left Hungary in 1972 and lived briefly in Austria and Italy before coming to the United States where he arrived not knowing a word of English. ''I remember when the immigration officials told me to raise my hand and to sign papers. I didn't have the slightest idea what they were saying," chuckled Kovacs, recalling the ordeal in New York when he first landed in this country. "It was weird. I didn't _. know what I was supposed to say or sign.'' . He worked for a few months in a machine shop on Long Island, then traveled west to California and Nevada where he took a janitorial job at a Lake Tahoe casino. Confident of his increasing use of English, he settled in San Diego and decided to enroll in college to pursue an American engineering degree. But when he enrolled at San Diego State University, campus officials told him he would have to begin as a freshman, despite his Hungarian education. ''I had lots of courses which were mostly lectures," he recalled. "I didn't understand most of them because my English was still limited." At the same time he was attending college, he had heard that only American citizens could work for the U.S. merchant marine. ''I later learned this was not true," said Kovacs. "Ilearned you could easily join the merchant marine with a green card.'' But reflecting on events at the time, Kovacs said it was better that he didn't know the 1 truth. He soon took out papers to become a U.S. citizen and after he was naturalized, Kovacs headed for the Texas Maritime Academy at Galveston. At 29, Kovacs learned that this maritime institution was the only one in the U.S. that didn't have an age requirement for prospective ap16 I LOG I June 1987 - plicants. He graduated three years later as a licensed deck officer. "I didn't want to go back down into the engine room," said Kovacs, explaining his decision to work topside instead of below deck. ''My first ship in Hungary was a steamer built in 1867. With her paddle wheel, she was the fastest vessel on the Danube. But it was also hot and miserable in the engine room. After that experience, I wanted the fresh air.'' Kovacs spoke to MSC recruiters when they visited the academy in 1982. ''I wanted to work for the [Military Sealift] Command because I knew it was the best equipped outfit in the U.S. merchant marine," he said. But with a hiring freeze imposed on the Command, Kovacs looked elsewhere for employment. He worked as a navigator aboard a seismic ship out of Texas, then returned to California where he was hired as an engineer and deckhand on a commercial tug. He finally got a chance to work for MSC in 1984 when he took an ABM job aboard the USNS Neptune. "I considered myself very lucky because it was a real nice ship with a great crew," said Kovacs. "I immediately noticed a sense of camaraderie and teamwork among the Neptune crew that I hadn't observed before in previous commercial jobs." From Neptune, Kovacs headed for the Wes tern Pacific and a tour on USNS Ponchatoula before his assignment aboard Kawishiwi. "I really love the fleet oilers," said Kovacs. "These ships don't sit in port. They're out at sea doing something very valuable for the fleet. And the crews are very professional. They're confident and get the job done.'' An enthusiastic outdoorsman who hikes frequently in the mountains of California, Kovacs will be walking down the aisle this month when he marries a Bay Area woman. He expects to continue his sailing career with MSC. "Even if the commercial shipping industry improved, I'd still stay with Military Sealift Command,'' says Kovacs. "I really consider myself very lucky to be working for MSC." New Fleet Oiler Added The USNS Andrew J. Higgins (TAO 190), a fleet oiler of new construction built at Avondale Shipyard in New Orleans, La., will be fully crewed by MSCPAC by the end of September 1978. The fully automated ship will lift a crew of 20 officers, 20 CPOs and 56 men from MSCPAC. The military department will consist of 1 officer and 20 enlisted personnel for a total compliment of 117. The Higgins, designed and built with the "Quality of Shipboard Life" in mind, can boast that all crew accommodations were built to commercial standards with single outboard staterooms for all hands. There are even some spare crew rooms in the event the crew is enlarged. There are private head and shower facilities for all CPOs and one semi-private head and shower adjoining each two staterooms for the nonofficer crew. Other amenities include three lounges: officers, CPOs, and crew; a gymnasium; library; hobby shop, and a closed circuit TV system. The master, some of the engineering officers, chief electrician and electronics technician will be required to undergo several weeks of training, after which the full crew will go through a familiarization onboard phase. The Marine Placement & Receiving Section at MSCPAC will have an easy time crewing this ship, mainly because of the much improved conditions. State Senator Supports Workers Quinten L. Kopp, a former San Francisco city councilman and recently elected to the California state senate, has taken a positive position in favor of retaining the California Occupational Safety and Health Administration, a state agency that the governor had proposed to eliminate. The following letter outlines Senator Kopps' position. Dear Mr. Mercer: In recent weeks, I have heard from and met with many labor union members, representatives, and other interested citizens about the governor's proposal to eliminate the California Occupational Safety and Health Administration. AB a result, I wanted to take this opportunity to let you know directly my conclusion on one of the most significant issues to face California workers in many years. In short, I oppose the proposal. I conclude that elimnination of Cal/OSHA would do a disservice to the health and safety of California workers, and would result in the diminution of inspection, maintenance, and correction measures which now prevail with respect to California employers and which are studiously, effectively administered. Moreover, the advocacy of many California employers and management organizations on behalf of Cal/ OSHA is evidence of not only the concern over the effect on the safety of their employees, but also their insurance costs. It would be a mistake for all concerned parties to eliminate Cal/OSHA. Accordingly, I voted "aye" on Thursday, May 28, 1987 on the state budget adopted by the Senate which contains the needed money for Cal/OSHA. In closing, let me say I have welcomed your thoughts and comments on Cal/OSHA and invite you to contact me at any time on any other issues of interest or concern to you. Sincerely yours, . Quentin L. Kopp �MSC Hospital Ship on Humanitarian Mission Story and Photos by PHC Chet King, USN The largest trauma facility and ninth largest hospital in the United States is as long as three football fields and floats. Manned by a Military Sealift Command crew of 83 and commanded by Capt. Richard B. Hosey, the 1,000bed hospital ship USNS Mercy (T-AH 19) is the newest MSC Special Mission ship and is currently on a five-month training and humanitarian cruise to the Republic of the Philippines and other South Pacific island-nations. Onboard is a tri-service U.S. military, Filipino and U.S. Public Health Service medical and support staff of over 600. The 894-foot long former crude oil tanker was converted by the National Steel and Shipbuilding Company in San Diego into the country's first hospital ship since the Vietnam War. It was designed to provide mobile, flexible rapid response medical and surgical care for U.S. forces during hostilities. "What we have here is a 1,000-bed hospital with a bow, stem and engine room attached. It is unlike any MSC ship currently afloat. It was built to handle passengers comfortably,'' said Hosey. A ramp system was installed from the helicopter deck to the casualty receiving area four decks below. Nine elevators also handle cargo and casualties. Passageways are called hallways, wide stairwells replaced ladders and above the waterline special fire doors were installed. False ceilings required a special fire alarm system. "For a ship of this size it handles and rides well,'' said Hosey, MSC' s senior master. "I'm very glad to be on this mission. The entire crew, MSC and military alike, worked around the clock for a week to make sure we met our sailing schedule.'' "To be sure we have had some problems, but that's what a shakedown cruise is all about,'' said First Officer Lawrence D. Carley. Wearing a pair of black running shoes that may be worn out by the end of the cruise, Carley dares anyone to keep up with him as he dashes around the ship in an effort to stay on top of things. ''I hate staying in my office," he says. Carley's deck personnel are responsible for the general maintenance of the ship, fire fighting, damage control and overall passenger safety. An MSC crewman is in charge of each of the ten lifeboats. Chief Engineer Dennis W. Legget has been with MSC for 18 years. "As a tanker the ship would carry seven engineers. Because of the auxiliary machinery spaces and service areas added to support the medical facility I'm now carrying 27 engineers," he said. The Mercy has three 2200KW diesel generators, two evaporators capable of making 75 ,000 gallons of fresh water daily and two 800-ton air-conditioning units. A new 26-foot diameter skewered prop was put on to reduce vibration. ''Our biggest problem is with the ship's ballasting system which causes the ship to list up to two degrees," Bennet said. "We need to look at installing a system of partitions, closing off the double bottoms and putting in some valves in the current U-shaped ballast tanks." Communications on an 894-foot ship can be a problem also. On the Mercy, all MSC officers and watchstanders carry two-way radios. Able Seaman Jesse Hester is a 21year MSC veteran. "I'm a watchstander at the gangway. Security is tight and all visitors must sign in and out," he said. "Traffic tends to get backed up, but everyone has accepted it." The Mercy carries the largest galley afloat and can seat up to 500 people. It is run cafeteria style, unlike the Aaron Bland, junior engineer, and Jeffrey Kelley, third assistant engineer, at the main engine room console aboard the USNS Mercy. ~~,.-- .. :·;:.;.·.-·· ··· - AB Jessie Hester carries a young Filipino patient up the Mercy's accommodation ladder in Legazpi, R.P. galleys on other MSC ships where the crew sits in more comfortable surroundings. ''That has taken some getting used to," said Hester. "That and the sparse, crowded berthing areas.'' Built to get underway within five days for combat or disaster relief mission, the Mercy's MSC crew will be reduced to 17 upon arrival in Oakland in July. "We're doing a hell of a mission over here in the Philippines. The people really appreciate our efforts,'' said Hosey. "If I don't retire first I would hope to take the ship out on another humanitarian mission in the near future.'' It takes a lot of work to keep the 894-foot-long hospital ship's white decks clean. June 1987 I LOG I 17 �Deep Sea Pensioner Frank Bosmentes died April 27. Born in the Philippines, Brother Bosmentes joined the SIU in 1942 in the port of Tampa, Fla. He sailed in the steward department. Bosmentes was active in the 1946 General Strike and the 1947 Isthmian beef. He went on pension in 1971. Seafarer Bosmentes is survived by his wife, Romana. Jorge A. Calix, 36, died April 11 following an automobile accident in Piney Point, Md. He had been attending upgrading classes at SHLSS at the time. Brother Calix joined the SIU in 1968 in the port of New Orleans and sailed in the engine and steward departments, most recently aboard a Sea-Land vessel. Born in Honduras, Seafarer Calix was buried at Restlawn Cemetery in Jefferson Parish, La. He is survived by his father, Juan, of New Orleans. Pensioner Berry Crain Jr., 59, died of cardiac failure April 18. Brother Crain joined the SIU-merged Marine Cooks & Stewards Union in the port of San Francisco. He sailed in the steward department, most recently aboard a Matson Line vessel. Seafarer Crain went on pension Jan. 1, 1979. Born in Arkansas, Crain was buried at Greenlawn Memorial Cemetery in Colma, Calif. He is survived by two sisters, Fraxinella Fennell and Mary Crain, both of Oakland, Calif. Geiszler, who resided in Brasschaat, Belgium, was cremated there. He is survived by his wife, Ann, of Brasschaat. Pensioner Ignace Decareaux, 83, succumbed to heart problems on March 27. Brother Decareaux joined the SIU in 1938 in the port of New Orleans, LA. He sailed in the deck department and retired on pension in 1966. Burial was at St. Vincent dePaul in New Orleans. Seafarer Decareaux is survived by his wife, Elsie, and by his granddaughter, Deborah Hoover. Melvin H. Gatling succumbed to acute myocarditis (heart attack) March 8 while aboard the SS Sam (WaterHouston man) in Thailand. He was 28 years old. Brother Gatling joined the SIU in 1980 in Piney Point, Md. and sailed in the steward department. Buried in Portsmouth, Va., Gatling is survived by his mother, Lillie, of Norfolk, Va. Pensioner Leon E. Foskey, 74, died of respiratory problems April 22. Born in Maryland, Brother Foskey joined the SIU in 1943 in New York. He sailed in the deck department and was active in the General Strike of 1946 and the Isthmian beef of 1947. Cremation took place in Salisbury, Md. Seafarer Foskey, who went on pension in 1980, is survived by a brother, William, of Salisbury, Md.; a sister, Evirgiline Elliott, and a nephew , R. Wayne Elliott. Pensioner Robert E. King died April 22 following a heart attack. He was 64 years old. Brother King joined the SIU in 1948 in the port of Norfolk, Va. He sailed in the deck department. As a new member, King was active in the General Strike and the Wall St. beef. He last sailed with Penn Tankers and went on pension in 1970. Born in Virginia, Seafarer King was buried at Rosewood Memorial Park in Virginia Beach, Va. He is survived by his wife, Lucille. Pensioner Rene Geiszler, 66, died of natural causes Feb. 25. Brother Geiszler joined the SIU in 1948 in New York. He sailed in the engine department, first with Alcoa Steamship Co. and most recently with American Coastal. He retired on pension in 1985. Pensioner Billy E. Lynn, 62, succumbed to cirrhosis on April 25. Brother Lynn first sailed in 1953 with Waterman and last with Interocean Management Corp. He retired in 1986. Burial was in Llano Cemetery in Amarillo, Texas. He is survived by revou ail? 0 We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. -----------------------------------------------------------PLEASE PRINT HOME ADDRESS Date: _ _ _ _ _ _ _ _ __ his mother, E.T. Lynn, of Amarillo and a son, Steven, of Escondido, Calif. Henry P. Mccowan, 66, died of heart problems on Feb. 2, 1986. Brother McCowanjoined the SIU-merged Marine Cooks & Stewards Union in 1969 in San Francisco. He last sailed with Sea-Land as a chief steward. Burial was at the Greenwood Cemetery in Renton, Wash. He is survived by his daughters, Laura McCowan, of Seattle, Wash. and Maxine Simmons, of Missouri. Pensioner Jose Senos died Feb. 11 of respiratory disease. He was 66. Brother Senos joined the SIU in 1967 in Boston, Mass. and retired on pension in 1984. Seafarer Senos is survived by his wife, Judite, and a child, Anibal. James 0. Thompson died Feb. 20 of lung cancer. Thompson, who was in the process of getting a pension at the time of his death, first joined the SIU in 1968 in Seattle, Wash. He sailed in the deck department, most recently with Puerto Rico Marine. Brother Thompson was cremated in Jacksonville Beach, Fla. Surviving is his wife, Marilynn. Great Lakes Walter Przewozniak, 59, succumbed to cancer Jan. 26. Brother Przewozniak joined the SIU in 1964 in Detroit. He sailed in the deck department, most recently in 1985 with American Steamship Co. Burial took place at Mt. Olive Cemetery in Detroit. Seafarer Przewozniak is survived by a sister, Stephanie Szvida. Personals William Calefato Social Security No. Phone No. ( Area Code Your Full Name Apt. or Box # Street Book Number O State City SIU O UIW O Pensioner ZIP Other-------- Please get in touch with John G. Katsos, 800 Jefferson St., #606, Seattle, Wash. 98104-2405. Pam Taylor Please call John Thompson at (808) 949-3119. UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - Harold Eady This will be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. - (Signed) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ------------~----------------------------------------------J 18 I LOG I June 1987 Please contact your daughter, Suzanne, (904) 268-5829. �Diaes~ of Ships Nee~inas AMERICAN EAGLE (Pacific Gulf Marine), April 20-Chairman Stanley Krawczynski, Secretary Robert D. Bright. No disputed OT or beefs. There is $51 in the ship's fund. Twelve marines sailed aboard the American Eagle to Norway. The captain thanked the whole crew for a job well done · with this extra group as well as for the cooperation on the part of the marines. With only a three-man steward department, there was a lot of extra work, but everything worked out well, thanks to the chief steward. A motion was made to have the retirement age reduced from 65 to 62 with 5,263 days sea time so that members can start getting social security at the same time that their retirement comes through. LNG GEMINI (Energy Transportation Corp.), April 6-Chairman Ulus Veach, Secretary Harold Markowitz, Deck Delegate Eugene Brown, Engine Delegate Tyler Womack, Steward Delegate James Robinson. No beefs or disputed OT. There is $192 in the ship's fund. The bosun reported that the ship will go into the yard on April 8 and that the crew would leave that same morning. The steward department, however, will remain onboard for a couple of days for additional cleaning and inventory. The bosun reminded those leaving of some of the problems that have occurred in the past and asked everyone to keep that in mind. The OS feels that wages should be raised now that they have been put on day work. A vote of thanks was given to the steward department. In its report to the LOG: "On April 6, an abandoned sailboat was seen and a lifeboat was sent to take a closer look. No one was onboard the sailboat which was then towed back to the ship and lifted onboard. The following day we received a telegram stating that the owner had been picked up by a fishing boat and was recovering in a hospital." INDEPENDENCE (American Hawaii Cruises), April 23-Chairman Thomas W. Lasater, Secretary John Thompson, Deck Delegate Doug Hodges, Engine Delegate Paul Titus, Steward Delegate Anne Gomes, Treasurer Thomas Hoffman. No beefs. The new OT system is working well in the deck department. The bosun noted a small turnout for this meeting, especially with such a large crew. He announced that Tom Fay is the new Honolulu port agent and asked that everyone give him their support. He also asked members to check in with the Union after payoff for dues check-off. The bosun noted that a safety meeting was held two days previously, and that he would post the minutes from that meeting. The secretary urged all eligible members to take advantage of the courses at Piney Point. He also talked about the continued pressure on unions in general and the fact that unions are perhaps more important than ever. The membership was advised to keep abreast of what's going on in the SIU, paying particular attention to the President's Report in the LOG each month. Next port: Kana, Hawaii. OMI CHARGER (OMI), April 26Chairman Franz Schwarz, Secretary Jonathan White, Educational Director Wiley L. Yarber, Deck Delegate R.W. Rogers, Engine Delegate E. Ladimer. Some disputed OT was reported by the pumpman in the engine department. There is $16 in the ship's fund. The vessel is enroute to Tampa, Fla. from St. Croix, V.I. No one is quite sure what happens after that since the ship is on a trip-to-trip charter. It was recommended that all members take advantage of Piney Point upgrading courses. "It is to each member's benefit and the best for the future." The question as to whether there would be a raise this year was brought up. A new washing machine is needed for the crew, and the aft door to the house entry on the main deck needs fixing. Members also were reminded to keep the noise level down in the TV room (the bosun sleeps next door). A vote of thanks was given to the steward department for a job well done. PAUL BUCK (Ocean Ships Inc.), April 19-Chairman R.M. Parish, Secretary Norman Johnson, Educational Director F.C. Harris, Steward Delegate M.E. Howell. There is $258 in the ship's fund from arrival pools and other sales. No disputed OT or beefs were reported in any of the departments. The bosun is going on vacation, and members of the deck department wish him well and look forward to seeing him in the next bosun recertification class "as he is a good Union brother, the kind the TO: Steward Department Sea-Land Patriot FROM: Master, Sea-Land Patriot SUBJ: Letter of Commendation steward department, particularly for the cook-out. Next ports: Tacoma, Wash., then on to Yokohama, Japan. 2nd LT. J.P. BOBO (AMSEA), April 17-Chairman E. Aldorf, Secretary P. Stubblefield, Educational Director J. Rizzo. No beefs or disputed OT. The importance of contributing to SPAD was stressed, as was the need for upgrading skills. The secretary noted that it was good to be back aboard the Bobo and see so many familiar faces. He said he hopes to make this trip as pleasant as possible. A reminder was given that there is to be no smoking on deck and in the cargo holds. A vote of thanks was given to the steward department for a job well done, particularly with the service they provided to the military On behalf of the officers and the crew, I would like to thank each of you for your excellent performance during voyages 73 and 74. It was always a pleasure to eat the meals that you prepared, as the menus were varied and interesting and often included specialties such as chicken adabo, ginger beef, home-made soups and excellently prepared vegetables. The galley, mess rooms, quarters, dishes and utensils were at all times in excellent sanitary condition. During your time aboard, you had the task of preparing the meals for Thanksgiving, Christmas and New Year's Day. I have had none better in the last 16 years that I have sailed on Sea-Land ships. This was all done with seemingly little effort, although a great deal of well planned work was required. This is the hallmark of true professionals. In short, you have shown that the food can be good with a 3-man steward department. Again, I thank you and commend you for your fine efforts. membership needs." In the steward department, Norman Johnson is back from the steward recertification class. "He has brought us much information about the welfare plans and the Military Sealift Command work." The chairman reports that the Paul Buck will probably be assigned to the eastern seaboard for a couple months. Payoff will be in Manville, A.I., and he urged all members to support SPAD. "We need all the clout we can get in Washington, D.C.-and as with most things-it takes money." The secretary noted that it has come to his attention that some dispatchers are discouraging members from taking certain jobs. As President Drozak stated in the monthly meeting, the Navy jobs are the only game in town-so there should be some positive attitudes in the hall about these jobs! The educational director urged the B men to take the sealift course at Piney Point and other upgrading courses as well. The steward has forms for all classes. "Do it today," he stressed. Confusion apparently exists as to the forming of the SMU. Some brothers believe this is a plan to undercut the SIU contracts. "We have a lack of communication in this area with the membership, and there are some hard feelings on this point. We feel there should be some material sent to the ships on this matter so we, the membership, can have a better understanding of the situation." A motion was made-that with the reduced deck department-the AB on the wheel should be allowed to sit down on watch when the vessel is not under pilotage. A new microwave will be installed shortly as will "smoke-eaters". This will make life more pleasant, especially for the non-smoking members. A new popcorn machine also is expected soon. Next ports: Norfolk; Va. and Houston, Texas. SEA-LAND FREEDOM (Sea-Land Service), April 11-Chairman L.W. Watson, Secretary L. Lamphere, Educational Director L. Morin, Deck Delegate D. Brown, Engine Delegate R.H. Surrick, Steward Delegate S.Y. Kassem. Some disputed OT is still outstanding in the steward department, and this trip the engine department reported some disputed OT between the SIU and the engineers. No money is left in the ship's fund after purchasing a new VCR in Tacoma, Wash. The chairman checked with the port agent concerning clinic cards. They are good from the time you sign on until you sign off six months later. A vote of thanks was given to the during the last operation. A vote of thanks also went to the deck department. One minute of silence was stood in memory of our departed brothers and sisters as well as for the steward's father who recently passed away. USNS LYNCH (T-AGOR-7), April 2(}Chairman Daniel Eckert, Secretary Reynaldo Z. Vanta, Deck Delegate Luis A. Malave, Engine Delegate Christopher Doyle, Steward Delegate Willie Green. No disputed OT reported. There is no ship's fund at the present time, but this will be taken up at the next meeting. The Lynch still is receiving very poor TV reception, and the VCR in the crew mess is in need of repair as is the stereo. While docked in Gulfport, Miss., the TV was looked at, but there seems to be no improvement. There are also problems with the OT sheets, both with the proper procedures for approving them and with receiving them back on time. This has led to some members being overdrawn. All members were asked to improve their work habits and try to work as a team, especially where sanitary conditions are concerned. Portions of the President's Report in the recent LOG were read which stressed the importance of military ships to the Union. Next port: Port Everglades, Fla. USNS WILKES (Lavino), April 19Chairman Sy Yaras, Secretary John McGill, Educational Director Aaron E. Thompson. No disputed OT. There is $65 in the ship's fund. A new VCR was received for the crew's recreation and is located in the crew lounge. The importance of upgrading was stressed and applications are available from the educational director. It has been a fairly smooth operation so far aboard the Wilkes with no major beefs-at least nothing that can't be resolved aboard ship. There was a man overboard recently. The matter was taken care of promptly and efficiently by the ship's crew. They did a fine job in retrieving the seaman back safely aboard ship. Next port: Kodiak, Alaska. LNG VIRGO (Energy Transportation Corp.), May 3-Chairman Billy Nuckols, Secretary S. Wagner, Educational Director B. Smith, Deck Delegate Mike Said, Engine Delegate Jerry Johnson, Steward Delegate James Robinson. No disputed OT reported. There is $373 in the ship's fund, and $100 was added by a "pilot onboard" pool. OS Michael Collins was taken off ship in Singapore with acute appendicitis. He was operated on three hours afterward. A telex from the company stated that Collins was in satisfactory condition and would be sent home April 30. In Arun, Indonesia this trip, three SIU crewmembers were caught in a restricted area because they were allowed to walk from the gate to the ship. One of them was smoking, and this caused a problem for the captain. In the future, "we would like to have transportation to the ship from the gate." This would eliminate the need for crewmembers to walk through the plant. Related to this problem was a discussion on the conduct of Seafarers while ashore in foreign ports. Since the dollar is low against the yen, members shouldn't be surprised at the high cost of taxis, bar bills, etc. But it should be remembered that Japan has its laws and "we must abide by them." A letter from the company was read stating that all hands must wear safety shoes. Upon boarding the ship, members should show the captain their receipt and he will reimburse them for the shoes (up to $55). Next ports: Osaka, Japan and Arun, Indonesia. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Tuesday, July 7 ...................... 10:30 a.m. New York ............... Tuesday, July 7 ...................... 10:30 a.m. Philadelphia .............. Wednesday, July 8 ................... 10:30 a.m. Baltimore ................ Thursday, July 9 ..................... 10:30 a.m. Norfolk ................. Thursday, July 9 ..................... 10:30 a.m. Jacksonville .............. Thursday, July 9 ..................... 10:30 a.m. Algonac ................. Friday, July 10 ...................... 10:30 a.m. Houston ................. Monday, July 13 ..................... 10:30 a.m. New Orleans ............. Tuesday, July 14 ..................... 10:30 a.m. Mobile .................. Wednesday, July 15 .................. 10:30 a.m. San Francisco ............ Thursday, July 16 .................... 10:30 a.m. Wilmington .............. Monday, July 20 ..................... 10:30 a.m. Seattle .................. Friday, July 24 ...................... 10:30 a.m. San Juan ................ Thur day, July 9 ..................... 10:30 a.m. St. Louis ................ Friday, July 17 ...................... 10:30 a.m. Honolulu ................ Thursday, July 16 .................... 10:30 a.m. Duluth .................. Wednesday, July 15 .................. 10:30 a.m. Jersey City ............... Wednesday, July 22 .................. 10:30 a.m. New Bedford ............. Tuesday, July 21 ..................... 10:30 a.m. June 1987ILOGI19 �Shellback Initiation-Crossing a Strange Line Text and Photography by Leonard Earl Johnson Now that the SIU is manning U.S. Navy ships, traditions nearly forgotten are returing to our members. In 1987 the SIU-crewed USNS Dutton (LSC Marine) operating out of the port of Rio de Janeiro, Brazil sailed over that magical divide, the equator. On one side, say some, water swirls down the drain in one direction; on the other side it swirls down the opposite way. Me, I've never been able to remember on one side how it entered the drain when on the other side, but I do know that a person not having ever crossed the equator is a lowly "Polywog" and will damn well remain one 'til passing through the initiation that turns "Polywogs" into "Shellbacks." When Captain Mauro Rivera took the Dutton over that "hump," out from "The Deep" came Davy Jones, King Neptune and Queen Neptune to oversee two days of ceremony few have seen before through the camera eye. The following photographs report the initiation of ''Polywogs'' into ''Shellbacks" on the USNS Dutton somewhere in the Atlantic not far from the equator. King Neptune (Navy Commanding Officer Bullfinch) sits next to his Queen (SIU OS John Grubbs) on their Anchor Throne for the second day's festivities. - A "dinner" is served the Polywogs on the second day; SIU engine room Polywog, Rudy Salvagio smiles, showing his enjoyment. Davy Jones (Navy Lieutenant Tyson) welcomes "Polywogs" from both the Navy and the SIU. At celebration's end the Polywogs are given a final washing before being named Shell backs. Navy and SIU Polywogs roll on the deck in watery celebration before the watch of Shellbacks and King Neptune and his Queen. 20 I LOG I June 1987 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes MAY 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Joe DiGiorglo, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Algonac ................... 0 19 0 13 0 4 0 2 0 24 6 0 ENGINE DEPARTMENT 0 15 2 0 29 0 0 STEWARD DEPARTMENT 0 11 0 0 5 0 Port Algonac ................... Port Algonac ........... . ....... Port 28 HEADQUARTERS ENTRY DEPARTMENT Algonac ................... 12 0 0 2 0 0 0 Totals All Departments. . . . . . . . O 48 3 0 54 4 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month . 25 6 63 12 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELA~D, Dispatchers Report for Deep Sea MAY 1-31, 1987 Port New York ............... Philadelphia .............. Baltimore ........... .... Norfolk ................. Mobile ................. New Orleans .... .... .... . Jacksonville .............. San Francisco ............. Wilmington .... . .. ....... Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ...... ........ .. St. Louis ................ Piney Point .............. Totals ................. ~, Port New York ............... Philadelphia .............. Baltimore ............... Norfolk .... ... .......... Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington .............. Seattle ......... .. ...... Puerto Rico .............. Honolulu ................ Houston ................ St. Louis .... .. .......... Piney Point .............. Totals ................. Port New York ............... Philadelphia ..... .. ....... Baltimore ...... .. ....... Norfolk ........ . ........ Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington ........ .... .. Seattle ................. Puerto Rico ...... ..... ... Honolulu ................ Houston . ......... ...... St. Louis ................ Piney Point .............. Totals ................. *TOTAL REGISTERED All Groups Class A Class B Class C 51 3 13 14 15 47 32 26 26 28 13 10 36 0 0 17 3 3 8 9 9 8 7 7 9 3 22 11 0 6 1 2 0 3 1 4 3 9 1 2 1 6 2 0 1 TOTAL SHIPPED All Groups Class A Class 8 Class C 34 2 5 9 10 39 24 22 23 26 15 12 32 0 0 DECK DEPARTMENT 1 15 2 2 2 0 8 1 4 1 3 2 4 5 9 6 0 8 3 2 1 0 20 5 9 2 0 0 1 3 ENGINE DEPARTMENT 4 0 0 1 2 0 0 5 0 3 2 0 4 0 2 1 0 8 7 1 1 0 10 9 3 0 0 0 0 0 314 122 36 253 26 2 5 9 16 32 20 12 17 22 3 2 22 0 2 8 2 3 6 5 6 6 3 0 1 1 1 0 2 2 3 2 2 0 8 0 0 0 23 2 7 5 4 27 19 13 12 15 10 5 16 0 2 9 6 1 13 5 0 2 190 75 22 160 21 3 2 6 5 10 9 39 7 22 2 7 2 2 1 0 0 0 0 1 0 3 12 2 0 5 3 20 7 20 7 20 3 5 11 0 3 9 21 0 4 160 3 0 4 5 4 6 5 0 22 2 0 4 66 0 1 0 21 0 0 0 27 118 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ....... _......... New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . Honolulu ................ Houston ................ St. LOUIS ..... ...... . . . Piney Point ... .......... Totals ...... .......... 156 225 236 102 ...... 820 488 321 633 Totals All Department 15 3 3 3 1 22 6 44 10 26 3 6 14 0 0 29 5 3 7 3 13 16 10 10 22 6 8 4 0 11 6 2 0 8 2 13 1 0 5 0 14 3 30 16 3 1 134 3 0 23 23 5 7 5 13 7 6 8 0 0 92 51 27 12 STEWARD DEPARTMENT 1 3 0 1 1 0 1 0 0 0 0 0 2 0 5 2 2 0 1 0 0 0 22 24 0 0 0 0 1 0 38 28 ENTRY DEPARTMENT 11 2 3 0 2 0 7 6 1 5 10 10 1 12 • 13 21 6 1 20 1 0 8 141 90 9 0 0 0 6 13 202 197 383 264 Trip Reliefs 4 0 0 3 1 4 4 4 7 10 2 17 8 0 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 120 9 14 20 16 81 44 54 31 52 27 7 60 0 2 18 3 6 6 10 10 15 11 7 11 4 18 8 0 6 0 0 0 2 1 4 2 8 6 3 1 3 1 0 0 65 537 133 31 3 0 0 1 67 3 10 3 2 4 5 14 8 7 0 1 1 1 0 2 2 3 4 2 0 9 0 0 0 2 8 2 6 9 0 4 3 0 1 9 12 17 58 32 31 15 38 11 3 43 0 6 9 11 2 10 6 0 7 39 345 98 25 3 40 1 4 15 2 8 2 1 5 8 8 6 8 0 1 0 1 0 0 2 0 6 2 7 3 8 0 80 1 0 1 10 31 15 82 14 36 4 11 28 0 5 3 46 4 3 4 55 4 6 8 10 8 22 0 0 1 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 25 12 27 9 27 13 99 14 0 26 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 0 33 2 0 8 101 100 20 41 2 0 5 0 289 30 0 0 113 2 Ohio · 5443 Ridge Rd. 44129 (216) 845-1100 27 11 3 0 6 2 32 5 25 16 3 1 179 8 0 25 0 301 341 316 217 1,472 673 399 *"Total Registered" means the number o men wno actually registered for shipping at the port last month. *•"Registered on the Beach " means the total number of men registered at the port at the end of last month. PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P. . 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Was 2505 1 Ave. 98121 (206 441-1960 ST. LOUIS, o. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of May was up from the month of Apri . A total of 1,497 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,497 jobs shipped, 633 jobs or about 42 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 217 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5, 176 jobs have been shipped. 510 N. Broad Ave. 90744 (213) 549-4000 June 1987 I LOG I 21 �A Good (Safe) Shipmate If you want to pay someone a compliment, you say that he or she "is a good shipmate." We all know what a "good shipmate" is. It's someone who does his work as a professional. It's someone who shows up on time and who is considerate. It's someone you can count on. It's someone you don't have to worry about on the job: he considers your safety as well as his own. For more than 10 years, hundreds of our members have taken advantage of the opportunity of going through the program at the Seafarers Addictions Rehabilitation Center to learn how to be better shipmates. They faced up to their alcohol and drug problems and they sought the help that was there. The program at the Seafarers ARC is based on the highly successful program of Alcoholics Anonymous. That program says that recovery involves more than just staying away from the bottle or the fix, though that is the important first step. The program shows the suffering alcoholic or drug addict how to make some very basic changes which will open the door to a new way of living. It teaches you how to become a happy and useful person. It teaches you how to be a "good shipmate," at sea and ashore. If you think you have a problem with drugs or alcohol, chances are good that you do. There is a way out. Contact your port agent. He will help you to begin the process-and it will be confidential. Believe me, the program works. I know. It has worked for me for more than 10 years. The Editor OIAINELJ TO THE BOTTLE? VN.£0CK YOVR5F.£F, GET#E~P.0 CONV1CT YOU.RPORT AGENT OR G:/.U. AT PINeY 17 POINTjl KNOW YOUR RIGHT ,,- Area Vice Presidents' (Continued from Page 15.) passionate people are trying to fill. ' HIPPING on the Great Lakes is up slightly from last year. Since the coal and agriculture industries are depressed, many people attribute this upswing to a new marketing campaign being waged by the various ports in the region. Earlier this year, for example, the Great Lakes Seaway Development Corporation sent a trade group to Europe to promote Great Lakes shipping. Many port officials feel that more such marketing techniques will have to be employed if Great Lakes shipping is to regain its vitality. Many city and state officials throughout the region are beginning to realize the enormous potential of their waterfront properties. Development projects are sprouting up all around the region. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employer . Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times. either by writing directly to the Union or to the Seafarer Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights. as well as your obligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 22 I LOG I June 1987 The SIU is in favor of such redevelopment if it does not interfere with traditional port activity. This determination has to be done, or course, on a port-by-port basis. One more thing: the Union is monitoring the development of ''free trade'' talks between the United States and Canada. While they have not garnered much attention, these talks could have a profound effect on the maritime industry, especially on the Great Lakes. Some Canadian officials, for example, have raised objections to the Jones Act, saying that it is ''protectionist.'' But it is important to note that the Jones Act is the bedrock of this nation's maritime policy, and the SIU is opposed to having its provisions weakened. KNOW YOUR R GHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain c ies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or oftl'cer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. The work that our members have done in the dredging field made many of these redevelopment projects possible. Over the past few years, for example, dredging projects on the Cleveland River have improved the environmental quality of that body of water and made it much more suitable for commercial redevelopment. Commercial redevelopment of the waterfront, however, is not without its problems. Many real estate firms have tried to overdevelop the waterfront. This has proven to be a problem all across the country, in such diverse locations as Gloucester, San Francisco and New York City. Great Lakes by V.P. Mike Sacco S eport EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111m1un11111un1111111n1111111n1111111n1111111n1111111n1111111n11111un1111111n1111111n1111 patrolman or other Union offi::ial. in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unle s an official Union receipt is given for same. Under no circumtance should any member pay any money for any reason unles he i given uch receipt. In the event anyone attempts to require any uch payment be made without upplying a receipt. or if a member is required to make a payment and i given an official receipt. but feel. that he should not have heen required to make such payment. this hould immediately he reported to Union headquarter . SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political, social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contribution are voluntary. No contribution may be solicited or received because of force. job discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of a~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �6-Month Hill Report Card Shows Some Hope for Maritime (Continued from Page 1.) · Commerce. ''A highly regulated industry that often bemoans the lack of coherent U.S. maritime policy, shipping is quick to exploit quirks in laws and regulations.'' Administration Judgment Questioned Criticism of the Kuwait reflagging plan went far beyond the narrow confines of the maritime industry. The administration could not line up support-military, financial or even moral-from the Gulf countries we were supposed to be protecting. The same was true for our allies in Wes tern Europe and Japan, who are far more dependent upon Persian Gulf oil for their energy needs than we are. Yet in one sense their reticence was perfectly understandable. The same administration that had been secretly selling arms to Iran and diverting the funds to Central America was taking steps that might bring the whole Persian Gulf conflict to a head. Even normally staunch administration supporters like Sen. Richard Lugar (R-lnd.) wanted to know what would happen if an Iranian missile hit an American war ship while it was escorting a "reflagged" vessel. Was the administration prepared to go to war? And if it were, could it sustain its actions over an extended period of time, and would our allies support us? For many members of Congress, the situation conjured up memories of Lebanon, where 242 American marines were killed because their mission was not clearly defined. Trade Stand-Off The Democratic-controlled Congress and the Reagan administration were divided over many other issues besides the Persian Gulf-most notably trade. The growing trade deficit is perhaps the most vivid symbol of America's decline in the world. Within six short years, Japan and the United States, whom one political commentator aptly dubbed ''the Avis and Hertz of the industrial world," have shifted roles. By 1987, both Japan and West Germany had eclipsed the United States in the total volume of their exports. Their ability to raise capital, an important indicator of economic strength, was growing in direct proportion to America's inability to do so. While Reagan tried to blame this on the budget deficit and ''free-spending Democrats,'' former OMB Director David Stockman had a different story to tell. Stockman laid the blame squarely on the shoulders of his old boss Ronald Reagan and said that things would have been much worse had it not been for the ''courage'' of the 99th Congress in proposing new taxes and defense cuts. H.R. 3 Passed The lOOth session of Congress is, if anything, more independent than its predecessor. By the first week of May l the House had already p~ssed an Omnibus Trade bill, H.R. 3, which calls for strict sanctions against those countries which chronically run up huge trade deficits with the United States. The bill contains the controversial ''Gephardt'' amendment, which would reduce the discretionary powers of the president in conducting trade policy. While the ''Gephardt amendment'' has been vilified by many, it certainly has had an effect. Within days of the amendment's passage in the House, finance ministers from Taiwan and South Korea were promising to review their countries' economic policies to see if they discriminated against American companies. Increased interest in unfair foreign trade also had an effect on the way that many government agencies were performing their duties. In order to stave off a trade bill that contained the Gephardt amendment, many agencies were finally starting to enforce laws they should have been all along. Take, for example, the Federal Maritime Commission. It is the agency responsible for processing unfair trading practices in the maritime field. During the first six years of the Reagan administration, ''The FMC was hardly aware that there was a trade problem,'' said Gerald Snow, director of agency affairs for the Transportation Institute. Yet during the first six months of 1987, the FMC was processing at least six such complaints, against Japan (which discriminated against American maritime companies in the autocarriage trade and the high cube field), South Korea (auto-carriage trade), Taiwan (intermodal operations), Peru and Columbia. Even the administration's rhetoric was changing. There was less talk about ''free trade'' and more about "fair trade." Testifying before the Senate Subcommittee on Merchant Marine about a proposed liner reform bill, Marad Administrator John Gaughan had these these things to say: ''These hearings are most timely, as our carriers continue to confront numerous restrictions on their operations abroad, while their foreign competitors encounter no such restrictions in the United States ... [One] of the major elements of the maritime policy of the United States is to preserve and promote competition in ocean shipping, and to seek the elimination of restrictive practices of foreign countries and carriers affecting U .S.-flag carriers in those countries.'' Comprehensive Policy Needed Still, it will take more than just rhetoric to turn things around for the maritime industry. ''In my 40 years in the maritime industry," said Drozak, "I've never seen things this bad." Last year alone, the number of vessels documented under the American registry declined by 10 percent. The largest existing American-flag company, U.S. Lines, was forced to file for bankruptcy. The title of "largest American-flag shipp~ng company" now belongs to Sea-Land. Sea-Land, which recently was taken over by CSX, the railroad conglomerate, employs SIU members on its vessels. The company has a long history of being an industry leader. For many years, it was the only American-flag company to refuse subsidies. It is presently pioneering changes in its intermodal operations. Yet at that same Senate hearing on subsidy reform, Peter Finnerty, Sea-Land's vice-president, said that conditions in the maritime industry were so bad and the lack of a coherent government policy so debilitating that the company might be forced to reflag part or all of its operations. Such a development would have a devastating effect on what remains of the American-flag merchant marine, and the administration didn't even bat an eyelash. The SIU has been very sens~tive to the needs of its companies. It knows that in order to survive today, American-flag operators have to rely on three areas of business: cargo generated by cargo preference laws; cargo generated by the ban on the sale of Alaskan oil, and military work that has been farmed by the Navy to the private sector. Anti-Maritime Bills Introduced Yet there are problems in all three areas. Legislation has been introduced in this session of Congress to repeal the cargo preference laws and the ban on the sale of Alaskan oil. While this legislation is not given much of a chance, it still diverts the industry's attention from the main task at handthe formulation of a comprehensive national maritime policy. In addition, applying for charters under the Navy's Request for Proposals (RFP) process is a frustrating and time-consuming affair. In order to win the right to man just one vessel for a short period of time, private companies have to file 1,000 page RFP's that take thousands of dollars and many months just to process. Absent any clear direction from the adminstration, pro-maritime forces in Congress have tried to fill the void. Yet while the administration has failed to come up with a policy of its own, it can effectively block congressional efforts by threatening to employ a veto. Administration's Lack of Vision The administration's greatest failure, many people believe, has been its inability to see the larger issues involved in the decline of this country's industrial base. Its approach to the maritime industry typifies this lack of vision. "This nation," said Rep. Norman Lent (R-N.Y.) earlier this year, "is on the verge of a total collapse of the private maritime industry-the vessel operators are in deep financial trouble, the ship construction industry has virtually no commercial work, and the availability of trained merchant seamen is very much in doubt.'' The collapse of the maritime industry would have profound consequences for the people of this country. "I do not believe," said Lent, "that our elected representatives, or the president of the United States-not to mention the American people-want to see this nation forced into unthinkable nuclear war just because we do not have enough ships and trained seamen capable of supporting and supplying our nation's conventional armed forces. That is precisely the situation that we will have if we do not turn this condition around.'' While the administration has not come up with a program to revive this country's declining maritime industry, it still remains adept at issuing press a. releases. Administration officials were on hand to speak at the various Maritime Day celebrations around the country. They all congratulated the maritime industry for the important role that it has played in the defense of this country. Veterans Status Denied There was a certain irony to these speeches. Just prior to Maritime Day, the Reagan administration took a strong stand against granting World War II merchant seamen veterans' status and benefits. More than 6,000 seamen were killed during World War II. They suffered the second highest casualty rate of any branch of the services. Writing about the contributions that SIU seamen made to the war effort, John Bunker, former head of the SIU's historical research department, had this to say: ''Despite the havoc (that was being caused on the high seas by German U-boats), no SIU ship was held up for lack of crew. Many crews steamed out to meet almost certain death. ''SIU men made the hazardous run to Russia, including the famous convoys of July and September 1942, which were hit by subs and bombers and lost many ships in those cold, Arctic waters. ''There wasn't a beachhead from Anzio to the Philippines; from Normandy to Okinawa, where SIU crews were not on the forefront of war. They took part in the longest battle of the war, too-the four-year-long battle of the Atlantic-the fight to keep England supplied with food, gas, guns and other supplies . . . '' As Bunker suggested in his history of the SIU, there are certain intangible things that sustain a nation's greatness. Pride of citizenship is one. A sense of community is another. The present administration may talk about patriotism, but the fact it can so casually disregard citizenship require- .._ ments or write off an entire industry says a great deal about its lack of perspective. In the Persian Gulf, as in the war against foreign trade, the administration is on a slow boat to disaster. The captain may be American, but increasingly, the crews are foreign. June 1987 I LOG I 23 �I I I t Seafarers International Union of North America , AFL-CIO June 1987 Legislative , Administrative and Regulatory Happenings Washington Report R.R. JOO The lOOth Congress is six months old. What follows is a run-down on the major maritime bills that have been introduced so far. ''The Maritime Agreements Act. '' Introduced by Biaggi , it would promote the use of bilateral trade agreements . While it has been reported out of the House Merchant Marine Committee, the bill has been singled out by the administration as being an example of " protectionist" legislation. "That is nonsense ," said Drozak. H.R. 3 THE OMNIBUS TRADE BILL. A comprehensive trade bill was passed by the House earlier this year. It includes several SIUbacked provisions which would restore ''fair trade'' to the world shipping markets. Title XI of the bill is an "industry-specific" provision modeled after H.R. 1290, which was introduced earlier this year by Rep. Walter Jones (D-N.C.), chairman of the House Merchant Marine Comm.ittee. Among other things, Title XI would strengthen the Federal Maritime Commission's power to investigate and counter unfair trading practices. H.R. 3 also included the controversial Gephardt amendment, which would force countries that maintain excessive trade surpluses with the United States by engaging in unfair trading practices to alter their policies through negotiations. If that did not occur, then automatic restrictions would be implemented. Section 331 of the bill would extend current restrictions on the export of Alaskan oil to oil pumped in other parts of the country. Section 197 would require the president to negotiate trade agreements with each country which exports more than 50 ,000 vehicles into the U .S. each year. This was based on H .R. 1397, introduced by Rep. Brian Dorgnan (DN .D.). A more comprehensive treatment of the auto carriage trade is contained in H .R. 1364. The Senate has yet to pass its version of the trade bill, although a number of different approaches are being discussed and several pieces of legislation have been introduced. H.R. 82 Introduced by Rep. Mario Biaggi (D-N .Y.), H.R. 82 would amend the Merchant Marine Act of 1920 to require that vessels used to transport waste products be built in the United States. SIU President Frank Drozak submitted a statement to the House Merchant Marine Subcommittee urging enactment of the bill. The legislation was marked up by the House Merchant Marine and Fisheries Committee. Earlier this year a New York federal judge handed down a decision which allowed vehicles engaged in the transportation of waste products to be built overseas. The decision is being appealed. Hallowed to stand, it would needlessly weaken this nation's Jones Act at a time when it needs to be reaffirmed and strengthened. On Capitol Hill, the legislation is being referred to as the "Sewage Sludge Bill" in honor of the products being carried. R.R. 298 Rep. Helen Bentley (D-Md.) has introduced a bill which would require that American mail going overseas be carried on American-flag vessels. At present, a significant portion of this trade is being handled by Communist statesponsored Polish vessels. H.R. 298's counterpart in the Senate, S. 146, was introduced by Sen. Danial Inouye (D-Hawaii). 24 I LOG I June 1987 H.R. 438 Rep. Don Young (R-Alaska) has introduced a bill requiring U.S. ownership, construction and manning of commercial fishing vessels. The SIU places a high priority on passage of this legislation. Hearings have been held at the House Coast Guard and Navigation Subcommittee at which Drozak submitted testimony. A companion bill, H_.R. 1956, has also been introduced, and the SIU is monitoring its development. H.R. 953 While more than 2 million Japanese and several hundred thousand Korean automobiles are exported into the United States each year, American-flag companies are effectively excluded from competing for this lucrative trade. The legislation would impose strict penalties for unfair trading practices in this area. It was referred to the House Ways and Means and Merchant Marine Fisheries Committees. R.R.1397 See H.R. 3 for details. H.R.ISIS A bill which seeks to restore equity to the tuna industry by equalizing tariff rates on all canned tuna imported into the United States. In a letter to the House Subcommittee on Trade (of the Ways and Means Committee), Drozak urged enactment of the bill. Without legislative relief, said Drozak, survival of the American tuna industry is "highly questionable. " The House has passeQ. the annual Maritime Authorizations bill. From the Union's perspective , it is inadequate, though it contains one promising feature : a $48.5 million allotment for increased transportation costs arising out of the 1985 compromise restructuring the Cargo Preference " P.L. 480" program. The bill reflects the administration's shortightedness in two key areas: its determination to kill the vitally important Title XI Loan · · i ure Guarantee pr r to come up with an acceptable plan to reform the liner subsidy program. Existing liner subsidies have begun to run out and no new ones have been approved. The administration's failure to come up with a plan to rehaul the program was cited as one reason behind U.S. Lines bankruptcy last year and Sea-Land's recent threat to reftag all or part of its American-flag fleet. The bill, which was introduced b e . Norman Lent R- .Y. i the Union's legislative priorities. It would broaden the FMC's authority to address unfair trading practices under Section 19 of the Jones Act. It was recently reported out of the House Merchant Marine and Fisheries Committee . R.R. 1097 R.R. 1827 Rep. Walter Jones (D-N.C.) introduced a bill which would require repair of government vessels in U.S . shipyards. The bill went to the House Merchant Marine Subcommittee where there has been no action . Again , one of the legislative priorities of the Union. While the main body of the legislation deals with supplemental appropriations for Fiscal Year 1987, an amendment to the bill would prohibit DOT or Marad from using funds to " propitiate , promulgate or implement" any rules which condone payback of CDS funds. The amendment, which along with the rest of the bill, passed the House, is in response to attempts by Marad to allow four tankers in the foreign trade to repay their subsidies and enter the domestic commerce of this country. This, the SIU has asserted , would destabilize the domestic trade and further weaken this nation's ocean-borne fleet. The Senate considered but failed to include this amendment in its Supplemental Appropriations bill for Fiscal Year 1987. A compromise will have to be reached when representatives from the two bodies meet in conference later this year. R.R. 1235 Known as the Merchant Seamen' s Benefit Act, H.R. 1235 seeks to recognize the contributions that American seamen made to the war effort during World War II by granting them veterans' status and benefits. It was introduced by Biaggi. Drozak urged enactment of this bill at a hearing of the House Merchant Marine Subcommittee. R.R. 1290 Discussed in detail under H.R. 3, the Omnibus Trade Bill. It is considered to be one of this Union's top legislative priorities. R.R. 1725 Introduced by Rep. Robert Davis (R-Mich.), it would take off-shore rigs and vessels out of the Title XI program. The bill, which is presently before the House Merchant ar· Subcommittee, is an attempt to save the vitally important Title XI Loan Guarantee Program by limiting its cost. . . 1803 R.R. 1364 Known as the Auto Carrier bill, it was introduced earlier this year by Jones. It seeks to restore equity to the auto carrier trade between the United States and Japan and Korea. R.R. 1979 Introduced earlier this year by Rep. Ron Wyden (D-Ore.), the bill would allow foreignflag vessels to transport wood products from (Continued on Page 2.) �TheAFL·CIO American Copyright © Federationist 1987 by the AFL-CIO. This material constitutes an internal communication by the AFL-CIO solely to AFL-CIO union members and their families. The Candidates on the Issues -~ ___ , . Bruce Babbitt Joseph R. BidenJr. Michael S. Dukakis Richard Gephardt Albert Gore Jr. Governor of Arizona, 1978-1987; Attorney General, 1975-1978; Attorney, Brown, Vlassis & Bain, 1967-1975; Attorney, Office of Economic Opportunity, 1965-1967. U.S. Senator (Delaware) 1973-; Chairman, Judiciary Committee; ranking Democrat, Foreign Relations Committee Governor of Massachusetts, 1974-1978 and 1982-. Chairman , House Democratic Caucus, 1985-; U.S. Representative (Missouri), 1977-; Board of Aldermen, 1971-1976. U.S. Senator (Tennessee), 1985-; U.S. Representative, 1977-1985; Reporter, Nashville Tennessean , 1970-1976. Jesse Jackson Paul Simon President, National Rainbow Coalition, 1984-; President, Operation PUSH, 1971-1983; Executive Director, Operation Breadbasket, 1966-1971 . U.S. Senator (lllinois) 1985-; U.S. Representative, 1975-1985; Lieutenant Governor, 1968-1972; Newspaper Publisher. 1948-1966. The 1988 presidential election may seem a long way away, but it' s time for the SIU and the Labor Movement to find a candidate we can throw our efforts behind and support. I want to know what you think . Please read these eight pages carefully. The announced and the likely candidates for both parties' nominations responded to a series of questions put to them by the AFL-CIO. I think many of the answers are revealing. Later this year, the AFL-CIO may decide on a presidential candidate to back. Because I will be involved in that decision, I want to know who Seafarers believe would help the SIU and the Labor Movement. After you study the candidates' answers, please write to me and tell me whom you prefer. Any comments on the candidates or the process will be appreciated. Mail your selection by August I to: Frank Drozak, President Seafarers International Union 5201 Auth Way Camp Springs, Md. 20746 Fraternally, Frank Drozak George Bush Vice President of the United States, 1981-; U.S. Representative. 1967-71 ; Ambassador to China , 1974-75; Director of Central Intelligence, 1975-77. Bob Dole Pete du Pont Alexander M. HaigJr. Senate Republican Leader, 1987-; Senate Majority Leader. 1985-86; U.S. Senator (Kansas), 1969-; decorated World War II combat veteran. Governor of Delaware, 1977-1985; U.S. Representative, 1971-1977; State Legislator, 1969-1971. Secretary of State, 1981-1982; Supreme Allied Commander of NATO, 1974-1979; Chief of Staff to President Nixon, 1973-1974; founder IPresident, Worldwide Associates, 1982-. Pat Robertson U.S. Representative (New York), 1971-; Pro Football Quarterback, American & National Football Leagues, 1957-1970. Founder/Chairman, Christian Broadcasting Network, 1959-; founder, Operation Blessing, 1978-; Broadcast News Analyst, 1975-; Chancellor. CBN University, 1978-. �The Candidates on the Issues The AFL-CIO asked 13 declared and potential candidates for the Democratic and Republican Party presidential nominations in the 1988 election to respond in writing to four questions on key issues. The goal is to help our members and their families exercise their civic rights and responsibilities, to become more involved in deciding which candidate or candidates offer the standard of leadership this nation seeks. The American standard of living is under attack. Persistent unemployment and lower pay scales have strained family budgets. Consumer purchasing power is eroding. The good jobs that formed the basis for a stable middle class are disappearing in the face of intense and often unfair foreign competition. At the same time, as the federal role has been re- QUESfION 1 FOREIGN TRADE How would you propose to reduce America's trade deficit and encourage the fair exchange of goods with other nations, while maintaining and improving our standard of living? DE BRUCE BABBITT 2 duced, an increased burden is being placed on state and local governments to provide community services and to rebuild deteriorating public facilities. As the proper role for government continues to be the subject of national debate, American workers and their unions are deeply concerned about the need to provide better jobs, improved education, equal opportunity for all, affordable housing, access to health care, and all the elements necessary to give the next generation a chance at a better life than its parents. These concerns are the basis for the AFL-CIO's questions, which appear below and on the following pages with the candidates' responses. agement is going to have to worry more about building industry for the next decade, and less about next quarter's profits. Management must give workers more say in how industries are run and a share of the profits: workers must accept this responsibility and help America increase productivity and product quality. Finally, we should not ignore the human costs of trade problems. As President, I would use tariff proceeds to fund worker retraining and relocation. And I would support ideas like wage insurance, plant closing laws, and community tax base insurance. I don't want America to withdraw from world trade-nor do I want us to concede defeat to our rivals. Instead, I want us to prevail in the world economy, and I know that we can. MICHAEL S. DUKAKIS The trade deficit has cost two million jobs, betraying the hopes and dreams of families and communities across our nation. Debating "protectionism" versus "free trade" misses the point. Our goal must be competitive American industries and balanced trade internationally. Some say America must de-industrialize. I disagree. We need our basic industries. Our national security cannot become hostage to raw materials purchased, processed and manufactured abroad. To win in world competition, we must invest in education and job training, in first-rate transportation, in clean air and water, and in new technologies that will help both new and older industries. And we must work to keep plants open, help dislocated workers, and provide older workers with new skills. We must address unfair trade practices that subsidize foreign goods and close markets to our products. Where appropriate, we can provide limited relief from foreign competition, but we Free traders tell us, in the face of all the evidence, that there is nothing basically wrong with the system of international trade. Protectionists want to pick fight after fight about unfair trading practices and start an unending cycle of retaliation. My approach is a third alternative entirely. I call it balanced trade. Balanced trade concentrates on objective results ("balance") rather than subjective rules (such as "fairness") which different nations interpret differently. Balanced trade means simply that every industrial country must keep its multilateral trading accounts, the sum total of all its foreign trade, in approximate balance. If you export, you import, and you do it in equal measure. The overall value of what you sell to the world must match the overall value of what you buy. If that is not the case, and you won't balance your accounts, then your victims will balance them for you-with across-the-board tariffs that increase every year. That is balanced trade. It is a new idea in recognition of an old value: overall parity between exports and imports. All it. needs is a President who is bold enough to make it happen. Finally, we must get our fiscal house in order by reducing the record deficits which devour savings, inflate the value of the dollar, attract foreign capital, make America a debtor nation and cost millions of American jobs. JOSEPH R. BIDEN JR. RICHARD GEPHARDT Today's world is more complicated than the simplistic choice between free trade and protectionism. Free trade is a myth-something that never existed. And protectionism would be selfdestruction-a trade war now would be like a nuclear war: there would be no winners. Both options are defeatist. Free traders say we are powerless to change our future. Protectionists say we cannot compete against our rivals and . win. Our next President must respond to unfair foreign trade practices, not with talk, but action. He should sit down with trading partners and put "all the cards on the table": negotiating with them over trade practices, military and foreign aid support, and the value of our currencies. If needed, the President should impose tariffs on those who are unwilling to be fair traders. Our goal must be not withdrawing from world competition but entering it to win. Man- I intend to continue pushing this year, as I did in 1985, for Congress to enact a tough trade policy. The Gephardt Amendment would give this country the teeth we need at the bargaining table, in trade negotiations, to open up closed markets abroad. Other countries found to be engaging in unfair trade practices would have a chance to negotiate a fair trade agreement with the United States. But if they won't come to the table, or if efforts to negotiate fail, or if an agreement is reneged upon by a trading partner, then U.S. sanctions would be systematically imposed under my policy. And we would keep them in place until that country acts fairly and agrees to reduce its surplus by 10 percent per year. No other country in the world can match the productivity of American workers, but other countries are preventing us from competing head to head. They've erected trade barriers and must insist that the industries that benefit from that relief invest and modernize and become competitive. they take us for patsies and chumps because our government won't get tough on trade. We need to get the handcuffs off American workers that have been put on us by unfair trade practices abroad. Just let us compete, that's all, and I know we'll win. And our standard of living will rise when we get America back to work. ALBERT GORE America is in a trade crisis. Over the past six years this Administration has spent and borrowed us into a very deep hole. We're tired of leaders whose idea of free trade is to tell the world, "Here-we've got lots of jobs. Go ahead and take as many as you like!" We need a strong leader who won't tolerate a declining standard of living or an economy that leaks $170 billion a year. What has been lacking is presidential leadership and presidential willingness to back up words with actions in our dealings with trading partners. Our government must also stop making America's problems worse by borrowing more than we can afford. We should target our resources toward longterm prosperity, productivity, and people for a change. America should prepare to compete by making better products than the Germans-not by paying wages that are lower than Brazil's. Our next generation of leaders should know that to win back American jobs, Americans need the best training programs and schools. This country practically invented world trade, and we used it to build a better life for everybody. The next President must inspire this nation to lead the way again-and join with working men and women to bring out America's best. JESSE JACKSON Fair trade is essential to protect our national interests, our vital indl,lStries, and our jobs. An effective national trade policy includes aggressive federal initiatives and coordinated programs to improve competitiveness and increase American exports. We must negotiate trade agreements, through GA TI and bilaterally, that are fair and mutually beneficial. Second, the major cause of our trade deficit is President Reagan's record budget deficits. They have driven up the value of the dollar and made our products uncompetitive in the world. Third, we have lost our industrial and commercial competitiveness in the world because our research and development monies, over half of our scientists and engineers, and six percent of our GNP, goes toward military projects; whµe the Japanese have 75 percent of their scientists and engineers, and their research and development monies, working on industrial, commercial, and economic development. Anation does best what it does most. We are first in military development and they are becoming first in economic development. Lastly, I support international labor rights. American workers can never compete with slave labor markets abroad-nor should we try. I support efforts to oppose foreign governments' actions which blatantly suppress workers' rights, imprison and kill labor leaders, and have virtually no health and safety standards. �PAUL SIMON The devastation of America's industrial base caused by the massive influx of subsidized imports from low wage countries represents the most serious threat to American industry since the Great Depression-as every steelworker, autoworker, machinist, communications and textile worker and every other American worker knows so well. We are in a trade war right now and we are losing it. That erosion of America's industrial base by foreign imports must be stopped soon. Franklin Roosevelt wouldn't have stood for it. Harry Truman wouldn't have stood for it. And neither will I. I didn't care what my Republican (and neoliberal) opponents said when I cosponsored the textile and domestic content bills. And today, I am a cosponsor of the toughest trade legislation currently before the U.S. Senate, including the worker rights and bilateral trade reduction measures. We must be careful that the rhetoric of "competitiveness" doesn't become a new code word for wage freezes, concessionary contracts, and other anti-worker policies. Frankly, we must see how the currently proposed trade legislation works to save American jobs. If the enacted legislation and its actual execution doesn't work, then newer, tougher legislation may be called for. REPUBL CANS GEORGE BUSH The President should always look out for the national interest. First, I support strong and strict enforcement of our trade laws. We must remember, however, that protectionism helps a selected group at the expense of all Americans and overall economic growth. Limiting imports to reduce the trade deficit would: (a) raise prices to consumers; and (b) invite other countries to retaliate against our exports. The result? Loss of American jobs-lots of them. Yes, trade must be fair. We're working hard to make sure that other countries do not subsidize or dump their products here. But the best way to reduce the trade deficit is to expand exports, not restrict imports. We're pressuring other countries to open up their markets by self-initiating unfair trade cases for the first time ever and pushing for a new trade round to bring down barriers to our exports. However, getting our trading partners to compete fairly is not enough. Even if all markets were open, U.S. industry must still work on improving its fundamental productivity. That means resisting efforts to balance the budget by raising taxes. Increasing taxes on business at home can only raise the prices of our products and make them less competitive abroad. Improving our fundamental productivity means making our education system second to none. It means arming our workers with the best technology. It means creating a new partnership between labor and management to strive for excellence and quality in every product we make. If we improve our fundamental productivity and ensure that everyone competes by the same rules, I'm confident that we can keep America number one. BOB DOLE I recommend a four-point program. First we should make our determination clear to foreign nations that they must open their markets if they expect access to ours. A current example is Japan's refusal to provide a larger market share for American-produced auto parts as well as the reluctance of Japanese auto producers in the U.S. to purchase more local components. This requires a strong President who will not hesitate to take vigorous action to promote sales of American products. Second, we need tougher trade statutes to assure injured industries of swift and effective relief from unfair foreign trade practices. The emphasis on adjustment should be increased, so that industry can get back on its own feet and the jobs of American workers don't become dependent on perpetual government assistance. Third, we must address the broader economic issues that contribute to the trade imbalance: budget deficits, global debt, exchange rates, and economic growth. The trade problem does not exist in a vacuum. Finally, we must improve underlying American competitiveness. This means improving our research capabilities, such as federally supported laboratories; increasing our stress on education, particularly in the sciences; increasing labor-management cooperation; raising our savings rate to increase investment; eliminating unnecessary regulation which hampers business productivity. In sum, the American worker deserves better than to be cast to the winds of fate. If workers are allowed to compete fairly, they will compete well. PETE du PONT We should never forget that American workers are today the most productive workers in the world. Our high productivity gives us the highest standard of living in the world, and we must build on our success by continuing to improve productivity for all Americans. When bad government tax and spending policies don't get in the way, Americans can outcompete, outproduce, and outperform anybody in the world. Too often politicians have blamed American workers when their liberal high tax, big spending policies have been the real guilty party. We must reduce taxes which make American products too expensive in world trade. We must reduce unnecessary regulations that hurt our ability to compete. From a long-range point of view, we must improve our education system. We simply cannot prepare our young people for the future with a system designed a century ago. If America is to be competitive, education and training must continue throughout our lives. We need to help those who must prepare for second and third careers-for new work in new industries. Our goal as Americans is to compete-and win. We should never hide behind false walls of protectionism. That is what Herbert Hoover tried to do, and it brought on the Depression. We don't need to hide behind tariff walls. If we insist on open markets, we can win. Some of these markets are closed to us today. This must end. As President, I would negotiate from strength with those nations that use tariffs and other barriers that keep out American exports now. For example, as President, I would refuse to sign any major trade agreement that did not include significant reductions in barriers to our agricultural exports. The Japanese want access to our American markets. They can have it if the Japanese market is opened to Iowa beef and Kansas corn. It's a very simple message to our foreign trading partners: no increase in efforts, no increase in exports. ALEXANDER M. HAIG JR. I believe that America can compete with the best on a level playing field. To level that field, however means much more than the elimination of ~nfair trading practices. Only a small part of our trade deficit is due to such practices. We need a broad-ranging program that recognizes the mutual interest of both America and our partners in a more balanced exchange of goods, not punitive or protectionist measures. First, we should get our fiscal act together. High real interest rates and an unstable dollar due to massive budget deficit have taken a heavy toll of our ability to compete abroadand at home. Second, we should get our industrial act together. Management and labor must forge an alliance to bring America into the new industrial age of greater efficiency and higher quality. Government can help, for example, through worker retraining, tax incentives and regulatory reform. Third, we must at the presidential level take the international lead in expanding free and fair trade rules to cover investment, services, intellectual property and agriculture. The annual economic summits offer an opportunity to accelerate this process. The President should also retain the flexibility he needs to enforce fair trade under current rules. Fourth, we should make clear to our partners that just as we are making the hard economic choices, we expect them to do so as well. Fifth, we should work together to reignite the growth of the less-developed countries, primary customers for our industrial exports, not just prolong their economic stagnation by increasing their debt. JACK KEMP I believe the American labor force can compete and prosper in the global economy. America is the most productive nation in the world. We need to increase our commitment to improving skills, through education and training and further investment in modern plant and equipment. As a national leader for lower tax rates on both wages and investment, I believe we must take further steps to remove artificial barriers to U.S. competitiveness in order to reduce our trade deficit. First, we must take steps to reform the world's monetary system to provide a stable dollar and help bring about lower long term interest rates. Our manufacturing productivity has begun to rise again, but this has been swamped by the wildly fluctuating dollar, high interest rates, and the global recession among our trading customers who are buying less of U.S. products. Second, our goal must not be to raise tariffs which would add a tremendous burden on working Americans, but to open markets for our goods and raise the U.S. standard of living. To end unfair foreign trading practices, we must force competition by lowering, not raising barriers. I have introduced legislation authorizing reciprocal lowering of trade barriers-particularly with the export competitors of countries that refuse to open their markets to U.S. goods-and requiring consumer and taxpayer impact estimates for all trade legislation. PAT ROBERTSON America is now engaged in a global economic battle. Our steel, our automobiles, our heavy machinery, our airplanes, and our farm products must fight to maintain in domestic markets and to gain a share of world markets. No industry can produce its products, purchase its supplies and components, or pay its labor without regard to world competition. To win in this battle, America must: 1. Reduce the federal budget deficit so that the economy can be free of inflationary pressures, and to achieve lower interest rates. We must avoid irresponsible lending to foreign borrowers. The dollar must be rescued from the up-and-down roller coaster of the past several years. 2. American industry must learn to compete in the international arena. Our products must be known as the best in the world. To accomplish this, I propose a partnership between government, management, and labor. Management must encourage laboring men and women to teach them ways to improve quality and production techniques. Labor in turn must recognize that wage increases depend on productivity and sales, not on outmoded techniques and regulations. Government must provide the tax incentives for job retraining to encourage modernization and research and development for America to move ahead. 3. The Smoot-Hawley tariffs sent America and the world into a terrible depression. I favor 3 �I~ free trade as the best program for the farmers, the workers, and business. However, I also favor fair trade. If other nations are consistently cheating on us, I say, "Either open your doors to American products or we will close our doors to you." We must also restore sensible priorities to federal spending. We need a strong defense, but we must also eliminate the waste and mismanagement that weakens our security and diverts resources from other urgent economic and human needs. QUESfION 2 RICHARD GEPHARDT BUDGET DEDCIT How would you reduce the federal budget deficit without hurting working Americans and the poor? Would you rule out raising federal revenues, including tax increases, as a component of deficit reduction? DEMOC JOSEPH R. BIDEN JR. The Reagan Administration has amassed the largest public debt in the history of the nation. This debt will force our children, and perhaps many future generations, to pay for our excesses. We cannot reduce the deficit unless we achieve economic growth greater than the sluggish rate we have now. We can increase growth by addressing third world debt problems and reducing our trade deficits. We must takes steps to reduce deficits steadily over the next few years. Specifically, I propose cutting several billion dollars from the defense budget. I would also convert trade quotas to tariffs, raising more than $10 billion a year. I would also seek to eliminate all waste in government spending through better management and collection practices. New taxes to reduce deficits should be a last resort. If we need to find additional revenues, there are several principles we must apply. First, any new taxes must be based on "ability to pay" and must not make the tax system less progressive. Specifically, I would oppose a value added tax: which would unfairly burden working people. Second, new taxes must not significantly impair our efforts to compete in the world economy. Finally, as a way to ensure future budget control, any proposed new spending programs should be specific as to how they would be paid for. We should be honest about the cost of new priorities. And we must ensure that their burden falls least on the poor and middle-class Americans, who have lost most of the ground during the Reagan years. MICHAEL S. DUKAKIS We cannot create economic opportunity for all Americans if we are burdened with $150$200 billion budget deficits. Record deficits mean record interest payments, an over-valued dollar that damages our competitiveness, and a reduced standard of living for Americans. There are two ways to reduce the deficit. Control spending and increase revenues. We must do both. No serious presidential candidate can rule out new taxes. But instead of rushing to impose new taxes ... on income, on imported oil, on gasoline . . . we should first collect the taxes that are already due. This year, the Internal Revenue Service will fail to collect $110 billion in taxes owed to the Treasury, but not paid. America's working people pay their taxes; they must through payroll withholding. But too many others, including some corporations, do not. We can raise $70 billion in new revenue by bringing tax compliance rates back to where they were in 1965. That's the quickest- and fairest- way to reduce the deficit. 4 My goal isn't to raise taxes, it's to get America back on a steady course and moving again. We absolutely must balance the books. The budget deficit is throwing our economy out of whack and mortgaging the future of our children. Current budget priorities are simply misplaced. I am confident we can strengthen our national security by investing in people. We can't put blinders on when the question of defense cuts or revenue increases comes up. Nothing should be eliminated from the budget debate as long as we make the necessary investments in people-education, health care, job training, nutrition, etc. Every program must be reevaluated, but we must not-we will not-swing the budget axe blindly. I believe Americans are willing to invest in the future of their children. But we can't ask those least able to afford it to do it all. I would propose a budget that shares the sacrifice among those who can bear the burden. So I think it comes down to a combination of cuts and investments, less wasteful spending on things and better investments in people. ALBERT GORE JR. America took 176 years to accumulate a trillion dollar debt. The current Administration needed only five years to double it. This Administration's borrow-and-spend policies have made our products more expensive overseas, cost millions of American jobs, stopped investment in economic growth, and squeezed important social programs. I believe America is ready to reduce the deficit in a fair and responsible way. My first choice for reducing the deficit is economic growth, with more jobs for Americans who will then pay taxes on their income. But we must have a contingency plan as well. We would be willing to share the burden equally, with equal contributions from three areas: cuts in military spending, cuts in domestic spending, and increases in revenue. A tax increase would be a last resort, but the President is wrong to rule it out as part of a comprehensive solution to reducing the deficit. We should not impose a regressive value-added tax which weighs most heavily on working Americans. Instead of cooking the books with phony budget proposals, the next President should put all the facts on the table and lead in the development of a broader consensus on the necessity for a responsible fiscal policy. JESSE JACKSON President Reagan mortgaged America's future through irrational military spending, unfair tax cuts, the use of unemployment to fight inflation, and misplaced national priorities. I'm not convinced we need new taxesthough I have not ruled them out. For example, several studies have shown that there may be annual uncollected taxes up to $100 billion. We need a FAIRER TAX SYSTEM. If new taxes are n((eded, I will fight for a fairer tax system for the middle class, workers and the poor. Second, we need NEW BUDGET PRIORITIES. We need a strong national defense, but we can shift spending from military to domestic without hurting our defense. We can have job creation, job training and retraining, worker safety, education, health care, housing and a clean environment with new priorities. A working America is a taxpaying America. Third, I support an "INVEST AMERICA" plan where greater use of $2 trillion in private pension funds can be earmarked for the rebuilding of America's infrastructure; legislation that gives workers and communities six-month notice before closing plants; workers' option to purchase such plants with government-guaranteed loans; investment tax incentives to corporations conditioned on their willingness to reinvest in this market; and encouragement to corporations to joint venture with local and state governments. PAUL SIMON This Administration has mounted the most concerted and broad-scale attack on the role of government since the 1920s. The stripping of government's needed revenues, combined with a mean-spirited attack on public employees is part of a right-wing Republican effort to roll back every progressive program enacted for the benefit of ordinary American families since the New Deal. That cannot happen. We must move immediately to restore sufficient revenues to meet our nation's pressing domestic needs. We must reduce the pressure of budget deficits on our trade deficit. And, we must reduce the deficit because, as Harry Truman said, deficits only help the rich. The most effective method of reducing the deficit is to put America back to work, and increase our tax base. I alone among the announced presidential candidates opposed the 1986 tax bill because of the unjustified revenue-stripping reduction of tax rates for the super-rich. We must move aggressively to close tax loopholes and reverse the Reagan-inspired erosion of the tax base. Similarly, I believe public service must regain its respected role in our country's life. The Republican effort to destroy public service through privatiz.ation must be stopped! BRUCE BABBITT As Governor of Arizona I balanced nine budgets in a row-simply by saying that some · things are more important than others. My priorities were creating jobs and protecting the interests of those least able to protect themselves. Even through a national recession, my government: • Repealed a regressive sales tax on food. • Boosted spending on public education, public safety, health and human services. • Kept state spending below seven percent of total personal income. What you need to know from every presidential candidate is: What are his or her priorities? And how will he or she pay for them? My priorities are outlined in the following answer. I would pay for them both with budget cuts and revenue increases, all of them targeted on some genuine measure of need. I would not give a mortgage interest deduction for mansions and vacation homes. I would not pay subsidies to corporate mega-farms. I would not build three new generations of nuclear missiles all at once. I would not pay the Vanderbilts and the Mellons the same tax-free social security benefits as a widow in a cold-water flat. .· In short, I would balance the budget by setting humane priorities and standing by them. BOB DOLE Working Americans, even those we seek to help, are especially hard hit by continued budget deficits. The inability of the Congress to consider realistic spending cuts seriously hampers our ability to increase our productivity and growth. Getting the deficit under control is critical to our future. But, in putting together any package of deficit reduction proposals, it is inevitable that someone or some group will feel the pain of spending cuts. I would propose that we try to insure that no one group is singled out unfairly and that we spread the reductions across the broadest possible base. For this reason, I would exempt very few programs from �review, including defense. But there are, of course, some programs which should be given special consideration as they provide crucial benefits to the neediest in our communities, for example Medicaid and the supplemental security income program for the blind, aged and disabled. In deciding how best to reduce federal expenditures the federal government should cooperate more fully with states and localities to determine which services would be most appropriately delivered by those governments, utilizing their resources as a complement to ours. Before proposing the actual reduction of benefits, I would also look at the way our programs are managed in the hopes of reducing administrative costs and increasing their efficiency. Revenues may inevitably play a role in any serious reduction effort. But, I am opposed to any modification of the individual or business rate structure which would have us break the commitment we made to working Americans last year in the tax reform bill. PETE du PONT I have pledged to the American taxpayers, and I repeat this pledge here: I will not raise taxes. I will reduce wasteful and over spending. The federal government must stop thinking of our tax dollars as its piggy bank. I served as the Governor of Delaware for eight years. Before I took office, the state had run a deficit in four of the previous five years. By cutting taxes-not raising them-and controlling unnecessary spending, we in Delaware balanced the budget eight years in a row. Through lower taxes and deregulation, we built a solid record: today, one job in five in Delaware was created during the eight years of my Administration. As President, I will insist that able-bodied people-now on welfare-go to work and become productive, self-respecting workers. This will lower the deficit. And I will end subsidies to corporations and wealthy individuals that continue to cost the taxpayers billions-starting with the $26 billion in farm subsidies that have enriched large corporations and hurt consumers and small farmers. I will not raise taxes. I will control spending. And we will balance the budget. We did it in Q,laware, and with your help, we can stop the lil'>eral high tax, big spending policies that have brought us the deficit. ALEXANDER M. HAIG JR. The federal budget deficit is the product of long-term growth in programs and conflicting theories about how best to raise revenues. Experiments with supply side economics and monetarism have reduced federal revenues even though they have contributed to economic growth and the reduction of inflation. Today, I believe the deficit can be brought down gradually and safely through the application of these principles: 1. No one section of the budget should bear the main burden of reduction. 2. Every area of expenditure should be scrutinized before undertaking additional revenue increases. 3. The budget process itself should be reformed, so that no President should be faced constantly with the choice of shutting down the government or signing a "budget-buster." Clearly, these principles will require a constructive partnership between Congress and the Executive. But that is why we elect them. The alternative, such as constitutional amendments to balance the budget or arbitrary "automatic" cuts across the board are abdication8 of responsibility and will never work if the will to carry them out is not there. JACK KEMP I would rule out a tax increase as a component of deficit reduction. I believe the most compassionate and progressive way to bring the budget into balance is to concentrate on a comprehensive economic policy aimed at reducing unemployment, lowering interest rates, bolstering trade and exports, and eliminating corporate welfare. Unlike many in both parties, I believe that the high interest rate policy of the Federal Reserve is a main cause of the deficit, not an undertaxed work force. The U.S. budget cannot be balanced by unbalancing the budgets of working men and women; therefore, I reject tax increases. Our government must be committed to full employment without inflation. Through strong pro-growth initiatives, the unemployment rate can be reduced-a precondition for a balanced federal budget. Dramatic steps to move our economy to full employment without inflation and achieve a balanced budget must include: First, stable money to bring down interest rates and arrest the commodity price deflation hurting our farmers and manufacturers; lower interest rates would reduce the cost of servicing the national debt and help our housing, automobile, manufacturing, farming, and other interest sensitive industries; Second, stable exchange rates and a reciprocal initiative to eliminate unfair barriers to U.S. exports; Third, labor and capital must be liberated from high tax rates so that American industry can reindustrialize and workers are given the incentives and tools to compete; Fourth, a strong commitment to job training, trade adjustment assistance, and education-to bolster investment in both human and physical capital; Finally, corporate welfare programs must be eliminated and strict limits should be placed on government spending; I favor a line item veto for the President. PAT ROBERTSON The most cruel thing that a government can do to its workers, its retirees, and its young is to load on such an insupportable burden of debt that future opportunities in the American market place are destroyed either by ruinous inflation, or financial collapse and depression. On the other hand government serves well its working people and the poor by doing its part to supply paying jobs through a vigorous and expansionist private sector. The key to cutting the federal budget deficit is to eliminate waste and mismanagement. Our people want government services, but they want a lean and efficient government. The Grace Commission pointed out that $433 billion of government savings are possible over a three-year period. This report has never been implemented. The Packard Commission pointed out savings and efficiencies that would be possible in the Defense Department. Economist Donald Lambro speaking of "Fat City," identified $100 billion of waste in the federal budget. Cuts should be fair and across the board. The question is not whether they are possible with minimum pain, the question is whether we as a nation have politicians with enough guts to put the interests of America above their own. GEORGE BUSH Congress is now considering reducing the budget deficit by raising taxes. This approach cuts against the grain of common sense. Will taxing Americans more make us work harder? Will taxing business more make it invest more? Arguing that higher taxes will be used to reduce the deficit ignores the record of Congress. In 1982, the Democratic leadership promised to cut spending by $3 for every $1 increase in taxes. That promise remains unfulfilled. Pressures for spending in the Congress suggest that higher taxes will not reduce the deficit, but finance more wasteful spending. The challenge of balancing the budget illustrates the need to have a president who can protect the national interest. Many government programs are well-intentioned. But these programs must be financed by taxes, which hurt all Americans, or by borrowing, which future generations of Americans will have to pay back. The need to protect the national interest-both now and in the future-requires a president who can represent all the people by controlling spending and keeping taxes down. Yes, there are cases when government needs to help. One good example is our Administration's proposal for a new $1 billion program to retrain dislocated workers and help them get permanent jobs. But let us not forget our ultimate goal. Let us balance the budget, but let us do it without hurting economic growth and weakening the security of our nation. Keeping this strategic goal in mind, the President and I have achieved the following. 13 million new jobs. Inflation falling from 12 percent in 1980 to just l percent in 1986. Interest rates dropping from 21.5 percent in 1980 to 7.75 percent now. Our defenses strengthened. In sum I believe we can ensure that our best days lie ahead by controlling spending and keeping taxes down. - QUESflON 3 HUMAN NEEDS What role do you see for governmentsfederal, state and local-in such areas as: education, training, employment, health care, housing, equal opportunity, the environment, and programs for the elderly? At your first Cabinet meeting, what instructions would you give to the heads of departments with responsibilities in these areas? MICHAEL S. DUKAKIS Consider the record we built in Massachusetts. We helped working families, and the elderly, by balancing our budgets and by cutting taxes five times in four years. But we also made concern for the most vulnerable members of our society a top priority. Our employment and training (ET) program helped welfare families lift themselves out of poverty and become self-sufficient wage-earning citizens. And we helped 30,000 low-income families find decent, affordable housing. We were the first to use state funds to supplement the federal nutrition program for women and infant children. We quadrupled college scholarship assistance; and increased funds for public higher education by a greater percentage than any other state. We worked hard to provide quality health and home care for older citizens. We committed ourselves to battling AIDS, homelessness, teen pregnancy, adult illiteracy, drug and alcohol abuse, and the failure to provide child support. Now the time has come to provide that kind of leadership from Washington. That is the message I would deliver during my first Cabinet meeting. But I would add that the most important human service program of all is full employment, and that will be a fundamental goal of the Dukakis Administration. RICHARD GEPHARDT Government has one major function, essentially: to protect and defend its citizens. The federal government must act in the national interest, and I would reverse the policies of the past several years that pit region against region, and 5 - �which divide America. All governments, at every level, should be working together, pulling together, instead of shucking responsibility off onto the next guy down the ladder. Under a Gephardt presidency this country would see an unprecedented federal commitment to education. That's the key to building the future of America. We must, and would, do more to combat adult illiteracy, prevent dropouts, help people train and retrain for better jobs, and elevate the aspirations and talent of all our people. We will never be a secure nation as long as our citizens are uneducated, ill-housed, illclothed, ill-fed, and unemployed or underemployed. We will make America first again by making people-human resources-our first priority. I see an America where all leaders share that responsibility, but where the federal government sets the tone and takes the lead. In a Gephardt Administration, I would expect the heads of all departments to lead in that new direction. - ALBERT GORE JR. Americans want a better deal from government. As President, I will set out to find a job for every American who wants to work, and make sure the minimum wage is at a level that assures everyone gets fair pay. I believe we should invest in people for a change, by creating better schools and job training programs. We should launch a national job bank to match jobseekers with job openings, so that if a person is out of work, he or she will immediately have a list of all the opportunities available. We should widen the doors of equal opportunity we fought so hard to open in the first place. America must insist on a cleaner environment, by cleaning up hazardous waste dumps and demanding clean water and clean air. America must guarantee all citizens the right to shelter and increase the supply of affordable housing. We should stand up for social security and give the elderly access to better, less expensive longterm care. And we must make good health care available to everyone at a price they can afford. Finally, we should make it easier for Americans to build strong families, with good schools, quality child care, and meaningful programs against crime and drug abuse. JESSE JACKSON At my first Cabinet meeting I would instruct Cabinet and Department heads that our government will assume the appropriate leadership in these areas to ensure responsible, effective and efficient performance. We will meet our responsibilities to the nation. My priorities include: President Reagan proposed cutting education to $14 billion. I proposed raising education to $25 billion. Unemployment during the Reagan Administration has averaged 8.1 percent. I propose a FULL EMPLOYMENT AND BALANCED GROWTH ECONOMY as the number one priority of a Jackson Administration. I support a national health care system that provides quality health care for all of our citizens based on need and not solely on money; and a new national housing effort that would both shelter our people and help put our people back to work. I strongly support affirmative action and would use the full powers of the Executive Branch of government to firmly, but fairly, enforce the law. A major role must be played by the federal government in cleaning up our environment. We can clean up our environment, create jobs, and generate new taxes at the same time. The measure of the moral character of a nation is how it treats its young, poor and elderly. PAUL SIMON Some believe our nation has reached its full potential. I believe there are areas where government action is needed, and needed badly. I will not wait until my first Cabinet meeting to put together a program; I will move immediately after my election. At the first Cabinet meet- -- - 6 ing, we will have a detailed plan to begin implementing. Quality education must be available to all. The federal government must provide guidance and direct assistance where appropriate. We must raise teacher pay and expand incentives for attracting and retaining excellent teachers. We cannot tolerate 7 percent unemployment. As Franklin Delano Roosevelt did, we need to put America back to work. We need to expand private sector jobs, train and retrain young and old workers, and provide jobs for those who can't find work. Housing programs for the poor, the elderly and those who are handicapped must be revitalized. The social security system and the Older Americans Act must remain viable, providing vital services and support. There must be access to quality health care for all. Medicare must be strong. All Americans must have insurance and be protected from overwhelming medical expenses that leave them helpless. These are the things I stand for. BRUCE BABBITT Three major priorities: 1. Children. One American child in four lives in poverty. That is unacceptable, and I see three urgent tasks. First, we must extend Medicaid benefits to every child in poverty-immediately. Second, we must help make it possible for working parents to find decent child care. Third, we must have m~ive improvements in education. 2. Jobs. You create quality jobs with economic growth, and that means giving ordinary workers a piece of the action. How many times have.you heard executives push for wage cutsand then reward themselves with bonuses for their frugality? No American company should be permitted to deduct an executive bonus as a business expense unless it offers productivity pay for all of its employees. I'd say to every American worker: If you make first-rate efforts-if you pay attention to detail, if you improve the quality of your product, if you find a better way to do the job--you'll have first-rate rewards. 3. Environment. We need legislation on acid rain, groundwater protection, and public lands. I would tell every polluter: if you poison our water you will go to jail, and your money will be spent to clean up the mess. fellow Americans helps all of us. We will need to tap the full potential and energies of all of our people if we are to remain a great country into the next century and beyond. s PETE du PONT The first task for the federal government is to provide for our national defense. Without a strong military-second to none-we would quickly lose all our freedoms. Poland, Afghanistan, Cuba, and Ethiopia are tragic reminders of wh~t it means to be weaker than the Soviet Union. · America must research, build, and deploy the Strategic Defense Initiative as soon as possible. Today, we have no defense against Soviet missiles fired on purpose or by accident. That is a scandal. Some liberals say we should trust the Soviets. I say we should place our trust in the ingenuity, talent, and hard work of the American people to build a strong defense-the technology for which will catapult us ahead of the rest of the world in competitiveness. Another important task is to get drugs out of our children's classrooms. The only way we'll ever guarantee drug-free classrooms is to link drug use with a driver's license. Now this will require random drug testing of teenagers in our schools. But, if we can require vaccinations before kids go to school, we can require drug testing while they're in school. Of course, we must provide counseling and help for young people who need it. But we have to let them know there are penalties-and consequences-for drug use. We have to say, "If you use drugs, you won't drive ... because you won't have a driver's license." For a long time, we've gone after drug pushers. Now it's time to get tough with drug users too. Government must provide opportunity-opportunity for welfare recipients to vault out of poverty, for parents to choose the schools their children will attend, and for young workers to save for their own retirement. My campaign offers specific proposals for changing the policies that keep us from these goals. JOSEPH R. BIDEN JR. ALEXANDER M. HAIG JR. Our primary challenge is to end a decade of the "got mine, get yours" philosophy, and restore our sense of community and common concern. For our young, we must insure that all have decent health care from birth through adolescence. We must give them the best education system in the world We must expand drug education and treatment programs. And we must sponsor new plans to put higher education within the reach of teens from all backgrounds. We must help adults in need by providing shelter for the homeless and training and opportunities for the jobless. Government must give these Americans the help they need so they can help themselves. We must insure that our elderly have a retirement with dignity. They should have the health care they need without spending everything they have worked a lifetime to save. Our next President must lead the government in addressing these pressing problems. The record of the past seven years-of neglect and irresponsibility-must be ended. But the President will have to do more: he will have to challenge the American people to work for these same goals in their neighborhoods, schools, union halls, and communities. He must offer moral leadership and a vision of social justice. He must remind the people that our less fortunate citizens are not "them"-they are a part of ••us." This is not something we should do just out of compassion for those less fortunate. Helping At my first Cabinet meeting, I would say this: the best government is the least government but that which government does, it must do well. The American people, after trial and error, have established a social compact. Our task is to do well, to respect that compact and to encourage social progress. In addition, I would say to the Secretary of Labor that he must always hear the voice of labor. Other Cabinet officials, such as Commerce, Treasury and Defense must do so as well. The American system of federal, state and local government is intended to give us the flexibility to deal with problems at the most effective level. Over the past decade, we have seen a strong revival of state and local capacity to handle such pressing issues as economic development, job training and welfare. Recent studies show that state "workfare" proposals offer more promising results than traditional federal style approaches in the effort to reduce welfare rolls. This new federalism, however, does not relieve Washington of responsibility for matters that it can handle best. Environmental protection goes beyond state or local capabilities. We urgently need changes in our health care system, not just to contain costs but to make sure tliat those costs do not lead to a catastrophe for the elderly and poor. Ultimately, the federal government must also take the lead in combatting the plagues of AIDS and drugs, both of which have an important international dimension. �While education remains a primary task for state and local jurisdiction, the federal government can and should help to restore to our schools a sense of discipline, a respect for humane values and a quest for excellence that are essential to our future as a democratic society. It should also assemble, monitor and evaluate standards of education at the national level. I welcome the new emphasis on mastering the fundamentals-reading, writing and arithmetic -and analytical skills necessary to succeed in our changing society. Our teachers, the custodians of the future, deserve our encouragement and reward~ they strive to improve education especially at the grade and secondary school levels. JACK KEMP The most important thing government can do for people is to provide the ladder of opportunity upon which all can climb, and a floor of help to those who can't help themselves or are in temporary need of assistance. I will instruct my Cabinet to follow policies that will lead to a growing economy of at least 5 percent per year and that will provide a good job at a decent wage for everyone who wants to work. I will work to liberate labor, capital and working families from high taxes and interest rates, and uphold the traditional family values upon which our nation was founded. I will commit my Administration to not only fighting but winning the war on poverty. I will mobilize the power of the private sector to create jobs and opportunity in distressed cities and rural areas through enterprise zones. My Administration will give public housing tenants the chance to become homeowners through urban homesteading legislation. My longstanding and active support for job training, trade adjustment assistance, magnet schools, and protections for workers in the workplace will remain unchanged. I will commit my Administration to ensuring human and civil rights with equal opportunity for all. I believe the social security system is the bedrock of retirement security, and I will uphold its integrity and continue to oppose any effort to reduce benefits to older Americans. PAT ROBERTSON In my own organization we have been involved in feeding, clothing, and housing some 13 million needy Americans. We do it with one-half of one percent overhead. Ninety-nine and one-half percent reaches the ultimate recipient. Some government programs use 70 percent for administration with only 30 percent reaching the recipient. Welfare must be used to bring people into dignity and productivity. It should never be used to create dependency. The greatest problem area of poverty today centers around single women with dependent children. I may be old-fashioned, but it is my feeling that if a man fathers children, it is his job, not the government's to care for them. I also feel that, with the exception of women with children under the age of six, the concept should be payment for productive employment-"workfare" not welfare. For efficiency, and for moral and spiritual support, government should work in partnership with the private medical agencies to care for those truly needy among us. My instructions to my Cabinet would be: "Under no circumstances can a great and powerful nation fail to provide adequate care to its elderly, infirm, and handicapped. We can no longer tolerate the heart-rending sight of people sleeping on grates at the heart of our cities. "Current welfare legislation must be reformed and improved. We must.be compassionate-but that compassion must be tough and efficient as ste"V ards of the taxpayers of America." 1 GEORGE BUSH Americans have never been as well off as they are today. We've created 13 million new jobs, cut inflation, and brought interest rates down. At the same time, we've rebuilt our defenses, while strengthening social security and preserving the social safety net. I have always believed that the best social program is a job. That's why the best way to meet our social needs is to protect the ability of our economy to produce new jobs. We .must k~ep moving forward with policies that ~Ill provide more opportunity, further the creatmn of new jobs, and keep inflation and interest rates down. We must not reverse course. We must not make a U-turn to policies of high taxes and overspending. Those policies failed before and they would fail again. e need to build on our progress and keep movmg forward. Two major challenges we face are education and AIDS. Our Administration has led the crusade to reform American education by bringing back basics and emphasizing achievement and high standards. SAT scores are now rising again after almost 20 years of steady decline. I am convinced that education holds the key to restoring our competitiveness in the world market. I would also seek new ways to improving the ability of middle-class families to meet the rising costs of college. As ~or the AIDS crisis, I pledge my total commitment to a comprehensive national effort to coi;ribat this disease. As President, I would coordinate the efforts of health care professionals, educators, clergy, parents, and all concerned Americans to work together to end this threat to our future. by communicating with their members on the issues, and by endorsing candidates whose positions further the best interests of their membership. What are your views of organized labor's proper role in the political process? DEMOCRATS W. BOB DOLE In defining the role of government I begin with the belief that people at the gr~ roots level- neighborhoods, church congregations rank-and-file union members, and small busi~ ness owners-can usually fashion better ways to meet the needs of their communities than can Washington's bureaucracy. At the same time, as a product of depression-era Kansas and a World War II vet, I understand that there are situations when the government needs to step in and lend a hand. Government at all leyels has a responsibility toward society's less ~ortunate, though the degree of that responsibility and how it is divided among the federal, state, a_nd local governments can vary widely dependmg upon the policy objective. For example, in an area such as civil rights I believe the federal government should play' a strong, primary role. This is why I have supported every major civil rights law and was proud to play a leadership role in the 1982 extension of the landmark Voting Rights Act. On the other hand, in areas like employment, I feel the federal government should be a partner with state and local governments, as well as labor and business, to expand job opportunities for America's workforce. Similarly, I believe that the federal government shares an obligation with s~te and. local governments to help the economically disadvantaged. This is why I ~a~e suppo.rted the Food Stamp program, Med1ca1d, Medicare, increasing access to legal services, and increasing the availability of health care for the unemployed. The central theme in my instructions to all appointees would be to seek out ways to improve the effectiveness and professionalism in the administration of programs, and to the extent further belt-tightening is needed to reduce the deficit, fairness in proposing cuts. QUESfION 4 THE POLIDCAl PROCESS Unions, like many other membership organizations, have historically played an active role in the political process by assisting their members in registering, RICHARD GEPHARDT Democratic victories are won with the help of la~>ar, it's as simple as that, and we can't do without you. I make no bones about the fact that I would welcome the endorsement of the A~erican labor movement. I plan on working with the labor movement to put their membership on delegate slates across the country. I look toward the labor movement to take an active role in organizing our campaign, in recruiting volunteers, and providing financial contributions. .1 share the concerns of the working people of this country-always have, always will. Often as people reach for the stars they forget their beginnings, but not Dick Gephardt. I'm never going to forget the hard work my parents had to put in to provide me with the opportunities I've had in_ life. I want that same kind of country for ~y children and yours, a nation that is proud of Its workers, and where hard work yields fair rewards and opportunity. We're setting out to make America first again by sticking to our strongest values: honesty, trust in people, regard for hard work, and caring about our neighbors. That's what my campaign is all about. ALBERT GORE JR. I~ my experience~ unions have always played an 1mp.ortant role m shaping national policy. When important legislation is on the line organized labor always comes through with' tremendous grass-roots support. Time after time that political involvement saves jobs and make~ the system work. Organized labor has helped me on every one of my campaigns with advice, support, and volunteers. I would not be in the Senate were it not for the hard work of working men and women in Tennessee. I have long been a strong supporter of union participation in the democratic process. Unions help democracy work the way it was meant to-by harvesting ideas at the grass-roots level. Democracy is just as important in the workplace. Economic growth will come when working Americans have more pay and say. JESSE JACKSON I support the right and ability of all citizens an~ _labor to participate fully in the American poht~cal pr~. have spent all of my adult life fightmg ~nd nsking my life for that right. No one has nsk~ more, registered more, politically educated or mvolved more American citizens in the political process. Organized labor is a legitimate interest whose ~ncems ~ust be taken into account by any senous presidential candidate. The rc:>l~ of presidential leadership is to put forth a vision of where the country needs to go how he/ she proposes to get there, allow peopl~ an~ group~ .to see their role in the plan, and inspire all citizens and groups to get involved. I ~av~ fought alongside organized labor all of my hfe m our shared commitment to full em~loyment, .li~eable wages, worker safety, collective ba.rgamm¥, health care, housing, equal opportumty, ~ot~n~ rights and other programs of humane pnontles at home and human rights abroad. I sup~rt org~nized labor's right to speak and ~ct on mternahonal labor and human rights ISSues, and I look forward to continuing our efforts in these important fields. ! 7 �PAUL SIMON American working people and the American labor movement have been the driving force behind every major piece of progressive legislation in the United States in this century. That includes minimum wage, social security, Medicare, basic health and safety legislation, civil rights. And on and on. And, any Democratic candidate for President who doesn't recognize this progressive and central role of the American labor movement does not, in my opinion, understand our history either as a party, or as a nation. In 1984, for example, the members of the AFL-CI 0 provided the Democratic presidential candidate with a dramatic 61-39 percent margin . . The simple fact is that the American labor movement is often way ahead of the Democratic Party in recognizing the issues which concern and move ordinary American working people and voters. The election of 1984 is a dramatic demonstration of that. I see my role in this campaign as the spokesperson of the Roosevelt, Truman, Kennedy Democratic tradition of fighting for American working men and women. I would be proud to carry the banner of the American labor movement and the Democratic tradition into the next election. And, as Harry Truman showed, when we do that, Democrats win! - in Massachusetts have been an important part of the extraordinary economic success that we enjoy. With the full participation of organized labor, we have reduced unemployment to less than 4 percent in Massachusetts. Labor leaders have been essential partners in a coalition that has won passage of strong plantclosing legislation; a comprehensive right-toknow bill; and sweeping reform of our workers' compensation system. Without national leadership from organized labor, we would never have achieved the kind of social and economic progress that is reflected in federal laws governing the minimum wage, the eight-hour day, civil rights, Medicare and Head Start. I have sought support from organized labor throughout my political career, and I do so now as a candidate for the presidency. We need your involvement; we need y9ur leadership; we need the active participation of working men -and women and their families in the 1988 campaign. And I will need your active participation and involvement as President of the United States. REPUBLICANS BRUCE BABBITT The American labor movement has always stood for the protection of those who could not protect themselves. You have led the way to many of this century's most important social welfare advances. As a Democrat, I welcome the vital contribution that the labor movement has made to building my party. There is nothing narrow or selfish in representing the interests of working men and women and their families, and I will be proud to stand with the American labor movement in this presidential campaign. There will inevitably be issues on which we disagree, but I welcome your participation and I intend to work hard for your support. JOSEPH R. BIDEN JR. Organized labor has always been the bedrock of progressivity in this nation. But I believe that 1988 will be a watershed election for labor. At the moment when the standard of living for our workers is no longer rising, we need strong leadership from labor. We are seeing many transitions in the economy which will affect workers. We need more labor protection now, not less, so that the rights of American workers are not sacrificed in this transition. For example, many manufacturing jobs are being lost and are being replaced by service sector jobs which are not organized. I believe labor must organize in those new industries in order to protect worker rights. Over the past six years, business groups have been waging a war on organized labor-trying to roll back most of the gains of the past four decades. The Reagan Administration has tried to undo the entire structure of labor-management relations in this country. The chairman of the NLRB bas gone so far as to attack the very idea of collective bargaining, the most fundamental right of all. It is time for unions and their members to fight back. You have a right and duty to play an active role in politics. You should demand that basic fairness be done for working people, and that we get the nation moving again. I hope that every working man and woman will get involved in the political process in 1988. America's unions should do everything they can to make sure that this happens. MICHAEL S. DUKAKIS PAT ROBERTSON Organized labor has at its disposal vast sums of money held in trust under a tax free status. This money comes from the dues of hardworking Americans. The leaders and members of organized labor - JACK KEMP The proper role of organized labor in the political process is the same as that of all organizations-to work to promote the best interests of its individual members, of free enterprise, and of our nation. As co-founder and president of the American Football League's Players Association, I helped negotiate the first league-wide pension contract in history. I believe in the sanctity of the contract and the right to bargain-and I also respect and uphold individual rights to choose, free of coercion. I have been fortunate enough to receive the endorsement of many labor unions during my campaigns for Congress, and I have learned first-hand that union members vote the candidate, not the political party. The political diversity among American working men and women and their active involvement in the political process bas been good for labor and good for our democracy. I welcome the active involvement of labor in the political process on a bipartisan basis. I believe that organized labor can and must play a key role in the American political pro~- 8 ALEXANDER M. HAIG JR. As Supreme Commander of NATO, I became aware of organized labor's essential international role. In a world often hostile to democracy, American labor leaders have always stood courageously for the principles of human dignity, individual rights and freedom. Through its international efforts, the AFL-CIO has written a unique chapter in the history of human rights, while making an essential contribution to the security of the free world. It is not a question therefore of labor's proper role in the political process. There can be no democratic political process without a strong labor role. Every democratic community has a strong organized labor movement. In countries not yet free, such as Poland, labor unions are the leading advocates of a democratic system. Americans believe that a free people, to be truly free, must also be educated in their political choices. Democracy is not a spectator sport. Every participant is a winner. Only those who fail to participate are the losers. Unions, by assisting their members to understand the issues and the candidates, help this process. These dues are not Democratic money or Republican money, but workers' money. I feel that unions should have the same rights and privileges in the political process as any other non-profit membership organization. However, never should the leaders of unions use their power or the union dues for any candidate in a primary or general election. Political participation is a precious right that should never be abridged to any American. GEORGE BUSH A democracy can only be as strong as its people. If Americans fail to exercise one of our most precious rights-the right to vote-the United States would be a democracy in name only. Over the last two centuries, we've had to struggle, and sometimes even fight, to extend the right to vote to all Americans, regardless of race, color, creed, or sex. Now that we have universal suffrage, we must always protect this most treasured of rights. Communist societies allow their subjects the "right" to vote in theory. Dictators of the leftand the right-ignore what we must never forget: the vital importance of free people voting freely according to the dictates of their conscience. Like other organized groups, labor unions can play an important role in furthering and strengthening our democracy. By encouraging members and their families to register and vote, and by helping to inform them about the issues and candidates, unions can play a valuable role in strengthening freedom. BOB DOLE As the representatives of nearly 20 million workers, it is entirely appropriate and desirable for labor unions to play an active role in the political process by registering voters and communicating with union members on issues critical to their interests. I think, however, the AFL-CIO's decision to attempt to become a force only with the Democratic Party in presidential elections is a grave error that has worked to the detriment of its members. Union members are a politically diverse group, many of whom are proud to be members of the Republican Party. In the last election, 4 7 percent of union households supported the Republican presidential candidate. Therefore, it is time the AFL-CIO leadership abandoned its partisan Democratic role and adopted a more bipartisan approach that better reflects the views of its members. I would like to see the AFL-CIO work within the framework of both national political parties to advance the agenda that is critical to its membership. PETE du .PONT I would like to thank Lane Kirkland for the opportunity to share my thoughts with you. The space here is short, and I hope that as I travel around this great nation of ours, I will have the chance to meet and speak with you. Our Constitution is now 200 years old. It is the bedrock of our liberties, and it gives us all the opportunity to take part in our democracy. Labor unions and other aswciations have an important role to play in our elections, our economy, and the quality of our life. I .do get concerned sometimes when I see how labor union Political Action Committees tend to throw their support behind so many liberal politicians. Many liberal politicians who receive tens of thousands of dollars from labor unions-money paid by you-vote for a weak America. They criticized America when we liberated the brave people of Grenada. Those liberal politicians who vote against every defense bill are no friends of patriotic, hard-working Americans. I urge you as members of a labor union to take an active role as an individual in choosing just what kind of politicians get our dollars. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1987 Description An account of the resource HEADLINES PAY HIKE ON PAR WITH OFFICERS IN NEW CONTRACT PERSIAN GULF PROBLEMS SHOW NEED FOR MERCHANT FLEET CDS PAYBACK DECISION NEARS, DUE JULY 15 DOUBTS SLOW KUWAIT REFLAGGING FLAG OF CONVENIENCE? NATIONAL MARITIME DAY 1987 GOVERNMENT SHIPBUILDING HELP NEEDED TO SAVE U.S. YARDS, DEFENSE PANEL TOLD BAKER-WHITELEY OWES $2 MILLION-SIU FIRM WINS $36 MILLION DREDGE PACT MATE COURSES GEARED TO JOB, NOT JUST TO PASSING EXAMS ANNUAL P.S.C.A INDUCTION OF OFFICERS AWARDS DIINER PROFILE: KAWISHIWI’S 3RD MATE NEW FLEET OILER ADDED STATE SENATOR SUPPORTS WORKERS MSC HOSPITAL SHIP ON HUMANITARIAN MISSION A GOOD (SAFE) SHIPMATE 6-MONTH HILL REPORT CARD SHOWS SOME HOPE FOR MARITIME AMINISTRATION JUDGMENT QUESTIONED ANTI-MARITIME BILLS INTRODUCED VERTERANS STATUS DENIED TRADE STAND-OFF COMPREHENSIVE POLICY NEEDED ADMINISTRATIONS LACK OF VISION H.R. 3 PASSED THE CANDIDATES ON THE ISSUES QUESTION 3 HUMAN NEEDS QUESTION 4 THE POLITICAL PROCESS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 6 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e69ed51c2992550dedccd3c04c9f2a02.pdf 0a6c65a943045e55b47aa64539b5bb3a PDF Text Text Official Publication ol the Seafarers International Union • Atlantic:, GuU, Lakes and Inland Waters District • AFL-CIO Congressional Criticism Is Heavy Few Salute Flag Pole on Kuwaiti Tanker Plan Maritime labor leaders strongly criticized the administration's plan to reflag 11 Kuwaiti tankers under the American flag, and politicians of both parties questioned the plan's political wisdom at recent congressional hearings. But all indications are that those ships will be sailing with U.S. Navy protection this month. Kuwait requested the reflagging in an attempt to protect its ships from Iranian attack in the Persian Gulf, especially through the narrow Strait of Hormuz where Iran can control the area with sophisticated surface-to-ship missiles and other weapons. Kuwait has been a long-time ally oflraq during the seven years of the Iran-Iraq war. It has allowed its ports to be used for shipment of commercial and military supplies to Iraq. Both warring nations have attacked commercial shipping in the Gulf. "We do not propose to address this issue on a foreign policy basis, we do feel qualified to discuss the merits of this scheme as it affects long-established national maritime policy,'' SIU President Frank Drozak told the House Merchant Marine and Fisheries Committee during a day-long hearing on the issue last month. Much of the hearing centered around the manning requirements for reflagging. The administration has used a loophole in a 100-year-old law to claim that only an American captain is needed on each of the reflagged tankers. In addition, it has granted a one-year waiver for certain U.S. safety requirements. U.S. maritime law requires that any ship which flies the U.S. flag must carry a 100 percent U.S. citizen licensed crew and at least a 75 percent U.S. unlicensed crew. During the reflagging paperwork, the Coast Guard claimed that because none of the ships would ever enter or leave a U.S. port, an American citizen crew would not be required. SIU's Sealift Conference Studies RFP's, Manpower and Training SIU President Frank Drozak tells committee members that U.S. seafarers are ready and trained to crew any reflagged tankers. With Drozak are (from the left) James Patti representing the Masters, Mates and Pilots; Ed Kelly, vice president District-2 MEBA, and Joe Penot of the Radio Officers Union. "[This] is apparently based on a provision in the law covering citizenship requirements on U.S.-ftag vessels which provides that after leaving a U.S . port an American-flag vessel operating outside the commerce of the United States can replace both licensed and unlicensed U.S. citizen crewmembers if the operator is 'deprived' of U.S. citizen personnel. This exception to the rule is more than 100 years old and was clearly designed to cover an emergency situation where a U.S. crewmember would not be able to physically meet the vessel . . . This general and temporary exception is little used in today's world where the movement of seamen from a point in the United States to a foreign destination via air transportation is gener(Continued on Page 3.) Marad OKs CDS Payback The SIU's second Annual Sealift Conference brought together labor, industry and military representatives. Military work is the fastest growing segment of the maritime industry, but it also presents many problems. See pages 15-18 for a special report. Jones Act Threatened on Lakes Inland Tug and Tow News Page 3 Pages 6-7 Onboard the Sgt. Kocak and MIV Arion SHLSS News Seafarers Vacation Plan Report Page 8 Pages 9-14 Page 27 Out of the entire maritime community, Marad and a few owners of large tankers are the only groups that ever supported CDS payback. Yet despite some of the most united opposition ever mounted against a proposal, Marad once again approved the CDS payback concept. That means three huge tankers which paid back the CDS funds under a 1985 rule, which a federal judge later declared invalid, will be able to remain in the lucrative Alaskan oil trade. That domestic trade, according to American maritime law, is reserved for nonsubsidized ship operators. In January a federal judge ordered Marad to revise the rule because it did not meet legal requirements. A court will review the new rule and several groups are expected to file suit or seek injunctions against the CDS payback regulations. In addition, a House-Senate conference committee, days after the Marad announcement, passed legislation which prohibits the Department of Transportation from using any funds to implement the new rule. The language is included in the FY 1987 supplemental appropriations bill. Because the rule was issued before the bill was approved, CDS payback supporters say the restrictions do not apply. That issue may end up in court too. One issue that is not in dispute is what the payback rule has done since the tankers were allowed into the domestic trade. Contrary to DOT' s original estimates that seven tankers would repay $277 million in subsidy to the Treasury, during the effective period of the rule only three vessels elected to pay back the subsidy resulting in approximately $106 million being returned to the U.S. Treasury. At the same time, however just as opponents of the rulemaking had predicted, implementation of the rule cost the government $182 million in defaults under the Title XI Vessel Loan Guarantee Program and the Economic Development Administration loan program. If the rulemaking is reinstated, DOT estimates that an additional $88 million in Title XI defaults will occur. However, industry projections indicate that additional defaults will approach $200 million based on the expected decline of Alaska North Slope oil production and the shift in the trade to the West Coast. Historically, the Navy has relied on (Continued on Page 4.) �President's Report by Frank Drozak There are many reasons why the administration's plan to reftag 11 Kuwaiti tankers under the Stars and Stripes is a bad idea. It has drawn criticism from Democrats and Republicans alike for various political and foreign policy reasons. But I'll leave it to the politicians and foreign policy experts to debate the wisdom of the move. I am concerned with maritime implications of the reflagging. It seems as if the SIU, and all maritime interests, have been battling to protect our industry and our job security ever since the Reagan administration took office. We have seen attacks on cargo preference, the Jones Act, subsidies and now crew citizenship requirements. We are dealing with policy makers who are either ignorant of maritime law or are outright hostile to the U .S.-ftag merchant marine. On some days I think it's the latter, on others I hope it's just ignorance. the various maritime unions have come together to fight this assault. I appeared with representatives from the MM&P, D-2, the Radio Officers Union and the NMU at a recent hearing. In addition, all other maritime unions have lobbied against the plan. This united front, rare as it is, may "Under the reflagging plan, the only American citizen who will be required to be onboard a U.S.-flag ship, sailing with U.S. Navy protection, paid for by ·U.S. taxpayers' money, will be the captain. That's just flat-out wrong" Under the reflagging plan, the only American citizen who will be required to be onboard a U .S.-ftag ship, sailing with U.S. Navy protection, paid for by U.S. taxpayers' money, will be the captain. That's just flat-out wrong. The administration based the crewing decision on a 19th century law and even misinterpreted that law. The law says that when a ship is "deprived" of an American crewmember while on a foreign voyage, a seaman of any nationality can be hired. That made a great deal of sense in the last century. Today we can have a Seafarer from anywhere in the U.S. to a ship anywhere in the world within 24 hours. On top of that, I can't figure out how these tankers have been "deprived" of an American crew. We certainly haven't turned down any offer to crew the ships. The NMU hasn't. None of the officers' unions has. Maybe the one silver lining to this reflagging controversy has been that actually accomplish some good. Congress probably will let the 11 tankers sail with only an American captain. But that loophole could very well be closed thanks to an amendment from Rep. Mario Biaggi (D-N.Y.). His amendment to the Coast Guard Authorizations bill would require 100 percent U.S. citizen crews for U.S.flag ships. It approved, that would eliminate the possibility of the U.S. becoming a flag-of-convenience registry. Even today there are 25 U.S.-ftag vessels which do not call on American ports; technically some of those American merchant sailors could be replaced by foreigners. We are hoping that the united support from the maritime industry can get this vital piece of legislation passed. Shannon Wall, Gene DeFries, Ray McKay and I have sent letters to all House members urging their support. I think we'll get it. *** NMU Celebrates 50th The National Maritime Union is celebrating its 50th anniversary this year. Formed from the remnants of the old International Seamens Union in 1937, the NMU has been in the vanguard in the continuing battle to promote job security and rights for all seamen. ''The NMU has an important and a proud place in the history of maritime labor. We've gone around and around with each other in these 50 years, but the bottom line has always been the lives and working conditions of American seamen," said SIU President Frank Drozak. The NMU's first president was Joe Curran, an AB who led a strike on the old U.S. Lines California in 1936. At the time West Coast sailors had established themselves and their union to the point where companies were using hiring halls. Seamen had won the eight-hour day, cash for overtime and higher wages than their counterparts in the East in the ISU. In the fall of that year insurgents within the ISU had grown to a majority of the membership and a large East and Gulf Coast strike was called. In 80 days 25 seamen were killed in skirmishes with "goon squads" and police. But shipowners finally gave in and agreed to pay increases, overtime and the use of hiring halls. In 1937, dissatisfied with both the ISU leadership and the American Federation of Labor (AFL), most members left the ISU and formed the NMU on May 3, and affiliated with the Congress of Industrial Organizations (CIO). In 1938 the SIU was formed and became part of the AFL. While the two unions differed on some issues, there were times of cooperation for common goals. Both unions paid a high price in keeping U.S.-manned ships crewed during World War II. Overall, more than 6,000 NMU and SIU men gave their lives in the war effort. The early ideological differences that separated the two unions were part of a larger split within the labor movement. Yet by 1955, many of those differences had narrowed, as evidenced by the merger between the AFL and the CIO. In the late 1950s the unions threw their joint support into trying to stop runaway, flag-of-convenience ships. A worldwide four-day strike tied up more than 200 ships. Efforts were made to organize foreign seamen into the International Maritime Workers Union formed by the NMU and the SIU. During those years there was talk of merging the two unions, but while the NMU and the SIU have been able to unite on the important issues over the years (the 1970 Merchant Marine Act, Alaska oil ban, Jones Act protection, CDS payback and most recently the Kuwaiti reflagging scheme), getting together has proven difficult. ''The n~ture of the maritime industry has changed dramatically,'' Drozak said, "and we all have to change with it or we won't be there. But the one thing we're both concerned about is the men and women who crew these ships. We want to make sure there is a healthy merchant marine and that the workers sailing are given their due in security and respect. Maybe someday we can set aside our real and imagined differences, but until then we will work together where we can and protect our memberships where we have to." Years ago our fights used to be on the waterfront. Today, this reftagging issue is another example of why playing the Washington game is so important. What is happening on Capitol Hill could mean the loss of hundreds of jobs or the protection of seafaring rights and law. That is why we are here. That is also why we need -your continued support for our Washington activities. It may not always look it, but we're talking jobs when the SIU is talking to congressmen. The Kuwaiti plan is a key example. SPAD is what finances our presence and gives us the power to play in the same game with the corporate giants and the runaway flag millionaires. Keep that in mind. Donate to SPAD. We're talking about jobs and job security. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL·CIO July 1987 Vol. 49, No. 7 Executive Board Frank Drozak President ~71 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Charles Svenson Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor The LOG (ISSN 0160-2047) i~ published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters D1stnc~. AFL-CIO, 5201. Auth Way, Camp Springs, Md. 20746, Tel. 89906~~· Sec?nd-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional ~~1.112g ~~~es. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, 7 2 I LOG I July 1987 �Kuwaiti Reflagging Plans Take Heat from All Sides (Continued from Page 1.) ally done in less than 24 hours," Drozak said. Government witnesses from the departments of State, Transportation and Defense had trouble justifying the interpretation of the law and if the ships were indeed "deprived" of a U.S. crew. When questioned, they simply stated that the since the ships never will call on a U.S. port, American crews are not mandated. Drozak explained to the committee that the crew requirement laws were designed to make sure a pool of trained civilian crews would always be available to the United States in time of emergency. Several other witnesses also noted that American merchant sailors have worked closely with the Navy in training exercises and are familiar with Navy operations. Even James Patti, who testified for the Masters, Mates and Pilots (who are providing the captains for the ships), expressed concern that the Kuwaiti decision on manning will set a precedent for others to reflag without hiring U.S. crews. Some witnesses and committee members asked why little effort was made to suggest the Kuwaitis charter some of the more than 40 modern U.S. tankers now laid up. While that was apparently suggested by Marad Administrator John Gaughan, he said he did not push the idea. "Operators of U .S.-flag vessels have told me that they have offered their services to Kuwait and the administration and been refused," Drozak said. Several bills have been introduced in both houses which would close the loophole allowing the use of foreign seamen on American ships. But there is little indication that any legislation prohibiting the Kuwaiti deal will pass. The Senate Foreign Relations Committee approved a bill to delay the ''American foreign policy succeeds when our mission is clear, when the administration and the Congress act in concert and when the American people understand and support our ·goals. None of these conditions are present in the hastily concocted scheme to flag Kuwaiti tankers . . . This is a sham and a deception, a rent-a-Navyscheme," he said. Drozak and D-2's Ed Kelly confer in the hallway during a break in the hearings. During a break in the day-long hearing, SIU lobbyist Liz DeMato and Marad Administrator John Gaughan trade thoughts. Jones Act on the Table a e a s Hed Between U.S., Canada If you can answer the following question, you have a good understanding of the latest threat to the Americanflag merchant marine. Q: What's the film capital of North America? A: Canada. Surprising? Hardly. The Canadian dollar is undervalued in relation to its American counterpart. Any film producer who crosses the border enjoys an automatic 25 percent price advantage. What does this mean for American seamen? A great deal. Right now, the United States and Canada are in negotiations over a proposed ''free trade'' pact which would eliminate most, if not all, so-called bariers to ''free trade'' between the two countries. On the list of topics to be discussed is the Jones Act, which restricts domestic shipping to American carriers. Mel Pelfrey, vice president of District 2-Marine Engineers Beneficial Association, has met with government officials to make them understand that America's cabotage laws "are not barriers to free trade," but rather part and parcel of this nation's defense and transportation network. They enable, Pelfry says, the United States to sustain "a strong merchant marine, able to carry the nation's commerce and provide assistance to the U.S. armed forces in time of emergency.'' Numerous differences have arisen refiagging, and the House is expected to consider such a move later. But congressional leaders say their action is more an effort to get on the record opposing the plan than to actually stop it. They do not believe they have enough votes to override what would certainly be a presidential veto. The major political objections are that the reflagging would align the U.S. with Iraq in the war and possibly drag the U.S. into the conflict, especially if the tankers or the Navy escorts are attacked. Critics also say the plan has been poorly thought out and is mainly an attempt to counter Soviet influence in the area. The Kuwaitis chartered three Soviet tankers earlier. The oil from Kuwait goes mostly to Europe and Japan, and some congressional leaders have said those countries should help provide protection and foot the bills for escorts. Perhaps the strongest criticism of the plan came from Rep. Tom Lantos (D-Calif.) who called it "ill-conceived and ill-advised." between the two sides. "With under four months to go before negotiators must meet a deadline," wrote Leo Ryan in The Journal of Commerce earlier this month, "the U .S.-Canada free trade talks have entered the critical last phase It promises to be a long, hot summer as the giant poker game draws to a close and the players must close thelf final cards. ''Their deadline is firm: in order for a trade pact to pass Congress under President Reagan's fast-track negotiating authority, the document must be completed by Oct. 5. If it is not, Congress will be free to amend whatever proposal the negotiators come up with ... ·Financial services have grabbed the limelight . . . But Canada is also pushing its own interests on the transportation front, proposing an extension of each country's airline landing rights in the other country. The Canadians are also trying to get Washington to agree to modify at least some aspects of the Jones Act so Canadian ships could get a share of the U.S. coastal trade now restricted to U.S.built vessels manned by U.S. crews and registered in the United States." If the Jones Act is weakened, predicts Pelfry, the Great Lakes fleet would be put out of business. Canada could then seek entry to other U.S. trades, such as the Alaska North Slope oil run, by building a U.S. Runaways-Won't Fly Flag But Seek U.S. Navy Protection When the Kuwaiti-reflagging story broke, Chris Dupin of The Journal of Commerce predicted that shipping companies would waste little time in exploiting any newly publicized loopholes in maritime law. His prediction has already been borne out. Days after the administration announced its decision to reflag the 11 Kuwaiti tankers, the Federation of American Controlled Shipping (FACS) was gearing up its lobbying machine. F ACS, composed of large multi-national corporations which have grown rich by evading American taxes, safety standards and wage rates, opposed the reflagging. Unfortunately, it used the occasion to plug two ofits pet projects: getting the American government to protect Panamanian and Liberian-flag vessels operating in the Persian Gulf, and asking Congress to repeal a provision in last year's tax reform bill which required American owners of foreign-registered vessels to pay taxes on profits they made from the operation of vessels they had dpcumented under foreign registries. F ACS even had the gall to say that these flag-of-convenience owners should be given protection because they '"paid" American taxes. Yet as they were asking for repeal of the Tax Reform Act, they had yet to pay taxes, and they had successfully evaded American taxes, safety standards and wage rates by relocating their operations overseas. More than that, they created a serious sealift crisis for the United States and its NATO allies. deep-sea fleet or acquiring ocean-going tonnage abroad. In the May issue of the American Maritime Officer, Pelfry reported that the following items are now on the table: ( 1) The Merchant Marine Act of 1920-more commonly known as the Jones Act. The law reserves all domestic waterborne commerce for U.S. merchant vessels. (2) U.S. "Buy American" laws, which require federal, state, and local government agencies to purchase goods and services from U.S. suppliers. (3) The Capital Construction Fund program-CCF-set up in the Merchant Marine Act of 1936. CCF allows U.S. shipping firms to defer federal income tax payments on profits invested in American-flag ships built in U.S. yards. (4) The U.S. merchant ship operating differential subsidy program established in the Merchant Marine Acts of 1936 and 1970. ODSA is not available for ships built abroad. (5) The Maritime Administration's Title XI U.S. merchant vessel construction loan and mortgage guarantee (Continued on Page 4.) July 1987 I LOG I 3 �July Marks 53 Years Since "Bloody Thursday" The 53rd anniversary of "Bloody Thursday" was honored by West Coast seamen and unions July 3 in San Francisco. The observance was held on the corner of Steuart and Mission streets, site of a mural/sculpture honoring Nick Bordoise, Howard Sperry and all the maritime workers who stood united during the 1934 Longshoremen' s Strike. Bordoise and Sperry were the two trade unionists killed by San Francisco policemen when employers mounted a campaign to open up the port which had been shut down in the summer of 1934 by striking seamen and longshoremen. As John Bunker, former head of the SIU's Historical Research Department, wrote, the West Coast strike marked the beginning of the modern seamen's movement. ''The Seafarers International Union of North America (and the National Maritime Union) were born in the hectic, strike-ridden days of the Great Depression, the worldwide economic slump of the 1930s," wrote Bunker. The Longshoremen's Strike of 1934 marked a turning point for maritime workers. Their clout had been weakend by decreased membership roles, a worsening economic situation and a bitter defeat during the 1921 general maritime strike. "West Coast dockworkers," wrote Bunker, "had gone on strike May 1934 for more money, a 30-hour week, unionrun hiring halls and a coast-wide contract. "West Coast seamen walked off their ships in support of the dock workers and presented demands of their own for higher wages, union recognition in collective bargaining, and better conditions aboard the ship. East Coast sailors of the ISU (the precursor union of both the SIU and NMU) then decided to support the strike in all areas .... "The owners rejected all demands. ''Shipping in San Francisco and other West Coast ports was soon at a standstill. Within a few days, more than 50 ships were idle at their docks or at anchor. Piers were filled with cargo. "Shipowners and other business interests then determined to open the port. Plans were made through the Industrial Association to run trucks through the gauntlet of pickets to get cargo off the piers, with Pier 38 as a start ... "On the morning of Thursday, July 3, more than 5,000 longshoremen, seamen and curious onlookers had gathered on the Embarcadero near Pier 38 . . . (The picketers and the police became engaged in a bitter fight after a convoy of trucks unloaded dozens of truckloads of cargo). ''There was no action on Independence Day, but by 8 a.m. on July 5 some 3,000 picketers had gathered on the Embarcadero. When a Belt Line locomotive came along with cars for the pier, the battle began again . . . "Pickets set cars on fire, hundreds of policemen charged . . . A full scale engagement began, with bricks and bullets, clubs and tear gas on near-by Rincon Hill, a knoll along the waterfront. When police charged up the hill, shots were fired and two pickets were killed. Scores were wounded. "The unions retaliated by calling a general strike on July 16. This action paralyzed the city. Nothing moved. Stores closed. Only a few restaurants were permitted to open. Business life came to a standstill. "The 1934 strike, which lasted 39 days, resulted in substanitial gains for both longshoremen and seamen, with the latter obtaining wage increases, a three-watch system onboard ship and better living conditions." ILA's Teddy Gleason Retires, Led for 24 Years A little more than 68 years ago Teddy Gleason joined the International Longshoremen's Association. In 1963 he was elected ILA president. The 86-year-old Gleason will retire Augu st I. "The SIU and the ILA have had their differences for years, but I'll tell you this, Teddy Gleason fought for his membership. He was a tough, hard negotiator at an age way past when most men retire," said SIU President Frank Drozak. Gleason began working on the New York docks when he was 15, in 1915. He worked steadily as an ILA docker until the Depression when he was blacklisted from the piers because of his union activity. Shortly after Franklin D. Roosevelt was elected president of the U.S. , laws guaranteeing the right to join labor union were passed , and Gleason once again began work on the docks. In the 1930s he was elected as a local union president and business agent. He advanced through the ILA's ranks as a general organizer, executive vice president and was elected international president in 1963. He is the senior ranking AFL-CIO vice president on the Executive Council. He is also a vice president of the International Transport Workers Federation and serves on its board of directors. Gleason served the ILA during some very stormy times. In 1953 the union was expelled from the AFL-CIO following charges of racketeering and corruption. During that time the SIU Marad OKs CDS Payback (Continued from Page 1.) the privately owned commercial fleet as the primary source to supply it with militarily useful, handy-sized tankers to transport petroleum products dur- ing a national emergency. Citing the disruptive effect of this rulemaking on the commercial fleet since the proposal's initial inception, the Navy in comments submitted to the Maritime Senator Honored in Algonac formed the International Brotherhood of Longshoremen. After six years of battling, the ILA was readmitted to the AFL-CIO in 1959. Waterfront observers give Gleason credit for improving dockworkers' status from low-paid laborers to some of the best-paid and protected blue collar workers. He was able to begin the Guaranteed Annual Income program in 1964, a job security program, and won wage increases in each contract until 1986 when the depression of the maritime industry, a shrinking membership and new competition for jobs forced concessions and wage cuts for ILA members. John Bowers, 61, ILA executive vice president since 1961, is expected to be elected to the top post. Administration on April 28, 1987 opposed reissuance of the payback scheme pointing out that it expects to buy a minimum of 20 tankers at a cost of more than $200 million to meet requirements that the private sector is no longer able to fulfill. On top of this projected outlay, the Navy must spend an additional $1 million per year for maintenance of each vessel in the Ready Reserve Fleet. In addition to the layup of more than Teddy Gleason 10 militarily useful coastwise tankers resulting from the implementation of this rulemaking, our defense posture has been further weakened through the loss of hundreds of seafaring jobs. Such losses only highlight the conclusions reached in the Navy's 1986 Manpower Study that by 1992 the shortage of qualified seafarers for a wartime emergency will amount to more than 8,100 individuals or more than 25 percent of the Navy's requirements. U.S./Canada Hold Lakes Talks Pictured above at a reception held at the Seafarers hall in Algonac, Mich. are (I. to r.) Vernon Wallen, second cook, Lakes member; U.S. Sen. Carl Levin (D-Mich.); John Stafford, deckhand, Lakes member, and Larry D. Querry, SIU Field Rep. Algonac. The reception was held in honor of the St. Clair County Board of Commissioners, sponsored by the St. Clair County Democrats. Levin was an honored guest at the event. 4 I LOG I July 1987 (Continued from Page 3.) program, also established in the Merchant Marine Act of 1936. Title XI backs private financing for U .S.-built, U.S.-flag tonnage. (6) A 1965 amendment to a military appropriations bill requiring that hulls and superstructures ofU .S. Navy vessels be constructed in U.S. shipyards. (7) The Military Transportation Act of 1904, which requires that all U.S. defense cargoes be transported on U.S. flag ships. (8) Public Resolution 17 of the 73rd Congress, which requires that all cargoes generated by U.S. loans be carried on American vessels. The resolution permits waivers to 50 percent when conditions warrant them. (9) The Cargo Preference Act of 1954, which reserves 50 percent of all non-defense government cargoes for American-flag ships. (10) The U.S. maritime-agriculture grain cargo preference pact included in the 1985 omnibus farm bill. That just about covers every single maritime promotional program still on the books. Is it any wonder that Amerika , ABC ' s widely-publicized miniseries on an imaginary Russian takeover of the United States , was filmed north of the border? �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Fred Grandy Sen. Richard Shelby R R EP. FRED GRANDY (R-Iowa) was sworn into the U.S. House of Representatives on Jan. 6, 1987. Winning the seat vacated by Berkley W. Bedell, who chose not to seek reelection due to health problems, Grandy represents Iowa's sixth congressional district, a largely agricultural area in the north-northwest comer of the state composed of 23 counties. Grandy's entrance into politics began shortly after his graduation from Harvard College. His career began as a legislative aide and speech writer for Rep. Wiley Mayne (R-Iowa) who represented Grandy's home district in Iowa. Following his tenure with Mayne, Grandy took some time off to pursue a long-time ambition in the theatre. He has appeared in several successful off-Broadway plays and two feature films. Beginning in 1975, Grandy became best known to TV audiences for his role as "Gopher" in the highly popular series "The Love Boat." Grandy also wrote several scripts for the show. The congressman serves on the House Agriculture and Education-Labor committees. Both of these committees deal with many issues that affect his constituents. House Republican Leader Bob Michel, in commenting on the appointments, called it "almost unprecedented" that a freshman member of Congress is named to two major committees such as these. In his first months in office, Grandy introduced his first piece of congressional legislation and has since cosponsored other bills. "The Agriculture in Transition Program" and the Rep. Fred Grandy "Rural Worker Readjustment Act" were designed to target assistance to areas heavily impacted by the distressed farm economy, resulting in the displacment of farmers. He also mounted a successful charge against a House Resolution that would have commended the European Economic Community for the 30th anniversary of its existence. "Now is not the time to be sending a bouquet to the Europeans," said Grandy, "considering some of their unfair trade practices that are hurting Iowa farmers." Grandy said a host of European import protections and export subsidies have enabled the Europeans to ''drastically reduce the ability of the American farmer to compete fairly for his share of the world market-depressing prices, causing enormous surpluses and expensive storage problems for the American industry.'' It was a symbolic vote, Grandy noted, ''but a safe way to send a strong message to our trade partners in Europe that American farmers are tired of being pushed around.'' ICHARD C. SHELBY of Tuscaloosa, Ala., was elected on the Democratic ticket to the U.S. Senate on Nov. 4, 1986, following four terms as Alabama's seventh district congressman. With a B.A. from the University of Alabama and a law degree from the University of Alabama School of Law, Shelby began his professional career as a practicing attorney and small businessman in Tuscaloosa. After working as the Tuscaloosa City Prosecutor and Special Assistant Attorney General for the state of Alabama, he was elected to the Alabama State Senate in 1970 where he served as chairman of the Legislative Counsel. Following eight years in the Alabama legislature, Shelby was ready to move on. He had worked to strengthen laws against child abuse and child pornography and was strict on the issue of government ethics. Shelby was viewed as a progressive Democrat during most of his Alabama political career, but after his Nov. 7, 1978 election to the U.S. House of Representatives, he managed to erase that reputation, compiling a consistent conservative record on the floor and voting the industry position on all major issues in the Commerce Committee. During those years, however, Shelby was able to establish a strong record of leadership. He sponsored a constitutional amendment requiring a balanced federal budget and pushed initiatives to improve Alabama's and America's business climate. He supported legislation to strengthen the farm credit system and to ease the regulatory burden on small businesses. He fought foreign trade prac- Sen. Richard Shelby tices and worked to provide funding for research on cancer and heart disease and to improve our social security and medicare programs. As a member of the Senate, Shelby sits on the Committee on Armed Services, the Committee on Banking, Housing and Urban Affairs, and the Special Committee on Aging. He is also a member of the Congressional Competitiveness Caucus. The Senate Armed Services Subcommittee on Projection Forces and Regional Defense, of which Shelby is a member, recently held a hearing on the issue of sealift. He attended the hearing and asked Admiral Walter T. Piotti Jr., commander of the Military Sealift Command, what was being done to build up the merchant marine force structure. While the senator believes some progress has been made in this area of late, there is still far to go, and Shelby has given his assurance that he will continue to work toward solving this problem in the months and years to come. E. B. McAuley, Veteran SIU Official, Dies at 63 Eustace "E. B." McAuley, who waged a 16-year battle against a debilitating spinal tumor, died June 11 at the White Bluff Manor Convalescent Center in Savannah, Ga. not far from his home. He was 63. McAuley had served the SIU in a number of important positions and was a participant in some of its major campaigns, including the Isthmian and Cities Services organizing drives and the American Coal beef. From 1954 to 1962 he served as an administrative assistant to the late Paul Hall. Along with Lindsey Williams, Bob Matthews and the late Sonny Simmons, he was responsible for negotiating contracts that led to substantial improvements in the wages, benefits and working conditions of SIU seamen. From 1962 to 1964 he served as this Union's West Coast representative. He was later reasshmed to the port of New York where he helped to train a whole new generation of union officials. "E. B. McAuley taught me everything I knew,'' said Jack Caffey, special assistant to SIU President Frank Drozak. "E.B. had a commanding knowledge of the contract,'' said SIU Vice President Mike Sacco. "He was an incredible teacher.'' McAuley joined the Union in 1946 in Savannah. He was an official observer in the Isthmian elections and was chairman of the ''Stop Work Committee." After his retirement, McAuley continued to monitor events in the Union and maintained a lively correspondence with headquarters. Being laid up really helped him understand the benefits that he and the SIU had helped secure for the membership. Writing about how important his Union pension was, McAuley said, "I was thinking of letting my senator know that Social Security ain't what they say it is . . . Without a good union pension, people in this country ain't got too much goin' for them." Known for his sense of humor, McAuley was well-liked by everyone who worked with him. "E. B. was one of the most articulate spokesmen on behalf of the Union's program who ever climbed a gangway to make a payoff," said SIU Vice President George McCartney. "E.B. McAuley made an important contribution to the development of this Union,'' said SIU President Frank Drozak. "He will be remembered." A special service for McAuley will be held at Seafarers Haven Cemetery in late August where his ashes will be interred. McAuley is survived by a daughter, Janet Dubinski, and two stepsons, Herbert and Joseph Reyes. In the early 1960s, McAuley served as the SIU's West Coast rep, where this picture was taken. July 1987 I LOG I 5 �! lnla Delta Queen's SIU·Crews Win Praise for Professionalism The SIU has always been proud of the fact that this Union produces some of the best seamen and boatmen in the world. The skills and professionalism come from our members' hard work and dedication and from the educational and training opportunities the SIU and the SHLSS provide all Seafarers. The following letter from David W. Kish, Delta Queen Steamboat Co. vice president, is further proof that SIU members can crew any type of vessel that floats. Dear Mr. Drozak: This letter is to express Delta Queen's continued satisfaction with the Harry Lundeberg School of Seamanship. As time goes by, we are using the school more and more, with excellent results. Back in January 1986, we had an initial group of four go for a twoweek course in firefighting, first aid, CPR, safety and seamanship. Last January, the course expanded to three weeks and our number of participants doubled. Beyond this course, we have had quite a few of our people enroll in the standard courses . One crewmember just returned with a QMED and Electronics endorsement and we now have another going for the Fireman-Watertender-Oiler course. Overall, the school has done a number of things for our company. It has improved our operations and the professionalism of our crew. Our loss history is better and we even experienced a decrease in our P & I premiums. There is a certain pride in being skilled at what one does. More than anything, the school has brought our crews that pride. Sincerely, David W. Kish Marine Contracting & Towing The tug Samuel A. Guilds is one of the several boats SIU members crew for Marine Contracting and Towing. SIU Captain Named Docking Pilot President Capt. Henry W. Gamp, a veteran SIU tugboat captain for Curtis Bay Towing Co. in Baltimore, has been elected president of the Atlantic and Gulf Coast Docking Pilots Association. "Docking pilots are tugboat captains who board and then dock ships. We are employed by various tugboat companies. Most of us in fact work for SIU-contracted companies," Gamp said. Capt. James Register of Cape Fear Towing was elected vice president and Capt. George L. Moore of Moran Towing of Florida was re-elected as secretary/treasurer. 61 LOG I July 1987 The Atlantic and Gulf Coast Docking Pilots Association is an organization dedicated to strengthening the common bonds of docking pilots throughout the Atlantic and Gulf Coast seaboard of the United States. It encourages the utilization of docking pilots thus promoting safety in berthing and unberthing in harbor movements. It reviews local, state and national legislation affecting docking pilots and makes proposals and recommendations. We work to increase the usefulness of docking pilots to shipping companies, shipping agents, stevedores, harbor masters and the public at large. SIU Boatman in Charleston, S.C. crew the boats of Marine Contracting and Towing. Pictured above are (I. to r.) Deckhand Walter Lyon Jr., Capt. Steve Browder and Deckhand/Engineer Warren E. Fort Jr. �In Memoriam Curtis Bay's Macleod to Head Moran Towing Pensioner Jack Flemming, 86, succumbed to cancer April 23. Born in North Carolina, Boatman Flemming joined the Union in 1957 in the port of Baltimore. He retired in 1969. Burial was at King Memorial Park in Randallstown, Md. Flemming is urvived by his wife, Larnice, of Baltimore. Clyde M. Merryman, an active SIU member, died Feb. 9 ofa heart attack. He was 54. Born in Arkansas, Boatman Merryman joined the Union in 1973 in the port of Paducah. He sailed in the deck department, most recently with National Marine. Burial was at Pine Hill Cemetery in Jonesboro, Ark. Merryman is survived by a daughter, Beverly J. Hom, and a sister, Rebecca Parish. Chesley R. Sabiston, 49, died March 17 ofrespiratory failure. Born in North Carolina, Boatman Sabistonjoined the Union in 1980. He sailed in the steward department. An active member at the time of his death, Sabiston last sailed with Steuart Transportation Co. Burial took place at the Willis Family Cemetery in Williston, N .C. He is survived by his wife, Elna Inez, of Williston. Pensioner John C. Simpson, 65, died of cancer March 8, Born in North Carolina, Boatman Simpson joined the Union in 1961 in the port of Norfolk. He sailed in the deck department, most recentl y with McAllister Brothers, retiring as a captain in 1982. Burial was at Rosewood Memorial Park in Virginia Beach, Va. Simpson is survived by his sister, Connie H. Leary, of Chesapeake, Va. New Pensioners The following Inland members have retired on pension : Baltimore Adam Wodka Jacksonville John S. Williams Mobile Jerry Lee Carl Sr. New York Robert W. Kutzner Gerald J. Cooke Norfolk Virginia K. Haynie Julian R. Wilson Philadelphia Guenther F. Bischoff Wilmington John L. O'Rourke Malcolm MacLeod (second from left), former president of the SIU-contracted Curtis Bay Towing in Baltimore, has been named president and chief operating officer of Moran Towing and Transportation. Moran is Curtis Bay's parent company and is located in Greenwich, Conn. Pictured are SIU Inland Rep. Frank Paladino, MacLeod, Bill Ditweiler, president of Steamship Trade, and Baltimore Port Agent Bobby Pomerlane. Negotiations at Curtis Bay in Baltimore This is the 1987 Contract Negotiating Committee for SIU members at Baltimore's Curtis Bay Towing. They are (front row I. tor.) Engineer Bill Epps, Shop Rep. Edward Pfrang, Capt. Roman Jankowiak (back row) Mate Robert Gordy and Deckhand Robert Henninger. Dispatchers Report for Inland Waters JUNE 1-30, 1987 Port New York ......................... Philadelphia . ... . .... .............. Baltimore . .. ... ... .. .. . .... . . .. ... Norfolk ................... .. .. . .. Mobile ........................... New Orleans ....................... Jacksonville ....................... San Francisco ............ . .... ..... Wilmington . . .... .. . . .. .......... . . Seattle ..... . .................. . .. Puerto Rico .. .. ... ............. .. . Houston ................ .. ...... .. Algonac .............. . ......... .. St. Louis .. .. ......... . .. . .... . .. . Piney Point .. . .. .. . .. . . . .. . . . . .. ... Totals .. .. ... .. .......... ... . .. .. Port New York .. ....................... Philadelphia . . ........... . ......... Baltimore ... .. ..... . . . ............ Norfolk .......................... Mobile ....... . ................... New Orleans ....................... Jacksonville . .................... .. San Francisco ...... .. .............. Wilmington .... .. .. .. ............ . . Seattle .. ...... ... .. ... ... .. . ..... Puerto Rico ... .. ...... ' ......... .. Houston .......................... Algonac ............... . .......... St. Louis ......................... Piney Point ........................ Totals ........................... Port New York ... ....... . .. . . ...... .. . . Philadelphia . .... .. ................ Baltimore .... . .................... Norfolk .......................... Mobile ........................... New Orleans ................ . ...... Jacksonville ....................... San Francisco ...... ........... .... . Wilmington ..... .... .. .... ....... .. Seattle ......... .. ................ Puerto Rico ....................... Houston . .. . ... .. ................. Algonac ..... .. ................... St. Louis ............... .... ...... Piney Point ..... . .......... ..... .. . Totals ......... . . . . ...... .. ...... Totals All Departments .. .............. *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 0 6 37 1 1 1 0 4 0 0 6 17 0 0 73 0 0 0 12 0 0 0 5 1 0 7 0 3 32 0 Q 0 0 1 4 0 0 0 6 1 21 0 0 0 3 0 0 0 0 0 0 0 2 0 0 0 1 14 4 0 0 0 0 0 0 3 0 0 0 0 14 0 1 0 0 2 58 0 1 0 0 0 0 0 0 3 0 0 0 0 0 0 28 9 4 0 0 0 0 2 0 0 1 0 9 0 0 0 0 0 0 0 0 3 0 1 1 4 0 1 0 0 0 0 0 0 4 0 4 0 0 0 0 6 42 1 1 1 0 0 0 8 1 1 4 0 51 21 0 1 0 0 0 0 6 0 48 0 0 22 0 4 3 0 2 0 0 11 0 0 0 0 0 2 26 0 0 0 0 0 3 89 42 ENGINE DEPARTMENT 0 0 0 0 15 0 0 0 0 0 0 0 2 0 0 2 0 1 0 0 0 0 0 0 20 1 0 0 0 37 0 4 STEWARD DEPARTMENT 0 0 1 0 7 0 0 0 0 0 0 0 0 0 0 1 1 0 3 0 0 0 0 1 0 4 4 40 0 1 0 0 0 0 0 13 0 0 3 0 0 0 3 13 0 6 0 0 0 0 8 0 9 39 7 0 2 0 28 2 0 0 2 60 99 37 85 0 0 0 0 0 0 0 0 0 0 0 0 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 25 0 0 0 0 0 0 0 0 16 0 0 0 0 0 4 4 0 0 0 5 0 0 0 0 0 0 0 41 12 5 0 0 0 0 11 0 0 0 0 0 3 0 0 0 0 3 0 6 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 7 0 2 1 0 3 0 0 0 1 0 0 0 0 1 0 0 0 1 4 12 0 6 0 1 0 15 14 0 13 138 52 61 155 63 103 0 13 10 0 9 114 40 71 0 0 0 1 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month. **" Registered on the Beach " means the total number of men registered at the port at the end of last month. July 1987 I LOG I 7 �All's Well Aboard the Sgt. Matej Kocak The Sgt. Matej Kocak (Waterman) is a smooth running ship, thanks to the efforts of a fine SIU crew. So says Milton J. Phelps, steward/baker, who sent along these photos. The voyage started in Rota, Spain, with a stop in Las Palmas, Canary Islands. The next port of call was Morehead City, N.C., where the ship will lie at anchor for approximately one month. Then, following MSC exercises in the Atlantic, it's up to Boston and back across to Spain where the present crew will be relieved. And from the crew: ''A vote of confidence to President Frank Drozak and the Negotiating Committee for their efforts on our behalf. Keep up the good work!" "Speedy" Sal Buzali, assistant cook Charles Yancey, GSU pantry (left), and Archie Rowe, GSU B.R., in a moment of levity. "Chef Louie" (Louis Babin, chief cook) John Kane, bosun SIU's Arion Pays Off In Tampa The Arion (Apex Marine), SIU's newly-contracted vessel on a recent visit to Tampa. Chief Mate Tony Kostalos (a former SIU member), left, and Bosun Richard Wardlaw at the Arian's payoff in Tampa. At payoff (I. to r.): Jimbo Padgett, QMED; Willie Harris, steward/baker, and Bill Connolly, steward assistant. 8 I LOG I July 1987 James Redgate, AB �Second Annual Sealift Conference SHLSS Is the Key to Manpower Training and manpower requirements for the growing military sector of the Maritime Industry was the thrust of the second Annual Sealift Conference, held June 22-24, 1987, at the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. Participants at the conference included representatives from 15 SIUcontracted companies which have secured military work contracted out by the Navy; officials from the SIUAGLIWD and District 2-MEBA; ma- rine transportation and defense specialists from the Transportation Institute , and representatives from the military and from various government agencies. Bill Hellwege, Sealift training coordinator, gave an overview of the Sealift Maintenance and Operations course; Bart Rogers, manpower coordinator for the SIU, talked about the functions of the manpower office and how this vital operation can be improved. But while the focus of the conference was on manpower and training, it was the Request for Proposal (RFP) process that elicited the most heated discussions. Red Campbell, SIU vice president of contracts, talked about the RFP process and the difficulty involved in obtaining military work that has been contracted out to the private sector. He noted that it often takes more than a year to process such a bid and that companies can spend anywhere from $50,000 to $600,000 just to do the preparatory work on the bid-without any assurances that they will get the work. SIU President Frank Drozak also addressed the RFP problem. "I don't know what's going on," Drozak said , "but the administrative roadblocks in the RFP process have been multiplying.'' Drozak summed up by saying, ''The goal of the MSC program is to have the ships ready for sea at any time they are needed. It will take cooperation from all sides of the triangle-government, management and labor-to make this program work." Bart Rogers, SIU manpower coordinator, talks about manpower procedures and requirements. Bill Hellwege, Sealift coordinator, explains the Sealift Operations and Maintenance program at SHLSS. During the second day of the conference, government and military representatives were asked by Union officials and company representatives for an assessment of the SIU's training program and for suggestions on how to make it more relevant to the military' s needs. "Tell us what you want," said SHLSS Vice President Ken Conklin. "We can do anything here." The information and ideas exchanged during the second Annual Sealift Conference pointed the way toward solving the problems that now exist with the growing military sector work. Taking it a step further, representatives agreed that next year's conference would also include panel discussion groups to address specific issues facing the maritime industry. ~r ~L:~*~i#. t~-~+i? Ken Conklin, SHLSS vice president, welcomes representatives to the second Annual Sealift Conference at SHLSS. Mickey Lewis, MSC, and SIU Vice President Buck Mercer talk about personnel and training requirements on MSTU vessels. Larry Byers, Waterman; Bart Rogers, SIU manpower coordinator, and Anne Kane, Ocean Shipholding. John Hinkell (left), MSC, and Martin Fink, NAVSEA, discuss training and equipment. SIU President Frank Drozak makes a point to Captain Frank J ohnson of Strategic Sealift. Joe Conwell (left), Bay Tankers, and SIU Vice President Red Campbell speculate on T AKR operations during a break. July 1987 I LOG I 9 �- Ron Spencer (left), MEBA-2, and Captain Peter Muth, USCG, consider the common goals of the maritime industry. Laymond Tucker, director of culinary services, addresses the conference on the SHLSS culinary department and what it can do for our companies. SIU Vice President Red Campbell talks about the RFP process. SFC Meany (left) and Lt. Col. Edmunds confer on reserve training at SHLSS. Bart Rogers, SIU manpower coordinator; Larry Byers, Waterman, and Bob Holmstead, MAERSK, share a lighter moment. SIU President Frank Drozak (center left) listens to Lt. Col. Edmunds talk about load-out procedures on military vessels. j From the left: Mike Swayne, Transoceanic Cable; Joe Conwell, Bay Tankers; Bob Rogers, IOM, and Bill Lockwood, IOM, have a final word following the conference. Major Carlos Tibbetts (left) and Bob Bryan, Marad, reflect on "Stick Boom" ships left in the Reserve Fleet. 10 I LOG I July 1987 Richard Evans (left), Puerto Rico Marine, and Chris Krusa, MSC, reminisce during a coffee break. SIU Vice President Red Campbell; Peter Lawrence, AMSEA, and Bill Fennick, AMSEA, listen to a point being made at the conference. Harry Glennon (left), Sea Mobility, makes a point on manpower requirements for the TAGOS ships. �--A High School Diploma Can Open A Lot Of Doors For You ' 'According to statistics, one third of all American adults over the age of 16, and out of school, do not have high school diplomas.'' Thus, since 1970, the Seafarers Harry Lundeberg School of Seamanship has offered seafarers the opportunity to earn their high school equivalency (GED) degree. The skills obtained in the GED program help seafarers in preparing for their job, for future upgrading and college courses, and for their everyday situation. Recently, six seafarers successfully completed the SHLSS GED program . J ohn Davis, Candido Cas t ro, Ronald Koski, Jay Anderson, Willie Lindsey and Glen James have joined over 2 ,000 seafarers who have completed the GED program. Three of these six seafarers have already upgraded since receiving their diplomas and the rest plan to upgrade in the near future. These seafarers recognized the need to improve their skills for upgrading. As vocational education becomes more advanced and specialized, the need for academic skills to master highly technical instructional manuals is evident. SHLSS 's GED program offers skill improvement in the reading areas of science, social studies, and literature as well as in the other content areas of math and English. Diagnostic tests are given in the content areas to determine what the student needs to learn or review. The GED instructors evaluate the tests and design a course of study that will meet each student's specific needs. Students work at their own pace through small group or individualized instruction. Even though the GED program is a non-graded course, the students are given regular progress reports to evaluate their GED performance. These evaluations guide students in their studies. Many students have experienced success in the GED program because of the special learning conditions. With personal and creative approaches used in the GED instruction, the students progress confidently through the course materials. At the same time, interest and motivatiOn is enhanced when enthusiastic instructors demonstrate how basic skills can be applied to the student's maritime career. The program also includes study and test-taking skills which not only prepares the student to sit for the one day state administered test, but also prepares the student for future courses. The GED program is only one of the many successful These SHLSS upgraders recently completed the six-week GED program and have gained the skills and confidence for future vocational courses. Kneeling (I. to r.) Willie Lindsey, Candido Castro, Ronald Koski. Second row: John Davis, Jay Anderson, Glen James. Don't Miss Your Chance to ltnprove Your Skills on't Miss Your Chance-- --To Improve Your Skills-Apply now for the Adult Education program or course that you would like to take in 1987. The Seafarers Harry Lundeberg School of Seamanship Adult Education Department will offer the Adult Basic Education (ABE), High School Equilavency (GED), and English As A Second Language (ESL) programs two more times this year. They will be offered August 3 through September 14 and November 2 through December 14, 1987. These six-week long programs are available to all SIU members who are in good standing with the Union and have paid their dues. It is important to note that seafarers will be given travel reimbursement for successful completion of the Adult Education courses as they do for any of the vocational courses. All the Adult Education programs have been designed to help the seafarer reach his educational goals. The Adult Basic Education program will help improve basic English, reading, writing, math and study skills. The English As A Second Language program can help a seafarer improve his use of the English Janguage by emphasizing reading, writing and speaking skills. The High School Equivalency program will prepare him for the GED exam by studying in the five content areas of science, social studies, English, math and literature. All of these programs stress skills that can be applied to the seafarer's maritime career. Interested seafarers may find it helpful by taking an Adult Education course prior to a scheduled upgrading class. However, seafarers may come back for the Adult Education classes at any scheduled times. In order to register for a course, it is important to send in your application as soon as possible for processing. Applicants can be pretested and arrangements made prior to the scheduled course dates. If you are interested in any of these programs, look for the SHLSS course schedule and fill out the application form in this issue of the LOG. If there are any questions, write to: Sandy Schroeder Director of Adult Education SHLSS Piney Point, MD 20674. educational opportunities offered at SHLSS to prepare the seafarer for the future and the program has already opened doors for many seafarers. How? SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time. You can use these skills: on your job. to improve your skills for upgrading. to further your education. Please send me the area(s) checked below: MATH Fractions D Decimals D Percents D STUDY SKILLS Algebra D Listening Skills D Geometry D How To Improve Your Memory D D Tri~onometry D How To Use Textbooks ~pane) D Spherical) D Study Habits D Test Anxiety D ENGLISH: Writing Skills Test Taking Tactics D Grammar Books D Stress Management D Writing Business Noteraking Know-How letters D D SOCIAL STUDIES D Geography D COMMUNICATION SKILLS D U.S. History Basic Metrics D D Economics * * * Name Street City _ _ _ _ __ State _ _ _ _ __ Zip _ _ _ __ Book No. Social Security No. Department Sailing In _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 11 Cut out this coupon and mail to: Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it today! July 1987ILOGI11 �Navy Seabees and Army Personnel Conduct Combined Training at Seafarers Harry Lundeberg School Military personnel prepare to lift a 40 foot container with our recently acquired 40 foot container spreader. Twelve Navy Seabees and two Army Cargo Handling personnel joined forces to attend the Hagglund Crane course at SHLSS. The Navy men, from the Navy Reserve Cargo Training Battalion in Yorktown, Va., and the Army personnel, attached to the Army Transportation School in Ft. Eustis, Va., trained and worked together under the watchful eyes of Richard Dickerson, crane instructor. This was the first time that two military services trained together at SHLSS. Since June 1986, a total of 105 military personnel have trained on the SHLSS Hagglund Crane. A military truck is lifted clear of the barge as the signalman gives the slew signal which will move the crane to the right. 7~;::~ ~i The signalman on the left gives the signal to raise the jib and the 40 foot container clears the pad. Richard Dickerson instructs his students in placing a Jet engine in its container on a barge. One of the Navy Seabees signals "slew the crane to the right" pnor to hooking up to a semi-truck. HLSS COURSE GRADUATE ";}. Navy Training Group First row: (I. to r.): CMCA Peter Worthington, CM3 Gary Vandoren, Richard Dickerson (Instructor). Second row: CE3 Eugene Boucher, E03 Mark Langdon, CM1 Jeffrey Inman, CM2 Stephen Ohls. Third row: E01 Russell Johnson, SW3 Kurt Searsone, BU1 Steven Miller. Fourth row: CE3 Mark Phillips, BU1 Patrick View, E03 James Swann. QMED Front row: (I. to r.) Jimmy Soto, Chuck Clark, Kenneth Biddle, Ron Koski, Gary D. Fuller, Jose A. Quinones, Charles D. Lore. Second row: Ellis Young, David Dunklin, Milton Israel, Ronald Lukas, Guy V enus, Stephen Mlgllara, Kirk D. Bushell, John Anderson. Third Row: Charles Polk, L. Craig, Stan Spoma, Terrance "T" Reed, Mark A. Sundling. Navy/Army Training Group First row: (I. to r.) SKSN Bolt, BM2 Downey, BM1 Ford, Richard Dickerson (Instructor). Second row: EM1 Jenkins, SFC Mutchie, SN Harvie. Third row: SSG Bellamy, BM C. Schley, BM3 Blackmon. Fourth row: BM1 K. L. Cross, BM1 D. C. Hatt. Fifth row: SK2 Hiiiyard, BM2 G. J. Hawkins, BM1 D. R. Morrow. Lifeboat (L. to R.) Ben Cusic (Instructor), Richard Femetti, Obaid H. Ali. Able Seaman First row: (I. to r.) R. G. Broadway, John Giiiiam, Raymond Corpus, Ronnie Giangrosso, Steve Schwedland. Second row: Jim Brown (Instructor), Sherman Hudson, Glen Roy. Third row: K. L. Kirksey, Biii McNeal. Seallft Operations and Maintenance Kneeling: (I. to r.) Glenn Roy, Ralph Broadway, Raymond Dailey. Second row: Steve Schwedland, John Miranda, Sherman Hudson, John Gilliam, Charles Smith, Harry Alongi (Instructor). Third row: K. L. Kirsey, C. D. Polk, L. Craig, Scott Speed, Ed King. 12 I LOG I July 1987 Steward Recertification First row: (I. to r.) Emanuel Douroudous, Ruperto Peralta, Jaime Quinones, Sigrid Connard, James Jones, Joseph Williams. Second row: Henry Manning, Frederick Washington Sr., Guillermo Thomas, Larry Ewing, Robert Brown, Robert Hess, Laymon Tucker (Instructor). ··~~ Lifeboat (L. to R.) Gebar Ogbe, Ron Giangrosso, June Hughes, Wilhelmina Ortiz. �Steward Upgrading Courses 1987 Upgrading Course Schedule Course Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry August 1987 - December 1987 The following is the current course schedule for August 1987 December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~hie. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Assistant Cook *Sea lift Operations Assistant Cook *Sea lift Operations Assistant Cook * Sealift Operations Cook and Baker * Sealift Operations Cook and Baker *Sealift Operations Chief Cook *Sealift Operations Chief Cook * Sealift Operations Chief Steward *Sea lift Operations Chief Steward *Sealift Operations & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. Course QMED · Any Rating *Sea lift Operations & Maint. Fireman/Watertender, Oiler * Sealift Operations & Maint. Fireman/Watertender, Oiler * Sealift Operations & Ma int. Completion Date December 11 January 8 October 2 October 30 December 4 December 31 Variable Speed DC Drive * Sealift Operations & Maint. Electro-Hydraulic Systems *Sea lift Operations & Maint. September 21 November 2 November 9 December 21 October 30 November 27 December 18 January 15 Refrigeration Containers - Advanced Maintenance *Sealift Operations & Maint. Diesel Engineer - Regular *Sealift Operations & Maint. August 31 October 12 October 12 November 23 October 9 November 6 November 20 December 12 Deck Upgrading Courses Check-In Date August 31 September 28 October 26 Completion Date October 23 November 20 December 18 Sealift Operations & Maintenance August 10 September 28 October 26 November 23 September 4 October 23 November 20 December 18 Celestial Navigation November 2 December 4 Radar Observer August 17 December 7 August 28 December 12 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Towboat Operator September 7 October 30 Inland Deck Shiphandling Simulator October 12 October 16 Course Able Seaman/Sealift Operations & Maintenance Recertification Programs Course Steward Recertification Check-In Date August 31 November 2 Completion Date October 5 December 7 Bosun Recertification September 21 November 2 Completion Date September 2 October 19 October 14 November 30 November 25 January 11 September 2 November 2 October 14 December 14 September 2 November 2 October 28 December 28 September 2 November 2 October 28 December 28 October 16 November 13 November 27 December 24 January 8 February 5 October 30 November 27 December 11 January 8 October 30 November 27 December 25 January 22 October 30 November 27 December 25 January 22 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equlvalency (GED) August 3 November 2 September 14 December 14 Adult Basic Education (ABE) & English as a Second Language (ESL) August 3 November 2 September 11 December 11 Engine Upgrading Courses Check-In Date September 21 December 14 August 10 October 5 October 12 December 7 Check-In Date The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT Towboat Operator August 3 September 7 August 7 September 11 College Programs Course Associates in Arts Check-In Date August 17 October 26 Completion Date October 19 December 18 Third Mate Course Update The Celestial/Terrestrial Navigation-Third Mate course offered at the Seafarers Harry Lundeberg School is a quick paced course and should not be taken unless the student is prepared to surrender his social life to six (6) hours of study per night seven days per week. It is not a course that should be taken lightly, a basic understanding of navigation is needed. Celestial/Terristrial Navigation is offered prior to the Third Mates course and it will last approximately six (6) weeks. It is advisable for the Third Mate candidate to take this course, the basic Celestial and Terrestrial Navigation are very important parts of the Third Mates training. Those who feel proficient in these sections will benefit by this course. They can use the time to hone their navigation skills. Following navigation will be Navi~ation General. Deck General, Rules of the Road and Safety, each section lasting approximately two (2) weeks. Please keep in mind these dates are not rigid. They will fluctuate according to the needs of the student. Celestial and Terrestrial Navigation Schedule March 14, 1988 -April 29, 1988 Third Mate Schedule April 29, 1988 - June 24, 1988 July 1987ILOGI13 �rse c Upgradin ranSHL S 0 Appl .......................................................................................................................................... Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) (City) (State) Deep Sea Member D Date of Birth -~~-_.....---­ Mo./Day/Vear (Middle) Telephone -.......--,---......------(Area Code) (Zip Code) Inland Waters Member D Lakes Member D Pacific D Social Security# _ _ _ _ _ _ Book#_ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Date Book Port Presently Was lssued __________ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From ____.....r-,.--to_.,_____ (dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _.,..__ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D 0 D D D D D D o D D D D STEWARD ENGINE Tankerman AB/Seallft Special AB/Seallft Limited AB/Sealift Unlimited Towboat Operator Inland Towboat Operator Not More Than 200 Miies Towboat Operator (Over 200 Miies) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Piiot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. D FOWT D QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Ref rlgeratlon Systems Maintenance & Operations D Diesel Engine Technology D Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected Motor Vessel D Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance D Hydraulics D Electro-Hydraulic Systems D D D D D Assistant Cook Utility Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Welding D Llfeboatman D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT o Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DYS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount.needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~.~~~~~~~~~~-DATE~~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 14 I LOG I July 1987 c �Manpower and Training on Agenda but ... RFP Problems Highlight SIU Sealift Conference The only way a company can secure military work is through the Request for Proposal (RFP) process. Once the RFP game was just a bit complicated; now it can be a nightmare. That was the message from industry and union delegates at the SIU' s annual Seafiift Conference last month in Piney Point. While the conference's focus was on manpower and training for the growing military sector, the RFP process elicited the most heated dialogue. Participants included representatives from 15 SIU-contracted companies which have secured military work contracted out by the Navy, officials from the SIU-AGLIWD and District 2-MEBA, marine transportation and defense specialists from the Transportation Institute, and representatives from the military and various government agencies. The main topic of discussion turned out to be a recent RFP award. Most people in the industry believe that the award raises serious questions about the RFP process. The Military Sealift Command (MSC) put out an RFP to attract bids for operating a hospital ship. A number of companies spent more than a year preparing their bids, only to find out the MSC had prepared one also and declared itself the winner. Many companies questioned the methods employed by MSC in making its determination. According to an appeal filed by Marine Transport Lines (MTL), which is not an SIU-contracted company, the MSC used questionable figures in computing its wage rates, manning requirements and training costs. MTL also alleged that MSC did not make public information known inside the agency. The MSC turned down MTL' s appeal. While the SIU-contracted companies are competitors for the same work, they made no bones that all private maritime companies share a common concern: to ensure the RFP process be as fair as possible. Interested companies spent anywhere from $50,000 to $600,000 in preparing their bids, only to come away with the impression that the bid was not put out in good faith. Toplevel staffmembers-accountants, researchers and lawyers-spent more than a year preparing the detailed, voluminous and often confusing RFP's. ''If the MSC was not serious about making this RFP,'' said one company representative, "then these people's time and expertise were wasted." ''This decision should not be allowed to stand," said another company representative. ''If it is somehow not overturned, then no one in the business will be willing to spend the time and money going through a process that is perceived as being inherently unfair." The ironic thing, said SIU President Frank Drozak, is that private companies could save the government millions of dollars by operating just one vessel on a short-term basis. "Multiply that by several years and dozens of ships, and you're talking about a potential savings of hundreds of millions of dollars, maybe even billions." Yet there was more on these delegates' minds than just government waste. "Let's not kid ourselves," said one company representative. "The short-term survival of most Americanftag companies depends on obtaining this kind of work. There's nothing else left." That goes for unions even more so, because they don't have the option of re flagging. During the two-day conference, union representatives presented figures demonstratingjust how important this military work is to their survival and to the job security of their members. Take the SIU. During the past three years, the American-flag merchant marine has declined by 25 percent. During this same time, the Union has been able to pick up 58 new vessels generating more than 700 new jobs. No other union can make this claim. As for the stated objective of the conference, reviewing the training facilities at Piney Point, none of the company representatives present expressed any dissatisfaction with the SIU training program. A few company representatives made specific suggestions with regard to the AB Sealift course. A number wrote comments like "excellent" and "very good'' on questionnaires they had filled out before the conference began. During the conference, one or two of the company representatives alluded to the letters of commendation that SIU crews had received in performing support funtions in military operations and exercises. Some company representatives The SIU is willing to go to any lengths to protect the job security of its members, said SIU President Frank Drozak. praised the work that Bill Hellwege and the rest of SHLSS staff have done in building the Sealift program from scratch. Still, the companies had one major concern about the training program, which is that the MSC has not spelled (Continued on Page 18.) Bidding for Military Work Is Costly Not many SIU members understand the difficulty involved in obtaining military work that has been contracted out to the private sector. If it wasn't the only game in town, then most people would probably rather not be bothered with bidding for it. For one thing, even if you get this military work, it is usually only for a short period, the average time being around three years. Once your charter is up, you have to rebid all over again. And there's no guarantee that you'll win. It often takes more than a year to process a bid. Companies spend anywhere from $50,000 to $600,000 just Representatives from various branches of the military discuss the day's events at the second Annual Sealift Conference. to do the preparatory work on the bid. And if a company doesn't get the work, it's money poured down the drain. Lately, there have been a number of disturbing signs that the RFP process is not being conducted properly. This adds one more problem to the Union's list of concerns. When the Union first got involved in going after this work, the average size of a Request for Procurement (RFP) was 200 pages. Four years later, it's 800 pages. "I no longer need to own barbells," said SIU Vice President Red Campbell at the second Annual Sealift Conference. "I now pick up RFP's to stay in shape." "I don't know what's going on," said SIU President Frank Drozak at the same conference, "but the administrative roadblocks in the RFP process have been multiplying. The Reagan administration has to check into this, especially since privatization of this kind of work is the centerpiece of its maritime program.'' Robert Kesteloot, vice chairman of the Transportation Institute and the former head of the Navy's Sealift Division, has a plan to revise the present RFP process to make it more equitable. Among other things, Kesteloot would overhaul the present system of procuring RFP bids, which involves what is known as a two-step process. The two-step process works like this: First, a determination is made to see if a company is "qualified" to perform the work. Once that is deter- mined, the contract automatically goes to the lowest bidder. Sometimes, says Kesteloot, the lowest bidder is not always the best equipped to handle the job. More weight should be placed in finding a contractor who is both inexpensive and qualified. What sometimes happens, said one company official, is that four or five companies will be dubbed "qualified." That puts them all on equal footing, even though one company may have a great deal of experience with the kind of work to be performed (i.e., cable laying) and another one has little or no experience. Still, as the. system now stands, the work automatically goes to the lowest bidder, even if the company has never done the work before. If the company cannot meet its obligations, then the work goes back to the military and is lost to the private sector even though there are qualified companies capable of handling it. Kesteloot would prefer a ''one-step'' system which would weigh both the cost of the bid made by the companies and their work records. Of course, none of the companies could get this work without a ready supply of skilled mariners. "Manpower is our greatest need," said one company representative. "It is important that we be able to fill a slot at a moment's notice." When making a bid, the company not only has to put in a resume for itself, but it has to file separate r.esumes for the crewmembers who are expected to fill the slot. July 1987ILOGI15 �SHLSS Makes Sure Seafarers Have Skills For New Military Jobs Several years ago, SIU officials realized that military work was the only growth area for the private merchant marine. To ensure that Seafarers would have an opportunity to work these specialized jobs, new training programs were designed to meet the military's needs. In addition, these programs provide SIU-contracted companies with reliable and trained manpower when they bid for the military work. The goal of the Seafarers Harry Lundeberg School of Seamanship (SHLSS) is to provide sealift training to all SIU members. Because of the reduced manning level found aboard military contracted vessels, it is necessary that crewmembers from the deck, engine and steward departments be appropriately trained. The SIU presently has under contract or has bids on 80 ships with various companies. This has led to a need for a more coordinated effort and cooperation for training. Since an estimated 60 percent of the work available to SIU members will be in the military sector by 1990, the training for the military ships has become essential. As in any new program, there are problems to solve and new potentials to be explored. This conference is designed to do both. With the shipping companies, labor and government working hand-in-hand, this can certainly be accomplished for the benefit of all concerned. Training is the KEY to the success of this industry, and we want to make this program the best-and it will be with your help. The Sealift Operations and Maintenance Program was developed in early 1984 by the vocational teaching staff at the school. The program was designed to meet the training requirements to man and operate the specialized equipment of military-contracted ships. The first program was developed when a contract was awarded to Inter-Ocean Management for the Keystone State ACS-I, which was the first heavy lift crane ship. This type of ship operation was new to all concerned and placed a unique training requirement upon the school. Personnel have to be trained to operate the heavy lift cranes. This requirement was met in two ways. The first was to send a deck instructor from SHLSS to the ship to observe procedures and collect data that could be implemented in a curriculum for the crane course. Shortly afterward, a three-day training course for crane operations was established at the school, and SIU members were sent to the school prior to reporting aboard the Keystone State. Crewmembers were then given additional classroom instruction along with hands-on training by SHLSS instructors aboard the Keystone State. These training procedures established the crane operator pool required to meet manning needs. The second was to acquire a 32-ton Hagglund shipboard crane for installation at the school. The crane allowed the school to conduct training without the constraints or interferences of everyday shipboard activities. The next major development in the school's program occurred when a contract was awarded to Sea-Land forfourT-AKR class ships (converted SL-Ts) for military use. A need for additional training besides crane operations became evident. The task then became to train the ships crews in all phases of sealift operations. This was done in two ways. First, a deck instructor from the school was sent to these ships to coordinate training of the crew. Second, members were trained at the school so that a large manpower pool of trained seafarers would be available to man these ships. The program design developed from these two early experiences includes Underway Replenishment, Helicopter Operations, Damage Control, Fork Truck Operations and Crane Operations. The School's acquisition of the Hagglund crane, in addition to the school's extensive watertront equipment, optimized the school's training capabilities to conduct the above listed programs. A large classroom with a capacity for 40 students was exclusively designed for the use of the Sealift course. Conferees Impressed With SIU/D-2 Unity News NewJ News Delegates to the second Annual Sealift Convention were quick to see the close working relationship between the SIU and District 2-MEBA. For many people, that was the highlight of the two-day conference. In an industry where unity is an often stated but rarely achieved goal, the working relationship between District 2 and the SIU-AGLIWD offers an important lesson. While other licensed unions have tried to infringe upon the job security of unlicensed seamen, District 2 understands that seamen must unite if they are to protect their interests in a changing world. Alone among the licensed unions, it has encouraged unlicensed seamen to make their way up the focs'le. A good number of District 2 members got their start in the industry sailing as wipers or ordinary seamen in the SIU-AGLIWD. The close working relation- 16 I LOG I July 1987 Only a few years know Baldomero Lo Bobo. Now they are military-contracted sh others. The SIU has been a and ready crews for While others in the m moan and groan a industry, the SIU-i bership-is forging ah security and to provide Following is the list ships crewed by the S SHIP Algol Altair American Cormorant Alatna Antares Assurance Baldomero Lopez Bellatrix Bonnyman Cape Decision Cape Douglas Cape Ducato Cape Henry Cape Horn Cape Hudson Capella Chatahoocbee Contender Cpl. Louis Hauge Denebola Gem State Grand Canyon State Gus W. Darnell Harry Fisher Indomitable Jack T. Lummus Keystone State Lawrence Gianella Ron Spencer, director of Marine Engineering for D-2's Navigation School, chats with a representative of the military. Dwindling crew sizes are making it very difficult to maintain vessels, he said. "Let's not kid ourselves," said Harrison Glennon, president of Sea Mobility Inc. ''Military work is the only game in town.'' Curriculum Development The curriculum development effort has been directed to meet the needs of our military-contracted companies. In developing the curriculum, the deck instructors acquired as much written material as possible, visited the ships to better understand the training needs and equipment and worked closely with the companie and the military. All areas of needed training were investigated: Underway Replenishment, Helicopter Operations, Damage Control, Fork Truck Operations and Crane Operations. A thorough Sealift Operations and Maintenance manual was compiled by the staff at SHLSS. The manual has been continually revi ed and updated and is now in its 12th edition. Thirty-one videotapes have been acquired to supplement all aspects of the Sealift Training Program. (Continued on Page 18.) ship between the SIU and District 2 dates back more than 30 years when the Brotherhood of Marine Engineers, the forerunner of District 2, was founded as an affiliate of the SIUNA. In 1960, the BME became an affiliate of the Marine Engineers Beneficial Association. But the close association between the SIU-AGLIWD and the licensed union never stopped. Ray McKay, president of District 2, often alludes to the close ties between the two organizations. Two of his sons made their way up the foes 'le to become licensed officers. "I know what Piney Point did for my boys," said McKay, "It gave them a chance to make something of their lives. It has done the same for hundreds of other seamen who have taken advantage of the SIU' s training facilities and the close association between our two unions.'' Robert Holmstead, personnel manager for Maersk Lines, said his company spent $600,000 preparing one RFP bid. 2nd Lieutenant J.P. Bobo Major Stephen Pless Nodaway Paul Buck Persistent PFC James Anderson PFC William Baugh PFC Eugene A. Obregon PFC Dewayne T. Williams Pioneer Contractor Pollux Prevail Regulus Richard G. Matthiesen Samuel L. Cobb Sgt Matej Kocak Southern Cross Stalwart Triumph USNS Bartlett USNS Bowditch USNS Chauvenet USNS Desteiguer USNS Dutton USNS H H Hess USNS Harkness USNS Kane USNS Lynch USNS Silas Bent USNS Wilkes USNS Wright USNS Wyman Vindicator William R. Butto1 �Strategic Sealift; A Key to Our National Defense kills bs hips go, Seafarers didn't z from 2nd Lt. J.P. crewing those two ps and more than 60 le to supply trained variety of missions. itime industry may ut the state of the leaders and memd to protect its job highly trained crews. f military-contracted U as of last month. The following questions and answers are based on an article written by Capt. Robert Kesteloot, USN (Ret.), for Seapower magazine. Kesteloot is vice-chairman of the Transportation Institute, a non-profit maritime research organization. His last active duty assignment was as director of the Strategic Sealift Division in the Strategic Office of the Chief of Naval Operations. Q: How important is Sealift? Cmdr. Michelle L . Lewis, with the Military Sealift Command , speaks with another delegate during a break in the conference. COMPANY IMC Bay Tankers PGM Crowley IMC Sea Mobility Amsea IMC Maersk Barber Barber Barber Barber Barber Barber IMC Crowley Sea Mobility Maersk Bay Tankers IOM IOM Ocean Shipholding Maersk Sea Mobility Amsea IOM Ocean Ship holding Am sea Waterman Crowley Ocean Shipholding Sea Mobility Maersk Maersk Waterman Amsea IOM Bay Tankers Sea Mobility Bay Tankers Ocean Shipholding Ocean Shipholding Waterman IOM Sea Mobility Sea Mobility La vino Lavino La vino La vino Lavino La vino Lavino Lavino Lavino Lavino Lavi no IOM Lavino Sea Mobility Am sea A: Let me quote Winston Churchill: ''The battle of the Atlantic was the dominating factor all through [World War II]. Never for one moment could we forget that everything happening elsewhere, on land, at sea, or in the air, depended ultimately on its outcome, and amid all other cares we viewed its changing fortunes day by day with hope or apprehension.'' Q: What does this have to do with sealift? A: Well the battle of the Atlantic was one great big supply effort to provide England with the necessary tools, cargo and manpower to fight the Axis war machine. And the overwhelming majority of that cargo was carried on commercial merchant vessels. Q: Do you support the administration's plan for a 600-ship Navy? A: Yes. To ensure control of the seas requires a strong Navy, composed of the right kind of ships. But just as important is the means to transport all of the equipment and supplies of war to the scenes of battle. World War II, the Korean and Vietnam Wars, and the Falkland conflict all served to validate the necessity of a strong merchant marine. Q: What about airlift? A: Despite the claims of those who advocate the merits of airlift-and those merits are very real, but very limited-the fact is that in time of war 95 percent of all dry cargo and 99 percent of all petroleum products required by the front-line forces must move by sea. Q: What kind of ships are needed for this resupply effort? .. · ·.::. .· .. . .. . ::·. ··. :· ··.·· Capt. Robert Kesteloot (USN Ret.), vice chairman of the Transportation Institute, wants to overhaul and streamline the RFP process. Mercer Reminds MSC That Good Crews Are Backbone of Fleet SIU Vice President Buck Mercer, head of the Union's Government Services Division, addressed the second Annual Sealift Conference. Among other things, he told the MSC officials present that they should listen more closely to suggestions that the Union makes with regard to conditions and complaints. ''A member can come to me to talk about something that's bothering him quicker than he can go to a captain,'' said Mercer. ''There are a lot of conditions that are bothering the people out there. You have to correct them." For one thing, said Mercer, members just don't understand why the MSC feels the need to hold up their pay or why it doesn't automatically give a CIVMAR his shipping card when he signs off a vessel. While these are relatively minor matters to the MSC, said Mercer, they are extremely important to the individual seamen. A: Not the haze-gray ships of the Navy, but rather the "black-bottoms" of the merchant marine. Commercial sealift-or perhaps, the non-availability of that sealift-is going to play a crucial role in any future conflict involving the United States. Q: Why is that? A: Every potential U.S. adversary or ally, except for Canada and Mexico, is overseas. There is no plan for major overseas military operationswhether it be a contingency operation in some remote corner of the globe or part of a general war involving the Soviet Union-that does not postulate use of the seas for the injection of U.S. and/or allied military forces and the sustaining of an American presence in the area. Former Chief of Naval Operations Adm. Thomas B. Hayward perhaps said it best: "Without adequate and reliable sealift, none of the military plans is executable." Q: How would you describe America's military strategy? A: The United States relies on and is committed to a "forward defense" strategy, the rationale for which is to move the nation's front line of defense to shores as distant as possible from the U.S. mainland. Q: Is this sensible? A: Of course-it's in the interest of every American that any potential conflict be as far away from our shores as possible. But to make this plan work the United States must possess an assured way to get the required men, materials and supplies to the war zone and to sustain, on an indefinite basis, the combat forces there. Q: Is this being done now? A: Hundreds of billions of dollars are now spent by the United States each year on defense, but very little on the sealift needed to transport the equipment bought with those dollars. The defense strategy of the United States, in effect, ignores the importance of mobility and, therefore, lacks credibility. SIU Vice President Buck Mercer told representatives from the MSC that they need to iron out some problems. Union officials play an important part in boosting the CIVMAR's morale, he said. Mercer pledged to do all he could to help those MSC members who were suffering from alcohol or drug addiction to get back on the road to recovery. Again, he asserted, an undertanding union repre entative can make a big difference to a CIVMAR who is in trouble. "'They can talk to us," said Mercer. "They can go to us for help." Mercer, like the other delegates (Continued on Page 18.) July 1987/LOG/17 �Crews Are Key (Continued from Page 17.) present, said that this country needed to do a great deal more to improve its sealift capability. Among other things, said Mercer, this country needs a comprehensive maritime polity to stimu- late activity in both the governmentcontrolled and private fleets. Despite the occasional problems that crop up onboard vessels, said Mercer, the SIU has the finest sailors in the world. (Continued from Page 16.) Equipment Acquisition As the curriculum was developed, the need for equipment that would be necessary for conducting training became apparent. This equipment is still being acquired through a variety of sources by various means including company donations, government surpluses and school purchases. In the Crane program, we now have various military vehicles, boats and container equipment to instruct and practice the actual lifts that are required for shipboard load-on and load-off operations. Two Clark 6000-lb fork trucks are used to simulate shipboard operations on our extensive obstacle and cargo handling facilities. Additional UNREP equipment has been acquired and updated to supplement our extensive inventory in this area. Actual helicopter equipment has been obtained to better demonstrate this operation aboard ship. Damage Control equipment and training aids are still being added and developed in addition to what has already been acquired. Student Enrollment The Sealift Program is a required course for all members at the school. Union members apply for the program through the SHLSS Admissions Office. Upon completion of the program, students are given a course certificate and are placed on the Sealift Trained Personnel Computer printout. This shows the member's training and the date of course completion. The list is constantly updated for manpower and is a valuable tool in supplying our companies with trained sealift members. The first Sealift class began in January 1985. As of today, 22 classes have completed training, qualifing over 500 SIU members in the Sealift Program. In addition, a total of 105 military personnel have completed the Hagglund Crane Course. The stories and photographs for this special report on the SIU's second Annual Sealift Conference were prepared by LOG Associate Editor Max Hall. Specialized Training The variety of vessels, types of operations and service branches involved in military operations have created different training needs for the companies under military contracts and for the military itself. With Army, Navy and Marine Corps personnel involved in cargo handling for many of these ships, a mutual goal of supplying trained crane operators has been realized. The school has conducted crane training on our 32ton Hagglund crane for both Army and Navy personnel. These specialized training programs were conducted at the school for the Army Transportation School in Fort Eustis, Va., for the Navy Cargo Handling and Port Group in Williamsburg, Va. and for the 1173rd Transportation group, Boston, Mass. Continuous training of Armed Forces' personnel is also conducted on the SS Keystone State on the Lake Shore Crane Operations. Another specialized type of training that has been conducted by SHLSS staff is training at sea. A mobile team of instructors has been requested by the companies and sent to train our members at sea for UNREP, Damage Control, Fork Truck, and Crane Operations during the last two years. This mobile team has been well received by our companies and members. The team supplies the necessary training so that the crews can make the transition between civilian practices and military requirements in addition to refresher training in these areas. To complement the training on our 32-ton crane, a Hagglund Crane Maintenance Course was developed by the SHLSS vocational staff. This course offers classroom and practical training in preventive and corrective maintenance to the Hagglund crane. A growth area for specialized training in the future is the use of the SHLSS Simulator, a multifunction bridge with deep sea and inland simulation systems which can be utilized for training in UNREP station keeping and bridge watch keeping. We hope that our specialized training programs can be developed successfully in the future with the cooperation of the companies, military and the SHLSS staff. RFP Problems Highlight SIU Sealift Conference (Continued from Page 15.) out a set of concrete training requirements for privately-owned maritime companies. This, in turn, increases the companies' training expenses and makes it difficult for them and the unions to plan for future development. During the second day of the conference, representatives from the government and military were asked by union officials and company representatives for an assessment of the SIU's training program and for suggestions on how to make it more relevant to the military's needs. ''Tell us what you want,'' said SHLSS Vice President Ken Conklin, "We can do anything here." The government officials present made few remarks about the school's Manpower and fairness of the RFP process are the two most important issues, said D-2 Vice President Jerry Joseph. 18 I LOG I July 1987 training facilities. A few, however, did express some concern about the dwindling size of American-flag crews. Union officials and company executives alike stressed that manpower was the key to making this whole program work, and that the uncertain state of the American-flag merchant marine was making it difficult to maintain an adequate-sized pool of skilled mariners. Too many skilled mariners, licensed and unlicensed, are leaving the field because they can't find work. Robert Kesteloot, Transportation Institute vice chairman and former head of the Navy's Sealift Division, referred to a study conducted by the Navy which predicts a serious manpower shortage of skilled mariners within a few years. ''If something isn't done," said Kesteloot, "then we won't have enough men and women to crew our vessels , if we should choose to build them." Kesteloot also talked about ways of improving the RFP process. Among other things , he would overhaul the present system of procuring RFP bids, which involves a two-step process. Not enough weight is placed on a company's previous work experience, he said. Mention was made of the government's Ready Reserve Program, which has become a costly and ultimately ineffective way of beefing up this country's sealift capability. All the delegates present stressed that the only way to secure adequate sealift power is through a long-term program which provides the American-flag merchant marine with adequate cargo. At the end of the first session, Drozak addressed the company delegates and talked about the Union's commitment to protecting the job security of the membership. This entails certain things, he said. For one thing, it means working closely with SIU-contracted companies to garner whatever work is available to the American-flag merchant marine. Two: It means making sure that the SIU crews receive the best possible training in order to be better equipped to handle the challenges of the future: intermodal operations, high-technology, sealift support functions. Three: The government has to enact a long-range program to create cargo for the American-flag merchant marine. Unless that is done, Drozak said, there can be no real job security for any American seaman. If the American-flag merchant marine is allowed to decline at its present rate, then within five years there will be no industry left to save. Four: The SIU will make sure that unlicensed seamen receive a fair shake. Recently, licensed unions have been trying to infringe upon the jurisdictional rights of our members. That must stop: Five: The SIU will work closely with any maritime union that respects the job security of our membership. Right now, the only union that fits that description is District 2-MEBA, which has always encouraged unlicensed seamen to come up through the foes 'le. Six: The Union will continue to invest in programs that will make SIU seamen more productive and competitive. An example of this is how the Union has computerized its shipping records to respond more effectively to companies' manpower requests. If we can't man the vessels, we won't get the jobs. Recent developments have called into question the fairness of the RFP process, said SIU Vice President Red Campbell. �Award to MSCPAC Mariner by Bob Borden PAO, MSCPAC For his superior work and performance aboard the USNS Mispillionfrom March 1986 th igh the end of last year, Third Mate Willard Bickford has been awarded the MSCPAC Mariner Award of Excellence. He was presented the award, along with a $2,000 check, in ceremonies at MSCPAC headquarters June 3. The grandson of a captain in the merchant marine and the son of a retired chief steward, Bickford first went to sea with the Coast Guard after attending the Oregon Institute of Technology. He was a boatswain mate with the Coast Guard for four years before he left the service to sail as an OS and AB with the merchant marine along the West Coast and across the Pacific. He also served as a quartermaster with the National Oceanic and Atmospheric Administration (NOAA) aboard a survey ship before joining MSCPAC in 1984. Since then, Bickford has sailed on the USNS Albert J. Myer, Passumpsic, Chauvenet and Mispillion. It was his work on the Mispillion which gained Bickford this prestigious award. Noted a portion of the nominating message from the ship to MSCPAC headquarters: "Mr. Bickford's talent, knowledge, and expertise in navigation, CBR defense, damage control and firefighting go far and above that of the average third mate. His performance of duties and his capacity for carrying through assignments surpasses the guidelines of his job description. He never fails to give 100 percent.'' The Russian nuclear power plant disaster at Chernobyl last year influenced Bickford to assist in improving the Mispillion's chemical, biological and radiological (CBR) defense capabilities. "I think there's a real need to upgrade our ships' capabilities to defend themelves against any kind ofattack," said Bickford. "I've tried to make people aware of this and it was a team effort aboard the Mispillion that helped us to update the ship's defense to the highest attainable level.' ' Bickford credits part of his success aboard ship with the amount of training MSCPAC has provided him and others ashore and afloat. ''I'm impressed with the amount of training we've received, especially aboard ship," he says. "That's where it should be done.'' Quiet and unassuming, Bickford says he was surprised to hear he won the MSCPAC Mariner Award of Excellence. "I really didn't think I did anything outstanding except what was required of me,'' he said modestly. Heroes of the Mispillion Are Rewarded by Bob Borden PAO, MSCPAC Five civil service mariners who helped correct the extreme list of the USNS Mispillion when she went aground last year near Sasebo, Japan, are being rewarded for their bravery and heroism. Second Assistant Engineer Ben Roybal and Pumpmen Charley White, Joe Beauchamp and Tenthson Shannon, along with Third Engineer George Hopkins, are the recipients of the Navy's Meritorious Civilian Service Award and MSCPAC Special Act Awards. Ben Roybal never expected to receive an award for his actions on March 15, 1986, when the Mispillion ran aground while the ship was undergoing sea trials. In fact, Roybal didn't expect to survive the wreck, nor did his three pumpmen or Hopkins. When the ship hit the shoals at 2:24. that Saturday afternoon, the impact of steel against rock shuddered "Smart Ship" Winners Announced The following MSCPAC USNS ships were the recipients of Fiscal Year 1986 Smart Ship Awards in their category and are entitled to fly the E pennant. The ships selected in recognition of their superior performance during FY 1986 include the USNS Kawishiwi, winner of the coveted GANO Award. The Kawishiwi has been a consistent "Smart Ship" winner of her class and exemplary of the entire MSCPAC fleet in maintaining a high degree of readiness. The USNS Observation Island was Smart Ship winner in the missile range ship category. Among other important facts, the Observation Island met all her operational requirements, all un- MSCPAC Engineer Benjamin Roybal, left, receives the Navy's Meritorious Civilian Service Award, while Third Mate Willard Bickford is presented with the MSCPAC Mariner Award of Excellence.. anticipated commitments and all additional taskings during FY 1986. In the towing and salvage category an award went to the USNS Catawba. Among other things, the Catawba met 100 percent of her commitments while maintaining an immaculate appearance. The USNS Zeus, a cable laying/ repair ship, was also the winner of the Smart Ship Award for her completion with ease of the arduous assignments to which she was commited. Finally, the USNS Mercury received the Smart Ship Award by meeting or exceeding all requirements for readiness, maintenance, appearance and operational proficiency. the ship for 15 seconds before the oiler grinded to a halt. Roybal and his pumpmen, who were standing on the ship's tank deck, heard a loud hissing sound after the ship finally stopped. They believed, correctly, that the noise was from pressure flowing into some tanks, with ballast going out into the sea through holes in the bottom of the tanks. Other tanks, they assumed, must be flooding with sea water. The four men immediately ran to cargo control where Roybal called the Auxiliary Machinery Room (AMR) and ordered an auxiliary generator to be placed on the line. A steady starboard list, tilting the ship at the rate of three degrees a minute, quickly forced the shutdown of the engine room, resulting in the loss of electrical power and lighting throughout the ship. Even the emergency lighting was out because the batteries had been removed during the Mispillion' s overhaul period at the Japanese shipyard. If there was any work to be done to save the ship, it would have to be done in darkness. Third Engineer George Hopkins elected to stay in the Auxiliary Machinery Room when Roybal called to ask for his help in putting a diesel generator on line so Roybal would have power for the pumps in the pumproom. Alone in the AMR with no overhead light and trying to remain steady on his feet despite a severe list, Hopkins, using a hand flashlight, worked on putting a two-story high, 20-foot long auxiliary engine on line. He was successful. The pump room now had the power it needed. Meanwhile, Roybal, White, Beauchamp and Shannon were 50 feet below the main deck inside the Mispillion 's pump room trying to correct the ship's 20 degree list. Like Hopkins, they were all working with only their flashlights. "I was scared and I felt like running but there was no place to run to,'' said Roybal, who was at MSCPAC headquarters in early June to accept his Meritorious Civilian Service Award. "We didn't know if anyone was still on the ship or if the ship might roll over at any time. We just tried to do our job as best we could. I guess it was pride that kept us down there.'' After Roybal and his crew lined up the large valves in the pump room, they climbed six decks up to cargo control to light off the pumps that would pump ballast to other tanks and bring the Mispillion back to an even keel. Roybal and his men returned to the pump room two more times, and Roybal went down there a third time on his own to make sure the valves were still lined up and the pumps were working. Within 15 minutes of the grounding, and with their ship listing heavily to starboard, five men acting without regard to their own safety saved the Mispillion and her crew from certain disaster. The fleet oiler slowly righted herself to the point where she was out of immediate danger. ''I didn't think I was going to come out of that pump room alive when we first went down there," said Roybal, a 22-year veteran of MSCPAC. "The fear I experienced left me without any energy. All my muscles were relaxed and I felt this was the end. Now I know what a person goes through when he thinks he's about to die." MSCPAC Damage Control Officer Dale Krabbenschmidt, who was aboard the Mispillion for a training mission when she went aground, later wrote a report of the incident and still another memo recommending awards for the men who saved the vessel. Noted Krabbenschmidt, "These men operated below decks in uncertain conditions with no certainty that they would live past the end of the event." July 1987/LOG/19 ~ >- - �=========== USNS Wright= Bosun Jack Pierce, left, and AB Mike Wittenberg, -prepare to give a coat of paint to the decks of the VSNS Wright. ==USNS Lynch================= C REWMEMBERS aboard the Lavina-contracted ship, the USNS Lynch (T-AGOR-7), were treated to a tour of the Naval Ocean Research and Development Activity (NORDA) offices in Bay St. Louis, Miss. recently. There they were able to view various pieces of oceanographic equipment including an electron microscope. They also got to see firsthand the processing of some of the samples the Lynch collected on a voyage to the Bahamas last March and renewed friendships with some of the scientists who accompanied them on that trip. Thanks to Daniel C. Eckert, ship's chairman, for sharing these photos with the LOG. At an informational meeting at NORDA, crewmembers of the VSNS Lynch include (I. tor.) Christopher Doyle, OMU; Joseph E. Lozen, DEU; David Peters, S.A.; Ray Snow, AB; Reynaldo Vanta, chief steward; Daniel C. Eckert, AB, and Luis A. Malave, AB. The USNS Lynch dockside at Gulfport, Miss. 20 I LOG I July 1987 Testing the lifeboats on the VSNS Lynch involves actually lowering the boat into the water. In the boat are 1st Asst. Eng. Jim White, 3rd Mate Steve Snell, DEU Joe Lozen, Bosun Howard Knox and OMU Chris Doyle. ABs Bob Trigg and Luis Malave tend the frapping lines as 3rd Mate Nelson Marshal releases the brake to lower away. �Dlaest of Ships BOSTON (Sea-Land Service), June 11-Chairman William Feil, Secretary A. Burdette. No beefs or disputed OT. A new treasurer, Paul Lewis, was elected. Minutes of the previous meeting were read. The crew is awaiting word on the contract negotiations and believe there should be some news by payoff. Some repairs are still needed and should be taken care of next trip. The chairman said he talked with the captain regarding safety procedures aboard ship-and everything is OK. There was some discussion on the Seafarers Maritime Union (SMU), and members were urged to keep an open mind regarding this venture. Next port: Anchorage, Alaska. GREAT LAND (TOTE), June 2-Chairman John Nolan, Secretary Jack Utz, Educational Director Larry Hines, Deck Delegate John Noble, Steward Delegate John Pratt. No beefs or disputed OT. The chairman reported that a new phone booth is to be put on the TOTE dock for the convenience of all ships' personnel. He also reminded members to see the patrolman before leaving ship, and that since he, himself, was getting off this trip, a new chairman would be elected. (Russ Caruthers was elected to fill the position.) All hands must have a passport before signing on a TOTE ship. It was believed, however, that when the company or the Union ships a man through an error, the seaman should not have to pay whatever expenses are incurred and thus be penalized for someone else's mistake. Also, when a job is called from the board, members want to see the job called correctly. "Too many times in the past year, a 180-day job is called when it is only a relief jol:r-and more often, a job is called as a relief when it is actually 180 days." OMI COLUMBIA (OMI), May 31Chairman Joseph R. Broadus, Secretary C.R. Moss, Educational Director Author G. Milne. No beefs or disputed OT reported. The chairman reminded all members that their Union contract runs out June 15. He also noted that it's never too late to upgrade your skills and stressed the importance of donating to SPAD "to keep these ships running with American flags." There are plenty of movies onboard; crewmembers should just be sure to return the tapes back to the movie room. On a personal note, Chester Moss said that he was grateful to the Union for paying his sick wife's bills. She died Feb. 24 following a long illness. "She was going to send a thankyou card, but she never got well to do so, so I thank you." A vote of thanks was given to the steward department for a job well done. One minute of silence was observed in memory of our departed brothers and sisters. ROVER (Ocean Carriers), May 24Chairman Douglas K. Mcleod, Secretary E. Harris, Educational Director Dan Kinghorn, Deck Delegate R. Bolling, Engine Delegate C. Miles, Steward Delegate A. Young. No beefs or disputed OT. The chairman reported on the response received from headquarters regarding the ice machine, new mattresses and the dollar rate for deck and engine men cleaning their own rooms. According to Vice President "Red" Campbell, the company is to buy new mattresses in Guam; the ice machine question is still pending because the engineers told the captain that the A cake celebrating John Kane's first anniversary "on the wagon." Kane is the bosun on the Sgt. Matej Kocak. Neet~nas machine is making ice to capacity; and the dollar rate was straightened out. Thre is a need for blank forms aboard ship-for ships minutes, OT, vacation, crew listsand any other forms needed for routine business. Up-to-date LOGs would also be appreciated. A discussion on the Seafarers Maritime Union (SMU) was held. Next ports: Japan and Guam. SEA·LAND PIONEER (Sea-Land Service), May 31-Chairman Calvain James, Secretary Sam S. Brown, Educational Director J. Dellinger. No beefs or disputed OT. The chairman commented dinner and cake (John Kane's first anniversary of being "on the wagon"). One minute of silence was observed in memory of our departed brothers and sisters. Next port: Morehead City, N.C. STONEWALL JACKSON (Waterman), May 31-Chairman Tom M. Nelles, Secretary Jenry Jones Jr., Educational Director Lawrence R. Taylor, Deck Delegate Walter G. Koulback, Engine Delegate Jose Ortiz, Steward Delegate G. Watkins. Some disputed OT was reported in the deck department. One man was sent home sick from Karachi; a replacement was received in Madras. It was stressed that if any memb'3r has a beef, he should fill out a beef sheet at the hall. "Don't just talk about it, do something." A vote of thanks was given to the steward department for a job very well done. Next port: New York. WESTWARD VENTURE (IOM), June 14-Chairman George S. Vanover, Secretary Donald Frounfelter, Educational Director John Ross, Deck Delegate Ray Ramirez, Engine Delegate Joseph "Red" Kreb, Steward Delegate William M. Sharp. No beefs or disputed OT. In the deck department, the new GUDE missed the ship in Tacoma. The chairman was advised to call the Seattle hall from Anchorage. The chairman noted that a meeting was held June 12 in Tacoma with Port Agent George Vukmir presiding. A vote was taken at that time to accept the new Union contract. It was unanimously approved by the rank and file membership present. John Ross (chief electrician/educational director/treasurer) was welcomed back. He reported $122 in the ship's fund and recommended that the money be used to purchase new books and magazines for the library. All members were thanked for their cooperation in helping make this a pleasant voyage for everyone. Next port: Tacoma, Wash. Official ships minutes also were received from the following vessels: Aboard the Sgt. Matej Kocak are James Wilson , A.B .; Don Peterson, electrician, and, with his back to the camera, John Kane , bosun. that this was a smooth-running ship and thanked each crewmember for a job well done. He also thanked the steward department for doing a good job. The secretary said he will talk to the port steward about the imitation seafood from Japan that is being stored aboard ship. He also mentioned that he had the skipper talk to the company about having enough towels for one trip so that the steward assistant doesn't have to wash them all the time. And the educational director stressed the importance of contributing to SPAD. Next port: Elizabeth, N.J. SEA·LAND VENTURE (Sea-Land Service), May 10-Chairman Ervin L. Bronstein, Secretary Charles Corrent, Educational Director Hugh Wells, Engine Delegate Jimmie Ray Graydon, Steward Delegate Robert Lee Scott Sr. No beefs or disputed OT. There is no ship's treasury. All needed funds (for movies) are collected through arrival pools. The chairman said there was the possibility of a 20-25 day lay-up in June, but nothing is certain yet. He also announced that his six months are up and asked that a new bosun be elected ship's chairman. (Brother Waiters was voted in by acclamation.) The secretary said that this has been a great crew. "It's been our department's pleasure to accommodate you brothers and sisters." A discussion was held about the new SMU, and members will wait for the patrolman to explain more about it. A vote of thanks was given to Brother Bronstein for a job well done. And special thanks were given to the steward department, particularly Brother Robert (Sweet Mix) Scott Sr. for all his efforts. "A well-fed crew makes a happier and harder worker out of all of us." Next port: New Orleans, La. SGT. MATEJ KOCAK (Waterman), June 1-Chairman John J. Kane, Secretary Milton J. Phelps, Educational Director Donald Peterson, Deck Delegate Pedro Kratsas, Engine Delegate Michael J. Tremper, Steward Delegate Sal Buzali. No beefs or disputed OT. Everything is running smoothly aboard the Sgt. Matej Kocak. A microwave oven was purchased with money from the pool and has been set up in the crew pantry. Movies for the VCR will be purchased as well. All members were reminded that smoking on open decks is prohibited. A discussion was held about other safety procedures. The chairman thanked all departments for their cooperation and hard work-especially to the steward department for the anniversary LNG VIRGO (Energy Transportation Corp.), May 17-Chairman Bill Nuchols, Secretary Steven R. Wagner, Deck Delegate Mike Said, Engine Delegate lmro Salomons, Steward Delegate James Robinson. No disputed OT reported. There is $373 in the ship's fund. The chairman would like an SIU patrolman to meet the LNG ships at least every four months and, perhaps, even ride a couple of them just to become more familiar with the problems onboard. The educational director urged all members to take advantage of the upgrading classes offered at Piney Point. A letter from Arun was posted concerning crewmembers walking through the plant. "If you are not on the scheduled bus, transportation will be available at the main gate. There will be no more walking through the plant." A vote of thanks was given to the steward department for a fine job. Next ports: Nagoya, Japan; Bontang, Indonesia; Tobata, Japan. AMBASSADOR AMERICAN EAGLE ATLANTIC AURORA BORINQUEN CAGUAS CAPE DOUGLAS LNG CAPRICORN COVE LIBERTY 1ST LT. B. LOPEZ GALVESTON GUS DARNELL ITB MOBILE MOKU PAHU OMI HUDSON OMI SACRAMENTO OMI WABASH OVERSEAS JUNEAU PONCE SEA-LAND CONSUMER SEA-LAND DEFENDER SEA-LAND DEVELOPER SEA-LAND FREEDOM SEA-LAND INNOVATOR SEA-LAND LEADER SEA-LAND PRODUCER STALWART STAR OF TEXAS USNS BARTLITT Personals John 0. Frazier Please contact your sister, Dorothy F. Bolling at 103 Steele Rd., Slidell, La. 70461; or telephone at (504) 469-7441. Jose M. Castell Please get in touch with your wife, Margot Castell, 62 Sherman Ave., Staten Island, N.Y. 10301. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, August 3 .................... 10:30 a.m. New York ............... Tuesday, August 4 ................... 10:30 a.m. Philadelphia .............. Wednesday, August 5 ................. 10:30 a.m. Baltimore ................ Thursday, August 6 .............. . .... 10:30 a.m. Norfolk ................. Thur day, August 6 ................... 10:30 a.m. Jacksonville ....... ., ...... Thursday, August 6 ................... 10:30 a.m. Algonac ................. Friday, August 7 ..................... 10:30 a.m. Houston ................. Monday, Augu t 10 ................... 10:30 a.m. New Orleans ............. Tuesday, August 11 .................. 10:30 a.m. Mobile .................. Wednesday, August 12 ................ 10:30 a.m. San Francisco ...... . ..... Thursday, August 13 .................. 10:30 a.m. Wilmington .............. Monday, Augu t 17 ................... 10:30 a.m. Seattle ....... . .......... Friday, August 21 .................... 10:30 a.m. San Juan ................ Thursday, August 6 ................... 10:30 a.m. St. Louis ................ Friday, August 14 .................... 10:30 a.m. Honolulu ................ Thursday, August 13 .................. 10:30 a.m. Duluth .................. Wednesday, August 12 ................ 10:30 a.m. Jersey City ............... Wednesday, August 19 ................ 10:30 a.m. New Bedford ............. Tuesday, August 18 .................. 10:30 a.m. July 1987 I LOG I 21 - �- Pensioner Edgar S. Bagley, 72, died of leukemia May 8. Brother Bagley joined the SIU in 1973 in the port of Houston. He sailed in the engine department. Born in North Carolina, Seafarer Bagley went on pension in 1981. His body was donated to the University of Texas for medical research. i Pensioner George L. Bales, 77, died April 21. Brother Bales joined the SIU in 1939. He sailed in the deck department and was active in the '- General Strike of /"la.. 1946 and the Isthmian beef of 1947. Born in Louisiana, Seafarer Bales retired in 1974. Burial was at Pine Crest Cemetery in Mobile, Ala. He is survived by a son, James P. Bales, of Deerfield Beach, Fla. Pensioner Warren H. Cassidy died of a heart attack April 9. He was 65. Brother Cassidy joined the SIU in 1947 in the port of New York. He sailed in the steward department and retired on pension in 1978. Creamation took place in Rockledge, Fla. Seafarer Cassidy is survived by his sister, Pat Davis , and a niece, Marilyn Kearney, both of Melrose, Mass. Pensioner George Craggs, 68, died oflung disease May 3. Born in Illinois, Brother Craggs joined the SIU in 1947 in the port of New York. He sailed in the steward department and was active in the 1946 General Strike and the 1947 Isthmian beef. Seafarer Craggs went on pension in 1976. Cremation took place in West Paducah, Ky. He is survived by his wife, Eugenia, of West Frankfurt, Ill. Pensioner Stephen E. Emerson, 85, died of pneumonia March 24. Brother Emerson joined the SIU in 1951 in the port of Baltimore. He sailed in the deck department and was active in the 1946 General Strike and the 1947 Isthmian beef. Emerson was born in New Hampshire. He went on pension in 1964. Burial was at Mt. Pisgah in Poughkeepsie, Ark. He is survived by his wife, Maude, of Bentonville, Ark. Pensioner Roger Gilderman died March 22 of a heart attack. He was 78. Born in New York, Brother Gilderman joined the SIU (Railroad Marine) in 1960, first sailing in 1942 with Bush Terminal Railroad Co. He sailed in the deck and engine departments. Seafarer Gilderman retired on pension in 1969. Cremation took place in Hebron, Ohio. He is survived by his wife, Florence, of Hebron. 22 I LOG I July 1987 Pensioner Theodore Goodman, 69, succumbed to heart problems April 7. Born in Louisiana, Brother Goodman joined the SIU in 1942 in the port of New Orleans. He sailed in the steward department, first with Eastern SS Co., most recently as a chief steward with Sea-Land. Seafarer Goodman went on pension in 1984. He was buried at Rose Hills Memorial Park in Putnam Valley, N. Y. He is survived by his wife, Greta; twin daughters, Karen and Sharon, and Sheila Wright. Pensioner Edward C. Grell, 83, died of natural causes April 26. Born in the Virgin islands, Brother Grell joined the SIU in 1939 in the port of New York. He sailed in the steward department and participated in the General Strike (1946) and the Isthmian beef (1947). Seafarer Grell retired on pension in 1970. Burial was at St. John's Cemetery in Queens, N.Y. He is survived by a daughter, Elizabeth Sanchez, of Tampa, Fla. Pensioner Stanislau Guzi, 70, died of cancer April 13. Born Pennsylvania, in Brother Guzi joined the SIU in 1967 in the port of New York. He sailed in the deck department and retired on pension in 1984. Burial was in New Jersey. Seafarer Guzi is survived by a sister, Helen Heck, of Turners ville, N .J. Pensioner Nicholas Kondylas died in an autombile accident April 27. He was 80. Born in Greece, Brother Kondylas joined the SIU in 1946 in the port of New York. He sailed in the steward department. Kondylas hit the bricks in the 1946 General Strike and went on pension in 1971. Cremation took place in Baltimore, Md. He is survived by his wife, Renate, of Baltimore. Herbert E. Lane, 65, died of a heart attack March 16. Brother Lane joined the SIU in 1968 in the port of Seattle. He sailed in the engine department as a wiper/electrician, most recently(1981) aboard a Sea-Land vessel. Born in South Carolina, Seafarer Lane was cremated at Masonic Memorial Gardens in Reno, Nevada. He is survived by his wife, Chong. Pensioner Hans Lee, 67, died of cancer March 28. Born in Norway, Brother Lee joined the SIU in 1968. He sailed in the deck department, most recently with Sea-Land Service. Seafarer Lee retired in 1984. Burial was at Evergreen Memorial Park in Seattle, Wash. He is survived by his daughter, Linda. Pensioner John F. McGarrigle died May 4 of pneumonia and lung cancer. He was 76. Born in Maine, Brother McGarrigle joined the SIU in 1952 in the port of New York. He sailed as an FOWT in the engine department and retired in 1976. Seafarer McGarrigle was buried at St. Stanislaus Cemetery in Cheektowaga, N. Y. He is survived by his wife, Veronica, of Buffalo, N.Y. Pensioner Vincent E. Monte, 86, died April 14 of a heart attack. Born in the Philippines, Brother Monte joined the SIU in 1946 in the port of Boston, but actually first sailed in 1942 aboard the Ogden Sacramento. His last vessel was with Sea-Land. He sailed in the steward department. Seafarer Monte was active in the General Strike (1946) and the Isthmian beef (1947). He retired on pension in 1974. Burial was at Woodlawn Memorial Park in Colma, Calif. He is survived by his wife, Lily, of San Francisco. Pensioner Louis Pinilla died of heart disease April 24. He was 70. Born in Puerto Rico, Brother Pinilla joined the SIU in 1943 in the port of New York. He sailed in the steward department and retired on pension in 1981. Burial was at Rio Grande Cemetery in Rio Grande, P.R. He is survived by his wife, Luz M. Diaz, of Puerto Rico. John P. Quirke died of respiratory problems aboard the OM/ Wabash April 12. He was 36. Born in Brooklyn, N.Y., Brother Quirke was a graduate of the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. He joined the SIU in 1973. Burial was in Brooklyn. Seafarer Quirke is survived by his wife, Audrey; a son, Anthony; a step-daughter, Marie, and a step-son, Christopher. Pensioner Robert M. Roberts, 72, died of lung cancer April 5. Brother Roberts joined the SIU in 1960 in the port of Detroit. He sailed in the deck department. Born in West Virginia, Seafarer Roberts retired on pension in 1978. His body was cremated in Green Bay. Surviving is a son, Phillip D., of Sturgeon Bay, Wis. Pensioner William L.Robinson,57,died May 2. Brother Robinson joined the SIU in 1950 in the port of New York. He sailed in the deck department and hit the bricks in the 1946 General Strike and the 1947 Isthmian beef. First sailing aboard a Waterman SS vessel, Robinson retired on pension in 1986. He is survived by a daughter, Tracey, of Seattle, Wash. Pensioner John Stuffick, 65, died April 17 of a heart attack. Born in Pennsylvania, Brother Stuffick joined the SIU in 1960 in the port of Toledo. He retired on pension in 1982. Seafarer Stuffick was buried in Edwardsville, Pa. He is survived by a nephew, Andrew Stuffick, of Kingston, Pa. Richard Velez, 42, died April 8. Brother Velezjoined the SIU in 1967 in the port of New York. He sailed in the deck department, most recently with Sea-Land. Born in New York, Seafarer Velez was buried at Rosehill Cemetery in Linden, N .J. He is survived by his wife, Becky; two sons, William and Andrew, and a daughter, Jeanine. Atlantic Fishermen Pensioner Charles A. Rose, 86, died April 28 of gangrene of the foot. Brother Rose joined the Gloucester Fisherman's Union (prior to its merger with the SIU). He retired in 1969. Burial took place at Calvary Cemetery in Gloucester, Mass. Seafarer Rose is survived by his wife, Catherine, of Magnolia, Mass. The following SIU members have retired on pension: DEEP SEA Brooklyn Leonard C. Grove Georgios M. Kontomatis Alice de Carvalho Oquendo William P. Schlueter Houston Henry P. Lopez Frank S. Paylor Mobile John S. Burke John W. Calhoun George Causey Jr. Bernice Hudson New Orleans Everett E. Kusgen Gail Viera John Viera William L. York Philadelphia Alexander Benzuk San Francisco Arthur E. Hinz Stanley A. Schnitzer St. Louis Eugenia Craggs ATLANTIC FISHERMEN Gloucester Salvatore Aiello Salvatore Curcuru Carlos Gaspar �Safeguard Your Shipping Rights T O SAFEGUARD your rights and the shipping rights of all SIU members , there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules , and they are there so that the rights of all members will be protected and furthered fairly and impartially. DU ES Your current quarter Union dues must be paid at the time you register . RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your respon- sibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW Y KNOW YOUR RIGHTS C O NST ITUTIONAL RI GHTS AND OB LIG ATIONS. Copies of the SIU constitution are available in all Union halls. All members hould obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges. trials. etc .• as well as all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, G ul f, Lakes and Inland Waters District makes spec ific provision for safeguard in g the membership's money and Un ion finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this ~ommittee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Board by certified mail, return receipt requested . T_h e proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full cop ies of contracts as referred to are available to you at all times, either by writi ng directly to the Union or to the Seafarers A ppeals Board . CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If. at any time, any SlU R IGHTS EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may he discriminated against hecause of race. creed. color. sex and national or geographic origin. If any memher feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111n11111t1111111n111111111111111in1111111n1111u1n1111111111111111n1111111111111111111111111111111 patrolman or other Union offi:::ial, in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionall1 refrai ned fro m publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960. meeting in all constitutional ports. The responsihility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT O F MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Un io n receipt is given for same. Under no circumstances should any mem ber pay any money fo r any reason unless he is given such recei pt. ln the eve nt anyone attempts to require any such pay ment he made without supplying a receipt, or if a me mber is required to make a payment and is given an official receipt. but fe els th at he should not have been required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a seP.arate segregated fund. Its proceeds are u ed to further its objects and purposes including. but not limited to, furthering the political. social and economic intere ts of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the adv ancement of trade union concepts. In connection with uch ohjects. SPAD supports and contribute to political candidates for elective office. All contribution. are voluntary. No contrihution may be solicited or received hecause of force. joh discrimination. financial reprisal. or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social inte rests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of · access to Union records or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. July 1987 I LOG I 23 �THE AA PROGRAM Millions of Americans have regained their sobriety and drug-free status by working the Alcoholics Anonymous (AA) program. In every major city around the country, and in many cities overseas, AA meetings are held on a daily basis. The program employs different tools, including but not limited to literature, meetings, prayer, meditation and community service. At the heart of the program, however, lies the Twelve Steps, which outlines a way of living that can promote recovery. During the past year, the LOG has run articles on various aspects of the AA program, including the first four steps. The first three steps entail admitting one's addiction to alcohol or drugs, realizing that recovery is possible and taking a' 'searching and fearless" inventory of one's life. The program also calls upon us to define our own "Higher Power." It doesn't matter what that "Higher Power" is-it can be God, community or a set of ethical principles. All that matters is that it exists in our own mind, and that we strive to make it an integral part of our daily existence. This brings a recovering alcoholic to the fifth step, which is, "We admitted to God, to ourselves and to another human being the exact nature of our wrongs.'' According to AA, this is ''perhaps the most difficult" step. It should be undertaken with a sympathetic person whose judgment we respect. That person can be a friend, counselor or even a religious advisor. The identity of the person isn't as important as whether or not we take the step. In the words of AA, "If we skip this vital step we might not overcome drinking. Time after time newcomers have tried to keep to themselves certain facts about their lives. Trying to avoid this humbling experience, they have turned to easier methods. Almost invariably, they got drunk.'' To the hundreds of SIU members who are working the AA program, remember that taking the fifth step doesn't mean you have to go out and spill your guts to everyone you see. The only thing it means is that you should have taken a "searching and fearless inventory" of your life and actions, and that you should share your findings with your "Higher Power" and at least one other person. First Aid for Heat Victims By Phillip L. Polakoff, M.D. Western Institute for Occupational/Environmental Sciences Heat exhaustion and heat stroke are two different things. They differ as to the conditions which cause them, and they have different effects on the body. Perhaps most importantly they call for different treatment, especially in giving first aid. Normally, our bodies react to overheating by perspiring. This is one of many protective mechanisms we have built into us. As the sweat evaporates, it carries heat out of the body. This cooling effect helps to maintain normal body temperature. Effective as this mechanism is, it has one disadvantage: the sweat carries with it a fair amount of salts which are natural components of body chemistry. A deficiency of these salts causes weakness and, sometimes, severe cramps. In heat exhaustion , the body loses an excessive amount of water and salts. This can happen to somebody who has perspired heavily after long exertion on a very hot day. Thanks to the sweating, the patient's body temperature may be normal, or only slightly raised. The skin is moist and may be pale. But he or she feels exhausted, faint and sometimes nauseated. Cramps may develop. The pulse is fast, but feeble. Now, compare that description with heat stroke. Again, the situation is hot, but it's a different kind of heat than the relatively dry conditions which brought on heat exhaustion. Heat stroke often occurs in a very humid atmosphere with little if any wind or breeze. It's like tropicaljungle heat. Since the air is already saturated AA AA meetings are one of the most important tools for recovering alcoholics. They are held in major cities around the country. What follows is a list of AA numbers in ports where the SIU maintains a Union hall. Headquarters, Washington: (202) 966-9115 Algonac: (313) 985-9022 Baltimore: (301) 433-4843 Cleveland: (216) 241-7387 Duluth: (218) 624-0501 Gloucester: 1-800-252-6465 Honolulu: (808) 946-1438 Houston: (713) 524-3682 Jacksonville: (904) 399-8535 Jersey City: (201) 763-1415 Mobile: (205) 432-5896 New Bedford: (617) 996-8518 New Orleans: (504) 525-1178 New York (Brooklyn): (718) 339-4777 Norfolk: (804) 490-3980 Philadelphia: (215) 545-4023 Piney Point: 1-800-492-0209 San Francisco: (415) 661-1828 Santurce, Puerto Rico: (809) 727-2470 Seattle: (206) 282-4441 St. Louis: (314) 647-3677 Wilmington: (213) 644-1139 Give Your Blood for LaborSIU Backs National Blood Drive The need for blood never takes a vacation. That's why this August the AFL-CIO is again working with the American Red Cross to insure that the blood supply will continue to be adequate throughout the summer months. Modem medical technology is saving lives, but it needs the continued support of healthy volunteer donors to make that blood available. Some open heart or transplantation operations may require as many as 50 units of blood, possibly more if complications arise. According to the Red Cross, myths have been growing about the possibility of getting AIDS from giving blood. "The fact is you can't," said S. Gerald Sandler, M.D., associate vice president for medical operations for the American Red Cross. The blood supply is well protected from the AIDS virus and ''there is no chance of a donor being infected.'' The American Red Cross tests all donated blood products for antibodies to the AIDS virus. The need for blood is greater than ever. So take an hour out of your vacation and give. It is truly the "gift of life." with water vapor, sweat is unable to evaporate into the atmosphere. The air temperature may be higher than that of the patient. The protective sweat-producing mechanism breaks down. Unable to lose heat, the body becomes extremely hot. The body temperature may rise to 107 degrees F. or higher, from its normal 98. 6 degrees. The skin is hot, dry and red. The pulse is fast and forceful. The victim of heat stroke is often restless and confused and may become unconscious. First aid for heat stroke victims calls . for fast action. Quickly get the patient into the coolest place available, indoors if possible. Remove clothing. Now, start to cool him down by sponging the body with cold or lukewarm water and by fanning him vigorously. Do not try to bring the body temperature to normal, but only to lower it by 2 or 3 degrees. Heat stroke can be life-threatening, and you need medical help urgently. In providing first aid to a victim of heat exhaustion, get the person into a cool area and let him lie down. Loosen his clothing and raise his feet. Give fluids to drink with some salt added-about a teaspoon of salt per glass. Fruit juice is excellent for this. Make the victim drink slowly, sipping half a glass every 15 minutes. Recovery from heat exhaustion is likely to be good, but it's wise to get medical advice. From Aug. 1 to Sept. 7, 1987, union members nationwide are being asked to give the ''gift of life'' with the hope that members and their families will become year-round, active blood donors. NARCOTICS ARE FOR LOSERt57/ IF YOU ARE h'OOKE.D ON DRUGS> I I l CONTACT YOLIR PORT AGE#TOR YOLIR. llAllOAI AT PINEY Pt?~MO. 24 I LOG I July 1987 �Area Vice Presidents' Report West Coast by V. P. George McCartney N E.XT year will mark the 50th anmversary of the SIU-AGLIWD. Those old-timers who are still around from that period can attest to the great changes that have occurred in the maritime industry. This Union has been able to survive because it has responded immediately and effectively to jurisdictional attacks by other unions, and because we have adapted to new conditions. Today, the job security of all unlicensed seamen is being jeopardized. Last year, both the NMU and the MFOW ran notices in their newspapers warning their members to be on the alert against any threats against their jurisdiction by licensed officers. The SIU-AGLIWD has an Article XX case pending against District 1-MEBA on this very matter. Anytime that a licensed of cer attempts to do work overed by our established · · ·ction such as electrical rigeration work, then it is r responsibility to submit a claim for overtime as per our agreement: A new section, article 4, section 43 entitled "work jurisdiction," spells this out ~ery clearly and very strongly, and if you fail to do this then you are placing your own job and future job sec ri in jeopardy. The SIU-A LIWD is committed to surviving. That is not easy in an industry which has declined from 600 vessels in 1980 to 360 today. Much of the traditional work that we have relied upon is being threatened. Ten years ago, for example, Sea-Land alone had 25 vessels in the foreign and feeder service. Today, not one American-flag company is able to compete in this trade. At a .recent congressional hearing, ~eter.Fmnerty, Sea-Land's vice president m charge of public relations, said that the company would have to consider reflagging ''all or part'' of its fleet if Congress did not come up with a new liner subsidy system to replace the one t_h at is being phased out. Bruce Seaton, president of American President Companies, the parent company of American President Lines, also alluded to the subsidy problem when he accepted an award at the Containerization and Intermodal Institute last month. He had these words to say: "I think people are not generally aware that the operating differential subsidy, which is designed primarily to help us attain crew-cost parity with foreign operators, does not actually achieve that aim ... [Even] with subsidy, the U.S.-flag operator works at a substantial cost disadvantage. We think it is essential, as a matter of national interest and security, that we employ U.S. crewmembers. At the same time, if we are to do so, it is obvious that the offset provided by the ODS program is not only necessary, but that the program should be modified to more accurately measure the differentials involved." As you can see, no maritime union committed to protecting the job security of its membership can rely solely on the work that it now has. The SIUAGLIWD is trying to solve that problem by signing up new work in the military sector. There are problems in getting this work, yet the alternative is even worse: no jobs. There is no guarantee that Congress or the executive branch will come up with a new subsidy program. As a matter of fact, they're going in the opposite direction. The present administration is dismantling every single maritime program still in existence. The Jones Act is presently on the bargaining table in "free trade" talks with Canada. Legislation has been introduced in the present Congress to repeal the ban on the sale of Alaskan oil and to gut this country's remaining cargo preference laws. One shipping official told me recently that he wouldn't be surprised to see the American-flag fleet decline below 200 registered vessels within three or four years. Given the present administration's indiffer.; ence to the maritime industry, he just might be right. For better or worse, military work is the only game in town. By signing up this kind of work, we accomplish several goals. We replace jobs lost in other areas. We protect the pension and welfare benefits of our middleaged members even if they don't choose to ship on these military vessels. And more important, we give the younger members of this Union a chance to make a living at sea. As outlined elsewhere in this paper, members who ship on top-to-bottom SIU-District 2 ships have the chance to advance from ~ntry levels to licensed jobs in rapid time. Gulf Coast by V.P. Joe Sacco W E'VE been very busy on a variety of projects, from negotiating contracts to getting involved in community projects. Negotiations have begun with G&H Towing in Galveston. Our contract with Radcliff was extended. Some of our members have had questions about the Seafarers Maritime Union. President Drozak made a videotape on this subject, and we've been showing it every day at the Union hall. The reaction to the tape has been extremely positive. As President Drozak said, the members of this Union are involved in a life and death struggle to protect their job security. This fight is being waged on a number of fronts, from the halls of Congress to the ships we sail. Members who take the time to upgrade their skills help more than just themselves: they help every other member of this Union. A ship is like a football team. Every member counts. I will be attending the Texas AFLCIO Convention next month. It is important that we maintain good ties to other unions in the area, just as it is important that we maintain a high profile in the community. As I mentioned in my last column, the SIU hosted a drug and alcohol rehabilitation seminar which was attended by more than 95 people, including a number of important civic leaders. Rick Reisman, head of the Union's ARC program, attended. It was a rewarding experience for everyone involved. Great Lakes by V.P. Mike Sacco S HIPPING is up markedly on the Great Lakes this year. Whether or not that pace will continue remains to be seen. Still, it's a welcome relief to read that cargo is up 21 percent from last year. Our members in the dredging industry also are doing well. We're just about reaching the height of the season, so many of our companies are knee-deep in dredging projects. Dunbar and Sullivan was the low bidder for a project on the Rouge River in Detroit, Mich. It is presently involved in a dredging project at Kenosha, Wis. Great Lakes and Dredging is finishing up a project on the Cuyahoga River in Cleveland. After that it will go on to projects in Buffalo, N.Y. and Lorraine, Ill. Zenith Dredge and Falcon Marine are also bysy. Much of this activity can be tra~ed to two factors: last year's port deveiopment bill and the poor environmental condition of many harbors and rivers in this area. Some of these projects can no longer be put off without incurring serious and perhaps irreversible environmental damage. One more thing. Right now, the administration is holding talks with Canada on a free trade treaty between the two countries. One of the issues on the table is the Jones Act. There would be serious consequences for the Great Lakes maritime industry and for all American seamen if the Jones Act were allowed to be weakened. Make sure to write your congressional representatives and senators on this issue. Your job may depend upon it. East Coast by V.P. Leon Hall T HE recent retirement of Supreme Court Justice Lewis F. Powell gives the Reagan administration one more chance to reshape the Supreme Court in a more conservative mold. This development is of particular importance to our members. In order to protect their job security and benefits, the Union often has to go to court. So far, at least, our record has been pretty good in this area. The Fourth Circuit U.S. Court of Appeals recently upheld a National Labor Relations Board order requiring Baker-Whiteley Towing Company to pay $2 million in back wages and benefits to 27 Seafarers-an average of $74,000 each. In addition, the Seafarers Pension Plan recently won an important case against Sonat Marine. The court gave the trustees the right to take away the past service credits and thereby reduce the pensions payable to all licensed retirees of companies who conti~ued working after their employers withdrew from the plan. While the decision will probably be appealed by the company, this puts all tug and barge companies on notice that there ~ill. be a penalty to pay if they try to mfnnge on our members' rights. Our legal system takes great pains to protect the rights of all ''interested parties.'' In theory, this means that everyone has the right to a fair and impartial trial. What actually happens, however, is that the side that can stall the most usually winds up wearing down the resist.a nce of its opponent. Most companies which seek to deprive their workers of their contractual rights bank on the time-consuming nature of the legal system. This Union won't let them do it. For example, we 're still in litigation over the status of Sonat' s captains, mates and barge captains. This, unfortunately, puts a special burden on those members who work for companies like Sonat Marine. To those members, I'd like to let you know that this Union will leave no stone unturned in protecting your rights. . To put the matter in some perspective: the Baker-Whiteley case dates back to 1984. Yet we hung in there and were ultimately able to make sure that all the people who supported us got a fair shake. Of course, you can't win every case. But then again, you don't have to. All you have to do is make sure that management understands that you won't go gentle into that good night. (Continued on Page 27.) July 1987 I LOG I 25 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JUNE 1-30, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac ... . . . .... . . . ...... 0 20 DECK DEPARTMENT 0 45 8 0 Port Algonac . ..... .. ... . . . . . ... 0 5 ENGINE DEPARTMENT 21 0 2 0 Port Algonac .. .. .. . . . . . . ...... . 0 2 STEWARD DEPARTMENT 0 11 0 0 4 ENTRY DEPARTMENT 0 0 0 Port Algonac .. .. . ... . ....... . .. 16 0 Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP 7 0 4 HEADQUARTERS 0 Totals All Departments ... ..... 42 0 8 77 0 10 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach " means the total number of men registered at the port at the end of last month. 15 3 27 5 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair Ri·1er Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio Dispatchers Report for Deep Sea JUNE 1-30, 1987 Port New York . .. ...... . ..... Philadelphia ...... . ....... Baltimore . . ............. Norfolk ........... . . . ... Mobile .... . . . ..... . .... New Orleans ......... . . . . Jacksonville ....... . .. . ... San Francisco ............. Wilmington . . .... .. ...... Seattle ................. Puerto Rico .............. Honolulu . . .............. Houston ................ St. Louis........ .. .... . . Piney Point ..... . ..... . .. Totals ......... . . .. .... -, Port New York ............... Philadelphia ... .. . . .. . .... Baltimore ............... Norfolk . .... .. .... .. . . .. Mobile ..... . . . ...... . . . New Orleans .. .. . .. ...... Jacksonville ........ .. .. . . San Francisco . .... . . . .... . Wilmington . ... . . .... .. .. Seattle .. . .. . . .... . .. .. . Puerto Rico . . . .. .. . . .. ... Honolulu .. . ..... ... . .... Houston . . . . . ..... . .. ... St. Louis . .............. . Piney Point ... ..... . .. .. . Totals . . ........ ... . ... Port New York ... ... .. . . . . . .. Philadelphia ......... .... . Baltimore ... . . .. .... .. . . Norfolk .. . . . .... . ... . ... Mobile ....... . ......... New Orleans .... .. ... . .. . Jacksonville ......... . .... San Francisco .. .. . .. .. . ... Wilmington .............. Seattle .. .... . .. . ... .. .. Puerto Rico . ..... .. .. . ... Honolulu . . . . ...... . . . .. : Houston ...... . ........ . St. Lou is.... . . . .... . .. .. Piney Point ............ . . Totals . ...... . ......... - *TOTAL REGISTERED All Groups Class A Class B Class C 50 6 9 11 14 44 32 37 18 41 11 16 44 0 2 335 16 3 3 10 4 2 18 14 8 10 1 13 10 0 5 117 0 0 0 5 1 3 3 17 3 1 0 9 1 0 2 45 TOTAL SHIPPED All Groups Class A Class B Class C 41 3 8 10 9 34 24 16 13 24 16 8 20 0 1 227 DECK DEPARTMENT 5 0 0 0 2 0 11 4 3 0 7 1 13 1 2 10 3 1 8 1 1 0 16 6 7 0 0 0 4 2 82 26 248 62 22 148 0 ENGINE DEPARTMENT 4 0 0 0 4 0 7 1 1 0 6 0 2 0 4 5 5 2 3 0 1 0 7 7 3 0 0 0 0 0 30 1 4 8 5 30 23 48 10 24 4 11 11 0 4 5 0 1 1 0 0 8 8 2 6 1 15 0 0 6 1 1 0 1 0 1 0 15 0 2 6 6 21 8 27 8 18 4 3 4 0 0 STEWARD DEPARTMENT 5 0 1 0 2 0 2 1 0 0 1 0 0 9 3 3 1 0 5 0 1 0 29 25 0 0 0 0 2 0 40 5 7 12 10 29 30 23 12 29 9 8 33 0 1 213 Port New York ........ . . ... .. Philadelphia .. . .... . ... . .. Baltimore ............. . . Norfolk . .... . .... . ...... Mobile ..... . ........... New Orleans . .... ..... . .. Jacksonville . . ...... ... . .. San Francisco ... . . .. .. . . .. Wilmington .. ...... .. .... Seattle . .. . .......... ... Puerto Rico .. ... . .. . .. . .. Honolulu ... ... ....... . .. Houston ................ St. Louis . .. .... . ....... . Piney Point .. . . . ......... Totals ................. 138 Totals All Departments ...... 934 19 2 3 4 1 11 8 33 10 20 6 9 12 0 0 10 2 5 3 2 6 4 8 3 6 0 11 2 0 0 53 0 0 0 1 0 2 1 6 2 0 0 17 4 4 10 9 22 17 8 4 15 10 9 1 8 20 0 0 0 10 0 1 1 30 0 0 0 46 122 6 0 0 5 3 28 4 19 9 6 1 161 5 0 1l 13 2 1 0 0 14 3 21 6 16 3 4 10 194 258 93 426 371 590 21 3 7 6 7 14 9 17 6 9 6 76 8 0 5 0 0 47 55 15 35 ENTRY DEPARTMENT 16 2 0 2 0 4 7 3 0 4 12 6 1 8 11 7 1 3 1 5 7 1 79 159 7 2 0 0 11 9 170 198 354 274 Trip Reliefs 6 0 1 5 1 7 4 8 3 13 2 10 6 0 3 5443 Ridge Rd. 44129 (216) 845-1100 **REGISTERED ON BEACH All Groups Class A Class B Class C 11 6 6 12 18 22 77 46 62 28 61 20 13 71 0 2 26 5 5 6 9 6 17 18 11 13 2 15 9 0 4 0 0 0 2 2 5 7 14 5 3 1 4 1 0 554 146 44 3 0 72 5 10 12 17 50 41 33 23 45 8 2 48 0 2 14 4 3 3 5 0 1 1 1 0 4 3 3 3 1 0 4 2 2 2 4 4 5 2 4 6 0 0 10 8 9 9 10 1 13 4 10 0 0 3 1 0 39 368 96 28 4 0 50 2 6 8 7 31 24 91 11 34 3 16 27 8 2 1 1 1 4 6 11 7 8 1 20 2 1 1 0 1 0 2 0 12 0 1 0 18 0 0 2 1 4 1 15 3 4 1 69 2 0 1 0 0 5 9 0 0 107 315 81 36 0 46 4 5 7 3 23 48 3 8 5 7 21 12 27 13 23 11 92 10 12 3 0 0 0 0 0 0 10 0 0 0 0 92 20 39 10 9 21 0 0 0 0 0 0 0 12 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 0 70 0 DULUTH, Minn. 0 7 5 44 10 32 17 7 1 163 8 0 21 0 289 292 330 216 1,526 615 438 *" Total Registered" means the number of men who actually registered for shipping at the port last month . * *" Registered on the Beach " means the total number of men registered at the port at the end of last month . JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-091 6 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of June was down from the month of May. A total of 1,434 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,434 jobs shipped, 590 jobs or about 41 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 216 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5,392 jobs have been shipped. 26 I LOG I July 1987 51 O N. Broad Ave. 90744 (213) 549-4000 �Seafarers' Vacation Plan Area Vice Presidents' Report (Continued from Page 25.) Government Services Division by V. P. Buck Mercer T HE Military Sealift Command, Pacific, has taken the position to restrict crewmembers to cable ships that call at the Simplex Wire & Cable Company in Newington, N .H. for the purpose of loading cable. MSCPAC claims that a local labor situation at Simplex made it necessary to restrict liberty. They cited as their basis CMPI 630. 7-4a which allows liberty restriction where conditions are obviously and abnormally unsafe due to civil strife, military action or natural causes. The crew of the USNS Zeus (TARC 7) submitted a dispute claim for premium pay while confined during the ship's stay in Simplex back in February 1987. The· aim explained that visitors endors were allowed thro e picket line to the ship without mishap and that AT&T sponsor personnel assigned to the ship were also confined but were allowed sea pay. Also, personnel from the ship's crew were allowed to go ashore on official business. Yet the claim for restriction of liberty for the crew was denied by MSCPAC. By letter dated April 14, 1987, SIU, Government Service Division appealed the decision of MSCPAC. Among other things, the SIU pointed out in their appeal that there was no civil strife going on outside the Simplex gates at Simplex Wire & Cable Co., plus the fact that replacements of crew personnel moved in and out of the Simplex gates at will and without incident. To this date, our appeal letter has not been answered, but other MSCPAC cable ships have called at Simplex and met the same fate. Still other MSCPAC cable ships are scheduled to put-in at Simplex Wire & Cable Co., and as long as that strike continues, it would appear that the decision to deny payment by MSCPAC will continue. I am informed that the commercial cable ship Long Lines is scheduled to call at Simplex Wire & Cable Co. in the near future. I have learned that the company, Transoceanic Cable Ships, Inc., does not intend to restrict crewmembers. What position will MSCP AC take then? We do not know, but we will certainly find out. SUMMARY ANNUAL REPORT FOR SEAFARERS VACATION FUND This is a summary of the annual report of the Seafarers Vacation Fund EIN 135602047 for the year ended Dec. 31 , 1985. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). The Trust has committed itself to pay claims incurred under the terms of the plan. BASIC FINANCIAL STATEMENT The value of plan assets , after subtracting liabilities of the plan was a deficit of $(3,046,762) as of Dec. 31 , 1985 compared to $(621,261) as of Jan. 1, 1985. During the plan year the plan experienced a decrease in its net assets of $2,425 ,501. This decrease included unrealized depreciation in the value of plan assets; that is , the difference between the value of the plan' s assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had total income of $31,020,159 including employer contributions of $30,594,843, and earnings from investments of $425 ,316. Plan expenses were $33,521,057. These expenses included $3,346,335 in administrative expenses, $28,002,040 in benefits paid to participants and beneficiaries, and $2, 172,682 in other expenses (payroll taxes on vacation benefits). YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An Accountant's report 2. Assets held for investment To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Leo Bonser, who is the Plan Administrator, 5201 Auth Way, Camp Springs, Md. 20746, (301) 899-0675. The charge to cover copying costs will be $1.10 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan, 5201 Au th Way, Camp Springs, Md. 20746, and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of covering costs. Requests to the Department should be addressed to Public Disclosure Room N4677, Pension and Welfare Benefit Programs, U .S. Department of Labor, 200 Constitution Avenue, N.W. , Washington , D.C. 20216. Labor's Views Through Cartoons / f!IE'S ASSOCIA'Tli'S llK. ~>fo Actq, " G£f ME OUT{A HER£.'" July 1987 I LOG I 27 -· - ��Seafarers Make Team Spirit 87 Exercise a Success Hundreds of Seafarers helped the U.S. military successfully complete a massive sealift exercise from the United States to Korea. Team Spirit 87 is an annual exercise involving Military Prepositioning Ships (MPS) and the Fast Sealift Ships. One of the main participants of the drill was the First Marine Amphibious Squadron which relied on four MPS ships to carry most of its heavy equipment and supplies to Korea while the troops were airlifted to meet them. The four ships the First Marines relied on were the I st Lt. BaldomeroLopez, I st Lt. Jack Lummus, Sgt. William Button and the PFC Dewayne Williams; all are crewed by the SIU. Those ships make up- Maritime Prepositioning Squadron- 3. MIV 1st Lt. Baldomero Lopez The ships carried enough supplies and equipment to sustain a 16,500 brigade for 30 days, carrying everything from drinking water to tanks. They can unload offshore with floating cargo ramps and the five 40-ton cranes they carry. The USNS Pollux also participated in the exercises. The last of the eight former SL-7s to be delivered to the military, the Pollux was operating in its first exercise. It picked up a load of cargo in Mobile, Ala. steamed to Tacoma, Wash. and then on to Korea. With 30-knot speeds, the Pollux was able to make up for lost time it encountered in Tacoma where there were fuel resupply problems. I Can Speed Your Trip Through the Bureaucracy By Benjamin L. Cardin (Congressman Benjamin L. Cardin represents Maryland's third congressional district.) A congressional office is more than a place to discuss national priorities and global concerns. Often a congressional office is the last stop for constituents desperately seeking a path through the confusin ernment regula · and procedures. One most rewarding aspects ng a U.S. congressman is helping constituents get what they need from government agencies. Unfortunately, getting information from the federal government can often prove time con- En suming and frustrating. Therefore, it is helpful when contacting a federal agency to follow the e five steps: 1. State your problem simply and directly; 2. Keep a record of contact with the agency; 3. Allow for enough time to process yo r re uest; 4. Provide appropriate identification numbers-for example, Social Security number, VA number, Medicare, Medicaid, etc., and 5. Clearly print your name, address and phone number. Here is a good example of how a congressional office can tart you on Voyage There's a ship ailing on to a harbor, To a haven of comfort and rest; It's a ship of God's fashion and making And its voyage by Him will be blest. It departed with silence and beauty, With the Master, Himself, in command; As with dignity truly majestic It sailed out of sight of all land. There will always be clear skies above it; There will always be calmness below; There will never be storms to harass it, For the Master is on it, you know. And His wisdom will carry it safely To the port of His infinite peace, Where the light of His love will protect it With a blessing that never will cease. You have watched it sail onward and outward, With a tear of regret in your eye, For a loved one was sailing upon it, And there's grief when you're saying goodbye. But your tears would be tears of rejoicing, And your heart would be happy and free, If you could look for only a rnoment On that ship that is sailing to sea. For the one you have loved is at leisure, With no worry or trouble or care; There's contentment beyond understanding, In the way God's passengers fare. And you'd know from your own observation That the sailing was joyful-not grim, For it means a new life and new living, And a sweet, closer contact with Him. Subj: Team-Spirit 87 From: Master To: Officers, Crew, M.C.M.C. (BENDIX) Through this letter, I personally congratulate all officers, crew and M.C.M.C. Personnel onboard the MIV 1st Lt. Baldomero Lopez for their outstanding performance of their duties, efforts and experience shown, thus the Team Spirit 87 exercise became a complete success. Job well done by all. Please keep the outstanding performance of MIV Lopez for all functions assigned. Capt. A.G. Papadopoulos Master Got a Story? We get word from Bosun Bob Austin that he is working with a group that is planning a book about the "trials and travails" of merchant seamen. The group, "Port Traveler Productions," is looking for stories, and says that it will pay royalty fees when the book is published. Brother Austin, who has been a member of the SIU since 1968, said: "We are gathering and compiling stories which we will submit to local and national printing firms. We are looking for personal stories about life at sea.'' If you are interested, write to "Port Travelers Productions," 306 E. Cherokee St., Altamonte Springs, Fla. 32751. afety Shoes - vessel. This is in accordance with ETC safety procedures. Effective immediately, all crewmembers assigned to ETC/ LNG vessels must have safety shoes in their possession when they report for duty aboard the Dan Ticher Jr. You have 30 days from August 1 to collect your personal possessions or they will be discarded-Santa Cruz. the right track. Mr. T. contacted my Baltimore office on behalf of his elderly father, a veteran who was being treated at Sinai Hospital. His father had reached a point where he needed long-term care at a VA hospital, and his family wanted him placed in the one nearest their home. In one telephone call, my Baltimore congressional office was able to direct Mr. T. to the admissions office at the VA Medical Center. The admissions office easily found the appropriate hospital for the elderly Mr. T. and arranged his transfer. If you are having a hard time getting through the bureaucratic red tape or if you need any information about the federal government, contact your congressman. Personal "Duke" Wilson Retires . . .. ·.·.. :. :··. . ··=· .· ...·:=··-=r::-. .. : ···===: Oh, the solace there is in the knowledge, Life is life and it always will be, And it's simply a change of direction When we sail on His ship out to sea. And the tears that we shed for our loved ones, Are in truth shed for us left behind, For it hurts to give up to the Master, Tho we know He is gentle and kind. So Believe in His great and good wisdom, Trust in Him, as you patiently wait; On His ship God is ever the Pilot, And the one you have loved is the Mate. John E. Floyd Toledo, Ohio .. Julian "Duke" Wilson (right) went to sea with the SIU more than 40 years ago. Duke has sailed both deepsea and inland. After that long career he is presented with his first pension check by Norfolk patrolman "Scrap Iron" Jones. July 1987 I LOG I 29 - �Help A Friend Deal - With Alcoholism and Drugs I I I l would~ ~ Addicts don't have friends. Because a friend let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fellow Seafarer who has an addiction problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, .---------------------------------~ l l Md. Addictions Rehabilitation Center I I am interested in attending a six-week program at the Addictions : Rehabilitation Center. I understand that all my medical and counseling I records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. t 1 1 f I - r ! I Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you 'II be showing him that the first step back to recovery ...__ is only an arm's length away. : Name · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · Book No. · · · · · · · · · · · · · 1 Address......................................................... lI Telephone No. . . . . . . . . . . . . . . . . . . I (Street or RFD) (City) (State) (Zip) I 1 Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 1 II ________________________,_________________________________, t - 30 I LOG I July 1987 I or call, 24 hours-a-day, !301! 994-0010 : �financial institutions see individual retirement investments as a source of profit for their institutions. They tell young people that no money will be available for their retirement under Social Security, and that they should provide for their own future by investing with them. If individual saving for our retirment had been practical, there would never have been a Social Security system in the first place. The only way Social Security will not be around to insure the future of everyone, is for the con artists who would benefit from its cessation to succeed in convincing enough people that they will not receive the benefits of the program in their old age. The elderly are well organized and are a powerful force in the politics of this nation. And, we will continue to fight for the Social Security system, not only for ourselves, but for the young people, too. Letters To The Bditor Sincerely, Frank B.eid, B.432 Tampa, Fla. 'Friends in Need ... ' I am most grateful to the Maritime Trades Department and to all your people of SIU who did such a super job in making yesterday's luncheon at the Catholic Seamen's Club such an outstanding success. It was tops! The food was splendid, and thoroughly enjoyed by all. Thanks to all the excellent cooks from SID who just did a marvelous job. The financial side of it for us here at the Club was the best yet; and we did better than ever before at the raffle. It is good to have friends like you close by. May the good God prosper our Maritime Trades. We surely need His help to help our own people and our own U.S. unions. With every good wish and prayer, I remain Very gratefully yours, Andrew Horgan, OMI and Staff of the Catholic Seamen's Club 'Social Secure • • • 'Working Together 'The Future of the SIU ... ' As a member of 46 years in the SIU and now in retirement, I would like to get a few things off my chest about the good conditions that you enjoy aboard ship .... There aren't as many companies or jobs anymore. So, brothers and sisters, the new jobs will have to come from the passage of bills in Washington. In that case it is do or die. You have got to donate to SPAD. It is your pork chops ... and the only way you are going to see sunshine in the future of the SIU. Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. ' On behalf of our members and all interested parties in the southern California fishing industry, we wish to thank the SIU for prompt assistance and cooperation in defeating H.R. 1621. For your information, H.R. 1621 was defeated in the Assembly Ways and Means Committee on June 3. Hopefully, we have heard the last of it. Sincerely, Terry B.. Hoinsky Business .Agent Fishermen's Union of America Pacific and Caribbean Area SIUN'A/AFL-CIO ' Like man ensioners, my Social Security and Union pension make quite comfortable life in these remaining years. At age 73, I e a sense of security about the rest of my days. What I am deeply concerned about is the future of our younger seafarers, because of what I see as an all-out effort by certain forces to break down confidence in the Social Security system. One must understand that banks, insurance companies and other • • • -----------------------------------------------------------HOME ADDRESS PLEASE PRINT Date: _ _ _ _ _ _ _ _ __ Social Security No. Good luck and smooth sailing. Vince Meehan M-13 Nagasaki, Japan Personals MC&S Reunion There will be an MC&S Reunion at Doyle Park, Santa Rosa, Calif.Sept. 13, 1987-12 noon 'til ?BYOB-Pot Luck-Bring pictures! Henry Smiley Woodruff Phone No. ( Your Full Name Street Area Code City Apt. or Box# Book Number ) 0 SIU 0 UIW State D Pensioner ZIP Other _ _ _ _ _ _ __ UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - This wlll be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. Anyone knowing the whereabouts of Henry Smiley Woodruff, please get in touch with Christine Woodruff or Ricky Gearl Woodruff, P.O. Box 1310, Forks, Wash. 98331; tel. (206) 327-3852. Laurence (Larry) McClellan Anyone knowing the whereabouts of Larry McClellan, please contact an old friend, Mrs. Elinor Oldenburg Matchett, RR 1, Box 133, Califon, N.J. 07830. (Signed)----------------- -----------------------------------------------------------~ July 1987 I LOG I 31 �financial institutions see individual retirement investments as a source of profit for their institutions. They tell young people that no money will be available for their retirement under Social Security, and that they should provide for their own future by investing with them. If individual saving for our retirment had been practical, there would never have been a Social Security system in the first place. The only way Social Security will not be around to insure the future of everyone, is for the con artists who would benefit from its cessation to succeed in convincing enough people that they will not receive the benefits of the program in their old age. The elderly are well organized and are a powerful force in the politics of this nation. And, we will continue to fight for the Social Security system, not only for ourselves, but for the young people, too. Letters To The Bditor Sincerely, Frank Reid, B.432 Tampa, Fl.a. 'Friends in Need ... ' I am most grateful to the Maritime Trades Department and to all your people of SIU who did such a super job in making yesterday's luncheon at the Catholic Seamen's Club such an outstanding success. It was tops! The food was splendid, and thoroughly enjoyed by all. Thanks to all the excellent cooks from SID who just did a marvelous job. The financial side of it for us here at the Club was the best yet; and we did better than ever before at the raffle. It is good to have friends like you close by. May the good God prosper our Maritime Trades. We surely need His help to help our own people and our own U.S. unions. With every good wish and prayer, I remain 'Working Together Sincerely, Terry ll. Hoinsky Business Agent Fishermen's Union of America Pacific and Caribbean Area SIUNA/AFL-CIO Very gratefully yours, Andrew Horgan, OMI and Staff of the Catholic Seamen's Club 'Social Secure • • • ' Like man ensioners, my Social Security and Union pension make quite comfortable life in these remaining years. At age 73, I e a sense of security about the rest of my days. What I am deeply concerned about is the future of our younger seafarers, because of what I see as an all-out effort by certain forces to break down confidence in the Social Security system. One must understand that banks, insurance companies and other 'The Future of the SIU ... ' As a member of 46 years in the SIU and now in retirement, I would like to get a few things off my chest about the good conditions that you enjoy aboard ship .... There aren't as many companies or jobs anymore. So, brothers and sisters, the new jobs will have to come from the passage of bills in Washington. In that case it is do or die. You have got to donate to SPAD. It is your pork chops ... and the only way you are going to see sunshine in the future of the SID. Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. ' • • • On behalf of our members and all interested parties in the southern California fishing industry, we wish to thank the SIU for prompt assistance and cooperation in defeating H.R. 1621. For your information, H.R. 1621 was defeated in the Assembly Ways and Means Committee on June 3. Hopefully, we have heard the last of it. -----------------------------------------------------------HOME ADDRESS PLEASE PRINT Date: _ _ _ _ _ _ _ _ __ Social Security No. Good luck and smooth sailing. Vince Meehan M-13 Nagasaki, Japan Personals MC&S Reunion There will be an MC&S Reunion at Doyle Park, Santa Rosa, Calif.Sept. 13, 1987-12 noon 'til ?BYOB-Pot Luck-Bring pictures! Henry Smiley Woodruff Phone No. ( Area Code Your Full Name Apt. or Box II Street Book Number 0 City SIU 0 UIW State D Pensioner ZIP Other _ _ _ _ _ _ __ UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - This wlll be my permanent address for all official Union mailings. This address should remain In the Union file unless otherwise changed by me personally. Anyone knowing the whereabouts of Henry Smiley Woodruff, please get in touch with Christine Woodruff or Ricky Gearl Woodruff, P.O. Box 1310, Forks, Wash. 98331; tel. (206) 327-3852. Laurence (Larry) McClellan Anyone knowing the whereabouts of Larry McClellan, please contact an old friend, Mrs. Elinor Oldenburg Matchett, RR 1, Box 133, Califon, N.J. 07830. (Signed)----------------- -----------------------------------------------------------~ July 1987 I LOG I 31 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1987 Description An account of the resource HEADLINES FEW SALUTE FLAG POLE ON KUWAITI TANKER PLAN SIU’S SEALIFT CONFERENCE STUDIES RFP’S, MANPOWER AND TRAINING MARAD OKS CDS PAYBACK NMU CELEBRATES 50TH FREE TRADE TALKS HELD BETWEEN U.S., CANADA U.S. RUNAWAYS-WONT FLY FLAG BUT SEEK U.S. NAVY PROTECTION JULY MARKS 53 YEARS SINCE “BLOODY THURSDAY” ILA’S TEDDY GLEASON RETIRES, LED FOR 24 YEARS E.B. MCAULEY, VETERAN SIU OFFICIAL, DIES AT 63 DELTA QUEEN’S SIU CREW WIN PRAISE FOR PROFESSIONALISM SIU CAPTAIN NAMED DOCKING PILOT PRESIDENT CURTIS BAY’S MACLEOD HEAD MORAN TOWING ALL’S WELL ABOARD THE SGT. MATEJ KOCAK SIU’S ARION PAYS OFF IN TAMPA SHLSS IS THE KEY TO MANPOWER RFP PROBLEMS HIGHLIGHT SEALIFT CONFERENCE BIDDING FOR MILITARY WORK IS COSTLY SHLSS MAKES SURE SEAFARERS HAVE SKILLS FOR NEW MILITARY JOBS CONFEREES IMPRESSED WITH SIU/D-2 UNITY STRATEGIC SEALIFT; A KEY TO OUR NATIONAL DEFENSE MERCER REMINDS MSC THAT GOOD CREWS ARE BACKBONE OF FLEET AWARD TO MSCPAC MARINER HEROES OF THE MISPILLION ARE REWARDED “SMART SHIP” WINNERS ANNOUNCED THE AA PROGRAM FIRST AID FOR HEAT VICTIMS GIVE YOUR BLOOD FOR LABOR SIU BACKS NATIONAL BLOOD DRIVE SEAFARERS MAKE TEAM SPIRIT 87 EXERCISE A SUCCESS I CAN SPEED YOUR TRIP THROUGH THE BUREAUCRACY Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 7 Creator An entity primarily responsible for making the resource Seafarers Log 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/32cce29d1ff688d57b6468d30b0a85e7.pdf e2e995744ec53190fc8b6f188f6816a9 PDF Text Text Sea-Land's New D-7 Sails on Alaska Run Seafarers will crew the Sea-Land Anchorage Aug. 15 for its first northbound sailing from Seattle to Alaska. The new D-7 is the first of three vessels set to replace four 1944-vintage C4X ships currently serving the Alaska market. The ships, built in Sturgeon Bay, Wis., have a capacity of 706 40-foot equivalent units. When all three are on line it will increase Sea-Land's cargo capacity by 90 percent. The vessels cost about $60 million each and the Sea-Land Tacoma and Sea-Land Kodiak should be sailing by November. Each vessel carries a 21-man crew. See Page 6 Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 8 August 1987 Drozak-Use American Ships and Crews Charter of U.S. Ships Could Solve Gulf Problem If the U.S. government offered "genuine" U.S. tankers with U.S. crews to Kuwait, Iran, Iraq or any other Persian Gulf country, the tanker war and a dangerous Gulf confrontation could be avoided. Such a plan has been offered by SIU President Frank Drozak. (See full text of letter on page 3.) The reftagging of the 11 Kuwaiti tankers has been literally and figuratively running through mine fields. On the first trip with U.S. Navy escorts, the tanker Bridgeton was hit by a mine and suffered damage. Ironically, it was the Bridgeton which was forced to lead the convoy because she was able to withstand more damage if hit again than the U.S. warships protecting her. In Congress and around the world, the plan has drawn fire from several sources. Late last month bills to prohibit U.S. escorts and to deflag the Kuwait tankers were introduced in both houses and have a host of cosponsors. U.S. allies have refused to help out in minesweeepig chores. American planners did not foresee the need for minesweeping and when the convoy took off, no American minesweeping ships or helicopters were available to clear a path. The United States has legitimate goals in the Gulf and in protecting the sea traffic there, Drozak said. But ••the policy undeniably tilts toward Kuwait and Iraq and thus risks making the United States a belligerent," Drozak said. He said a major dilemma facing the U.S. in the Gulf is what to do if Iran attacks a U.S. ship. "What will be the next American step in escalation? Iran is no military match of the United States, but a military confrontation between the two countries only plays into the hands of Court Upholds SIU Plans in Sonat, Dixie Pension Case The SIU has won an important case against two inland companies which have refused to bargain for their licensed employees. A federal district judge in Baltimore ruled the Union's Pension Plan has a right to deduct past service credits toward pensions when a company stops making contributions to the SIU Pension Plan. The court upheld the Plan's right to take away the past service credits (a credit toward a pension for the years an employee worked with the com(Continued on Page 9.) Inside: Trade Talks Threaten Jones Act Page 3 S~afarers Man Famous Schooner Page a Inland Tug & Tow News Pages 9-11 SHLSS-20 Years Later Pages 13-18 the Soviet Union, which has long coveted the role of Iran's 'protector.' It also thwarts a strategic objective of our last two presidents: to normalize relations with a post-Khomeini regime and prevent Soviet hegemony," he said. ''Little in the administration's history of inconsistent lurching and tiltings in the Iraq-Iran conflict gives anyone confidence that these issues have been carefully considered in the re flagging policy,'' he said. The plan to charter U.S. tankers to any country in the Gulf would be evenhanded, he said. •The United States tankers and the United States Navy protecting them would be strictly neutral. This option would guarantee the freedom of navigation in the Persian Gulf, leave no vacuum for the Russians and help stop the tanker war, thus containing the Iraq-Iran conflict,'' Drozak suggested. He also said that such a policy would make U.S. objectives clear and reduce the risk of attack on both commercial and U.S. Navy ships. Earlier this month 0nly two ships had been reftagged, but four others apparently were close to sailing the Gulf under the American flag. A combination of Iranian naval exercises and the lack of minesweeping capabiJty has slowed the original schedule of sailings. WWII Seamen May Gain Vets Status DOD Wrong in Denial The 90,000 surviving merchant seamen who served during World War II are a step closer to receiving the recognition and benefits they have sought for 42 years. The government erred in denying veterans benefits for the aging sailors, a federal judge ruled last month. The ruling came in a suit filed by various seamen's organizations, a trial during which the SIU testified for the aging merchant sailors. .. I think it's a wonderful, but long overdue victory. About 250,000 seamen served during World War II and 160,000 have died without their government recognizing their efforts," said SIU President Frank Drozak. The suit centered around the denial of veterans benefits by a special Department of Defense review board. It was set up in 1977 to process applications from various groups who contributed to the war effort but were not in any of the armed services. The Department of Defense Civilian/Military Service Review Board has heard 64 cases and granted veterans status to 14 groups. The groups range from the civilians who defended Wake Island to telephone operators and dieticians in World War I. When the review board was created, it set up various guidelines to determine if certain groups could be granted veterans status. Despite the fact that merchant sailors had a higher casualty rate than any branch of the service besides the Marine Corps, and about 6,000 seamen were killed by enemy action, they have been constantly turned down for benefits. The judge, Louis F. Oberdorfer, ruled that merchant seamen have an equal or even stronger claim to benefits than many of the groups already granted veterans status. He said the guidelines were applied inconsistently by the review board. (Continued on Page 4.) �President's Report by Frank Drozak mine exploded in the Persian AThatGulf last week. in itself was not too surprising. Despite the administration's line that we were just an honest broker trying to keep the sealanes open, the United States had for all practical purposes become an active participant in the Iran-Iraq War the moment it announced that it was going to redocument 11 Kuwaiti tankers under the American registry. Tensions had been running high in the area for weeks; the editorial pages of this country's newspapers were full of stories predicting that the Iranians would try something. The only thing unusual about the mining-and to most people, it was a real shocker-was that the administration had apparently failed to make any kind of contingency plans in case something like this happened. knows it, whether or not his advisers have told him, the maritime industry is in desperate straits. As a result of the cuts that have been made in the maritime budget over the past six years, it is not even certain if there will be a maritime industry. " ... Many industries have been victimized by the administration's inability to foresee the consequences of its own actions ... '' To many people, this episode seems to sum up many of the worst aspects of the Reagan presidency. During the past six years, the administration has acted as if it were more interested in its own rhetoric than in the consequences of its actions. This is not only true of the Persian Gulf, but of unfair trade, deregulation, OSHA and the growing budget deficits. Many industries have been victimized by the administration's inability to foresee the consequences of its own actions. Maritime, for example, was told that the president placed a "high priority" on the American-flag merchant marine. That was the public relations end of it. Yet the reality has been quite different. Whether or not the president In this atmosphere, victories have been hard to come by. Yet thanks to the support of this membership, and the hard work of our legislative staff, there is some good news, though it is always tempered by the knowledge that we are in a life and death struggle for survival. Earlier this month, for example, 55 senators co-sponsored a resolution by Sen. John Breaux (D-La.) demanding that the administration take maritime off the bargaining table in the free trade talks that are being held with Canada. We're not yet home free on this issue, but at least Congress has made its position clear. In effect, what the Canadians are asking the administration to do is to gut this nation's entire system of cabotage laws. And with this administration you just don't know. The thing that bothers me most about the administration is that it refuses to accept input from the people and industries being hurt on a grassroots level. Maritime and other industries were talking about unfair trade long before the issue reached the crisis stage. Yet no one in a position of authority would listen. The same thing is true of the Kuwaiti reflagging. It will have severe adverse effects on the commercial viability of the Americanflag merchant marine and the sea-lift capability of this country. Yet our input has not been solicited. The SIU-AGLIWD has not gotten to where it is by ignoring reality. We have always looked the issues squarely in the eye, and because of this we have been able to grow. Even now, when the maritime industry has declined by more than one-third over the past six years, we have been able to sign up new work. * * * During the past three years, the SIU-AGLIWD has signed up 58 new vessels representing more than 800 new jobs. No other maritime union can make this claim. Yet we have a problem. Some of our members don't want to sail on these vessels. They'd rather grab a SeaLand vessel or a coastwise run. But let me be honest with you: any member who is counting on commercial work for his job security is out of touch with reality. The long-term trend in the maritime industry is clear. There will be fewer vessels and smaller crews. Work will be less physical and more technical. And a growing percentage of jobs available to American-flag seamen will be onboard military vessels. In the short-term, at least, there is no escaping this trend. Anyone who fails to upgrade his skills and to gain military clearance is buying a one-way ticket to the unemployment line. In the future, there will be fewer jobs, fewer maritime unions, and very little commercial work. Members who fail to take jobs onboard military vessels are not only jeopardizing their own job security, they are jeopardizing the job security of each and every other member of this Union. I'm not one to mince words. It's a hungry world out there. If we don't man these vessels, someone else will. And in the process, they will gain whatever benefits that come with manning those jobs. And those benefits include continued employment for all our members, the ability of our middle-aged members to protect their pension rights, and a chance for our younger members to become licensed officers in record time. Stewards Complete Recertification This group of recertified stewards completed their training this month. Pictured above are William Burdette, Roger Griswold, Maxine Peterson, Jonny Cruz, Milton Yournett, Dallas Taylor, Gerhard Schwarz, Richard Geiling, Alan Hollinger, David Boone, Donald Spangler, Udjang Nurdjaja, SHLSS Vice President Ken Conklin and SHLSS Steward Department Director Laymon Tucker. Official Publication of the Seafarers International Union of North America, Atlantic , Gulf, Lakes and Inland Waters District, August 1987 Vol. 49, No. 8 AFL-CIO Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I August 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at addi~ional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Spnngs, Md . 20746. �---Sl)e Ne\tr fJork Sime11 SUNDAY, AUGUST 2, 1987 Letters Let Them Rent Whole Tankers, Not Just Flags To the Editor: President Reagan's decision to reflag Kuwaiti tankers is founded on three legitimate policy objectives: (I) to preserve freedom of navigation in the Persian Gulf; (2) to avoid a vacuum that the Russians could fill thus furthering their longtime objective in the region, and (3) to stop the tanker war, thereby limiting the Iraq-Iran conflict. These are laudable goals. But the policy undeniably tilts toward Kuwait and Iraq, and thus risks making the United States a belligerent. If Iran retaliates against the reflagged tankers, United States Navy forces or some other target, what wilJ be the next American step in escalation? Iran is no military match for the United States, but a military confrontation between the two countries only plays into the hands of the Soviet Union, which has Jong coveted the role of Iran's "protector." It also thwarts a strategic objective of our last two presidents: to normalize relations with a postKhomeini regime and prevent Soviet hegemony. Little in the administration's history of inconsistent lurchings and tiltings in the Iraq-Iran conflict gives anyone confidence that these issues have been carefully considered in the reftagging policy. That it was initiated without a formal intelligence assessment-and that, in the name of freedom of navigation, it tilts against Iran, which has been responsible for only about half as many tanker attacks as Iraq-simply compounds its deficiencies regarding the three United States objectives. Congress is caught between two unacceptable choices. It can allow the reftagging policy to proceed despite its flaws and dangers. Alternatively, if its stops the reftagging, it risks undermining the president by creating an impression of withdrawal from the Persian Gulf, which would provide a major opportunity for the Russians. What can be done to make the best of a bad situation? There is another option that accomplishes all three objectives, while avoiding the tilt toward Kuwait and Iraq, thereby reducing the risk of provoking Iran and making the United States a belligerent. That is to offer to charter genuine United States-flag tankers with United States crews, of which there are an ample number available, to both Kuwait and Iran, to Iraq and to any other country in the region. This would be an evenhanded policy. The United States tankers and United States Navy protecting them would be strictly neutral. This option would guarantee freedom of navigation in the Persian Gulf, leave no vacuum for the Russians and help stop the tanker war, thus containing the Iraq-Iran conflict. Even if Iran did not accept the offer, a policy that made our intentions and objectives clear would reduce the risk of attack on our ships and the need for subsequent United States escalation. That United States-flag commercial vessels have been operating in the area throughout the war without serious incident makes it likely that American lives would be far less at risk in this scenario. The provocation is not the presence of United States ships. American ships have served the region more than 40 years. Rather, the provocation is the thinly veiled reftagging scam that rents our protection to one side at the expense of the other. Doubts about whether the United States will in the end really respond to an attack on the reftagged vessels as if they were genuine American ships only heightens the prospects for confusion, miscalculation and escalating hostilities. Undeniably, this plan would put more American seamen (28 as against I per ship) at some risk. But American crews are already vol- untarily taking that risk in the Persian Gulf. The additional numbers would be small, particularly compared with the number of Navy personnel now being put at substantially greater risk. The use of genuine United Statesflag tankers would cost slightly more than using multinational refiagged hybrids. But the expense is insignificant and, after all, renting the United States Navy should not be free. This is probably the best alternative in a bad situation. It could be the most constructive thing the United States has done in the sevenyear history of the war. FRANK DROZAK President, Seafarers International Union of North America Camp Springs, Md., July 22, 1987 T-AGOS Crew Slams Reflagging Like most seafarers, the crew of the USNS Indomitable, a T-AGOS vessel, sometimes falls behind on the breaking news when at sea. But while these SIU members say they have only heard "bits and pieces" of the Kuwaiti reftagging plan, their response to it shows they fully understand the dangerous precedent it sets. Here is their letter. "Being at sea for extended periods of time, we have been hearing only bits and pieces of President Reagan's plan to reftag Kuwaiti tankers, but what news we have received has greatly disturbed us all. To our understanding, these ships will be under the American flag, with crews of foreign nationals-something which would set an extremely dangerous precedent, which might well end up being the final nail in the coffin of the American merchant marine. "Since the Reagan regime took power (under a promise to fortify and rebuild the merchant marine), both the industry and the American seamen seem to have been.assailed on all fronts-the Jones Act is under constant attack, Alaskan petroleum products are sought for foreign trade, laws reserving government and foreign assistance cargoes are only sporadically enforced. And now, of all things, our own government is endorsing the manning of American ships with crews of foreign nationals. If this terrible precedent is allowed to take place, we wonder where the betrayal will stop. Can we look forward in a year or two to a whole fleet of ships which nominally fly the American flag but don't have a single American onboard? We mightjust as well suggest that we reflag five or six American frigates under the Kuwaiti flag and let them protect their own tankers. The same common sense logic which dictates that we man our own navy and other military forces with American citizens demands that we expect nothing less for our merchant marine. "The SIU crew of the USNS Indomitable has a universal feeling of dread and despair concerning this attack on our livelihood. As Union brothers and sisters, we are bound together to protect our common needs and common interests. We are most anxious to learn what action our Union is taking to keep this most atrocious sellout of the American merchant marine from becoming reality. We are counting on your leadership to let the self-serving politicians and the American public know how we feel. Give us action before it is too late." Canada Wants Jones Act Opened Trade Talks Draw Fire From U.S. Maritime Industry American shipping on the Great Lakes has been in the doldrums for the past several years. Today there is a move afoot which some say could finally kill U .S.-ftag shipping on the Lakes and all coastwise shipping: opening up the Jones Act to Canadianftag shipping concerns. The concern is so great that more than 120 U.S. maritime-related companies and organizations (including the SIU) have written all Senate members urging that the Jones Act be kept strictly American. In addition, 213 House and Senate members have co- sponsored a resolution calling on President Reagan to reject the Canadian proposals. The controversy began when U.S. and Canadian negotiators began talks earlier this year to resolve many of the trade problems between the two countries. Canadian negotiators proposed a so-called "North American Jones Act." Under the plan, Canadian ships could be allowed to carry oil and other products from Alaska to the lower 48 states, cargo between Hawaii and the U.S. mainland and other shipments between U.S. ports on the Lakes. Under current law, domestic coastwise shipping is reserved exclusively for U .S.-flag ships. The plan ''threatens to dismantle longstanding U.S. maritime policy essential to our shipyards, inland tug and barge industry, the Great Lakes fleet, the offshore oil and gas service industry and both our international and domestic maritime fleets," said the letter to senators. In addition to opening markets to Canadian shipping, the trade talks also have suggested that U.S. maritime programs could be open to Canadian interests. Currently U.S. ship owners, in the domestic trade must pay added tax if the ships are repaired in a foreign yard. That provision also could be struck down. The letter from the 120 industry groups noted that the U.S. falls dangerously short of sealift capability now, according to a presidential report. If the Canadian proposals are inclutled in a trade package, they would further weaken the nation's defense. "Considering the advantages Ca(Continued on Page 26.) August 1987 I LOG I 3 �DOT Offers New Program Reaction Mixed to New Operating Subsidy Plan A new plan offered by the Reagan administration to reform the operating differential subsidy program (ODS) has met with mixed reaction within the maritime community. But praise for the plan has been faint at best. The new plan would base a ship owner's subsidy on labor costs only. Current ODS payments are based on a variety of costs, including labor, insurance, maintenance and repairs not covered by insurance. The formula for determining the wages-only subsidy has drawn fire from several groups. Under the current program, subsidy payments are guaranteed for the life of an ODS contract, usually 10 years or more. In the administration's proposal, subsidy payments would be authorized for 10 years, but the appropriations must be approved each year. That type of payment makes long-term planning uncertain, critics of the plan said. The favorable reaction to the program has been limited to the fact that for the first time in seven years, the administration has offered something in the way of a promotional program for the U .S.-flag fleet. Since taking office, the administration capped the current ODS program by not allowing any new contracts. The construction differential subsidy plan for shipyards was scrapped. There have been constant battles over cargo preference. While the maritime industry has suffered under these cutbacks, the administration has offered no alternatives. At least this new ODS program is a start, some say. But most observers hope that Congress will modify the plan. Other aspects of the program: • A cap on the number of subsidy ''grants,'' as they would now be called, available to each company. Those already receiving subsidies with fewer than 10 ships in operation (this would include Farrell Lines and Waterman Steamship Corp.) would be eligible for up to 10 ship-year subsidies a year. Ten ship-years is the equivalent of operating 10 ships under subsidy for one year or one ship for 10 years. The idea is to allow the smaller carriers to grow within the program. Subsidized carriers with more than 10 ships would be limited to 20 shipyear subsidies. Unsubsidized lines entering the program for the first time would be limited in the number of ship-year subsidies they could receive to the number of ships in their fleet during the two-year period prior to enactment of the bill, and no more than 20. • All carriers also would be allowed to sell or swap subsidies, thus permitting them to cash in on their subsidy assets or acquire more subsidy than they are otherwise entitled to receive from the government. • All existing trade route restrictions on subsidized carriers would be eliminated. In the future, subsidized lines could deploy their ships wherever they want, an idea consistently opposed by some of the smaller carriers who fear they'll be pushed out of their niche markets. • The payment system would be changed in an effort to improve the carriers' cash flow. Instead of paying at the end of each voyage, the government would pay companies semimonthly. • No subsidy would be paid for the carriage of government cargoes reserved for U .S.-flag ships, such as military cargo or Food for Peace ship- ments. It appears that the carriers would have to discount the rates they charge for such cargoes to reflect subsidy payments expected on the voyage. • Subsidized carriers would be allowed to operate foreign-flag feeder vessels, but the capacity of the latter could not exceed the capacity of the company's U.S.-flag operations. There would be no review process, as there is currently, to ensure the foreign-flag ships do not compete with any subsidized services. • Current law shielding unsubsidized domestic operators from competition from subsidized carriers would remain unchanged. The l~tter could trade between domestic points only with special approval from the secretary of Transportation. Existing services, however, would be grandfathered, a provision favoring Sea-Land Corp., currently an unsubsidized operator with both domestic and international services. • Ships built in foreign shipyards would be eligible for subsidy and for government preference cargo immediately on being brought under the U.S. flag. Oct. Blast Killed 4 NTSB Faults Yukon Safety Three different safety-related factors led to the blast aboard the Ogden Yukon (OM/) last Oct. 28 which killed one SIU member and three other crewmen, a National Transportation Safety Board (NTSB) study reports. The three problems cited in the NTSB report were: the operator's failure to "establish and enforce" safety procedures for performing hot work; the chief engineer's failure to ensure that all tank vent flame screens were installed and maintained properly, and the failure of the refining company to supply the ship with fuel oil of the proper flash point. The report said that flame cutting was being done above the starboard fuel oil storage tank before the blast. The chief engineer told the NTSB that neither he nor his assistant made any particular safety inspection of the area and that he did not discuss any safety procedures with the welders. He further testified that no fire hoses charged with water were laid out for use and that no one was designated as a fire watch. In addition, the NTSB found that the flame screen for the after vent on the fuel storage tank that exploded was missing before the accident. The report said that if the vents had been checked for flame screens before any work began it "may have prevented the fires and explosions. Also, the NTSB discovered the Yukon was carrying the wrong fuel, with Safety problems led to the fatal blast aboard the Ogden Yukon (OMI), a government report says. a very low flash point. Normally the ship used No. 6 fuel oil with a flash point of more than 150 degrees F. The Yukon was loaded with oil which had been contaminated by oil with a lower viscosity and a flash point as low as 22 degrees F. Vet Fight Brings All Seamen Together If, 42 years after World War II, merchant sailors are finally given the same benefits as military veterans, no one knows exactly how many of them are alive today to take advantage of the recognition. But there is one thing this crusade for veterans benefits has brought about and that is unity-unity between the various maritime unions. For at issue is something that affects not only SIU members who served during World War II, but sailors in the other maritime unions as well. Anthony Nottage of Cypress, Calif. is one SIU pensioner who has personally telephoned his congressman, Rep. Robert K. Dornan, to express his views regarding H.R. 1235, the Merchant Seamen's Benefit Act. He also has written letters to 44 other congressmen 4 I LOG I August 1987 in California as well as both state senators. The 69-year-old pensioner sailed as chief electrician from 1943 to 1971 and was part of the Murmansk run to Russia. Nottage was on the Samuel H. Walker when it was sunk by German torpedoes. He also served in the merchant marine during the Korean and Vietnamese wars. ''There are only a few of us oldtimers left," Nottage writes in his letters for passage of H.R. 1235, "and I believe this bill is 40 years overdue.'' And Otis L. Bouchie Jr., who retired from the NMU in 1966, has gone on a personal crusade for passage of the bill. Bouchie, who served in the U.S. Marine Corps (and therefore already has veterans benefits), nonetheless feels the need for all U.S. merchant mariners who served in World War II to be recognized. And so this 74-yearold Alabaman who has ''a lot of friends in the SIU'' writes 30 letters a month' 'to senators, representatives, cabinet members, mayors, governors, other maritime unions, trade unions and anybody else who might help H.R. 1235"-with just one theme: recognition for World War II merchant seamen. The NMU pensioner has been pleased with the response he has received so far, about 90 percent, but continues to press forward in his writing campaign. Bouchie, whose larynx was removed five years ago due to cancer of the larynx and who now speaks through a mechanical voice box, says he has a lot to be thankful for. And his personal crusade for benefits for all merchant mariners would be one more thing to add to his list. The Yukon was towed to Japan after the explosion and sold for scrap. Vets (Continued from Page 1.) The suit -concerned two groups of seamen who had been denied benefits. The first were seamen who participated in the many invasions during World War II; the second, others who sailed during the war. The judge said seamen who joined the invasions performed military duties under military control. He also said the denial of benefits to other seamen was not supported by the review board's decision. After Oberdorfer's ruling, he ordered both sides to return to court this month and present recommendations on what remedies would be appropriate. The government has not said if it will appeal the case. The judge could order veterans status for invasion force seamen or all World War II sailors. He could also order the review board to redraft its guidelines. Most of the war-era seamen probably wouldn't take advantage of college tuition funds or home loans. But many would qualify for veterans medical benefits, if those benefits are awarded. �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Connie Rep. Wally Herger More~la A C THIRD generation rancher and independent businessman, Wally Herger (R-Calif.) was elected to the U.S. House of Representatives from the second congressional district of California Nov. 4, 1986. ONNIE MORELLA (R-Md.), elected in 1986 to the lOOth Congress, represents Maryland's eighth congressional district, which covers the most populous portion of Montgomery County, a wealthy and overwhelmingly Democratic area just outside Washington, D.C. Although a freshman in the U.S. House of Representatives, Morella is no newcomer to elective office. The former airline reservations clerk turned college English teacher decided to enter politics 17 years ago. She worked for the Montgomery County Commission for Women, served eight years in the Maryland House of Delegates, to which she was first elected in 1978 and re-elected in 1982, and won a stunning victory this past fall to capture the seat vacated by four-term Democratic congressman Michael Barnes. In Annapolis, she was a member of the House Appropriations Committee and its Subcommittee on Law Enforcement and Transportation. With a bachelor of arts degree from Boston University and a master's degree from The American University, Morella is an educator by profession. She is currently on leave from Montgomery College where she has taught since 1970. Rep. Morella calls herself a moderate, a liberal in the tradition of her long-time friend, retired Sen. Charles McC. Mathias, who actively campaigned for her. And her agenda, she says, is one of "enlightened social policies balanced by fiscal conservatism.'' She supports aid to the contras (but adds that there has to be accountability) and supports "Star Wars" and Medicaid funding for abortions for some poor women. A Catholic, Morella has consistently voted pro-choice and is against mandatory drug testing. The second congressional district includes all of the counties of Butte, Colusa, Glenn, Shasta, Siskiyou, Sutter, Tehama, Trinity and Yuba as well as portions of the counties of Lake, Napa and Nevada. Rep. Connie Morella "I vote my conscience," Morella said. "I think constituents want a representative who votes independently." Although Rep. Morella wasn't appointed to her preferred committeesHouse Ways and Means and Appropriations-she serves on minor committees that matter to her constituents. In the Committee on Post Office and Civil Service, she is the ranking minority member. She also serves on the Science, Space and Technology Committee and on the Select Committee on Aging. Morella is not afraid to stand up for what she deeply believes in. "I think I have, with all lack of modesty, an extraordinary, strong eight-year record for issues that I care deeply about," she said of her years in the Maryland House of Delegates. "Civil rights, women's issues, budgetary issues . . . You make a mark by sometimes introducing good legislation that the majority picks up and then you end up being the co-sponsor.'' She hopes to play a similar role in the House of Representatives. Certainly, the Republican congresswoman will be watched very closely as names are being tossed out as possible opponents for her seat in 1988. Ten of the 12 counties in his district are major timber producing areas (the 1986 national Christmas tree on the Capitol grounds was grown in Siskiyou County), so it is appropriate that Herger serve as a member of the House committee on Agriculture. What is more important to SIU members, however, is that he is also on the Merchant Marine and Fisheries Committee (chaired by Walter B. Jones, D-N.C.), and could be an important ally in future maritime legislation. The representative, who was elected vice president of the freshman Republican class of the 100th Congress, also was chosen secretary of the California Republican Congressional Delegation. He majored in Business Administration at California State University in Sacramento and served three terms in the California State Assembly. There, he was on the Ways and Means Committee and was vice chairman of the Agriculture Committee. Rep. Herger holds a number of strong views regarding the defense of this nation. He stands behind President Reagan in his support for the Strategic Defense Initiative (SDI). ''For the past 20 years," Herger states, "the Soviet Union has increased its strategic nuclear capability, while the United States has significantly slowed its development ... Therefore, implementation of SDI would reduce this dangerous Soviet nuclear superiority and would Rep. Wally Herger push us closer to the long-term goal of elimination of nuclear weapons. In a similar vein, Herger supports a limited chemical weapons program and believes that the U.S. should not be bound to comply with the unratified, expired SALT II treaty. He also believes that the United States, as a nation, must make a full commitment to pursuing all the facts about our servicemen still unaccounted for in Southeast Asia and has indicated that he "will strongly support efforts to locate and bring home American MIAs. '' Savings Bonds Protect Futures -----Around the New Orleans Hall----- ~~.I ..• One of the SIU's first organizers, Buck Stevens (right) had chance to renew his Union ties in New Orleans recently. Shown with his grandson (center) and Rep Nick Celona, Stevens goes over plans for an upcoming Port Council meeting. ·. .· ,.__:.~. When the new standard agreements were ratified recently, Bosun "Scotty" and New Orleans Port Agent Ray Singletary took time to study the new contracts. August 1987 I LOG I 5 �'T Anchorage Sails- The Sea-Land Kodiak will be the third of the new D-7s. The bow has been strengthened for the ice encountered on the Alaskan run. Kodiak, Tacoma Wait For Final Touches at Sturgeon Bay Yard Chief Cook George Gibbons on the Anchorage as it left its Wisconsin shipyard. This is the view from the Anchorage's bridge as she steams toward the Sturgeon Bay Bridge into Lake Michigan. The Anchorage crew was flown into Green Bay, Wis. to take the ship from the Lakes to the West Coast. Above is AB Bill Sider at the airport. The latest technology includes this computerized navigational steering (below) on the bridge of the Anchorage. Steward/Baker James Anchorage. on the QMED Joe Graves (above) at breakfast in the crew's mess. SI A Michael Bubaker (below) finishes up the lunch dishes. Recertified Bosun Dave Atkinson takes a break on the third deck rec center aboard the new Anchorage. The Tacoma will be the second D-7 for Sea -Land. 6 I LOG I August 1987 Wright �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco I will be heading back East later this month to attend the triennial convention of the SIUNA. It will be an important convention. For one thing, the maritime industry is confronted by serious problems. In addition, next year marks the 50th anniversary of both the SIUNA and its Atlantic, Gulf, Lakes and Inland Waters District. Both organizations were born of the wreckage of the old International Seamen's Union, a loose federation of autonomous maritime unions formed in the latter part of the 19th century. Under the leadership of Andrew Furuseth, the ISU was able to achieve many important victories, including passage of the Seamen's Act of 1915. Yet the ISU was never able to recover from an ill-fated strike called in 1921. By the time the Great Depression rolled around, it was on its deathbed. The election of Franklin Delano Roosevelt in 1932 ushered in a new era for both the United States and the labor movement. For the first time ever, organized labor moved to center stage of American politics. Passage of the Wagner Act of 1935 presented the labor movement with many new opportunities. Yet like the country from which it sprang, the American labor movement was not monolithic. It was split along regional, economic, ethnic, racial and philosophical lines. And so it was with the labor movement. Trade unionists everywhere argued about the merits of John L. Lewis' call to industrial trade unionism. Traditionalists like AFL President William Green rejected this approach. The waterfront was not immune to these developments. Indeed, one of the primary reasons behind the formation of both the SIUNA and the SIU-AGLIWD were the philosophical differences that existed between the American Federation of Labor and the Congress of Industrial Organizations (which broke away from the AFL in 1935). The AFL represented a certain type of trade unionism. Craft-oriented, intensely patriotic, it concentrated on bread and butter issues. The CIO, on the other hand, stressed social issues, political action and mass organizing. Harry Lundeberg, the secretarytreasurer of the Sailors Union of the Pacific, was a strong believer in AFL principles. In order to counter the rising influence of the CIO-affiliated National Maritime Union, which was formed in 1937 by Joe Curran, Lundeberg requested and received AFL charters for both the Seafarers International Union of North America and the Seafarers International Union of North America, Atlantic and Gulf District. While the AFL maritime unions had a strong presence on the West Coast, they were all but non-existent on the East Coast and in the Gulf. To counter this inherent structural weakness, Lundeberg established the Atlantic and Gulf District of the SIU. From its inception, the A&G District incorporated the principles of both industrial and craft trade unionism. Like the NMU, it was established along industry-wide lines. As Lundeberg had planned, the newly-formed A&G District gave the AFL a secure base on the East Coast. This, in turn, transformed the SIUNA into a viable national organization, a worthy heir of the old ISU. There is no guarantee of what will happen in arbitration. Yet it is exceedingly important for these tug and barge companies to understand that we will not back down from a fight. Any company that tries to abridge the rights of our members will have to pay a high price. The bankruptcy proceedings have had far-reaching consequences. For one thing, seamen working for the company have had to line up with the rest of the company's creditors in obtaining contributions to their pension and welfare plans. The shipping companies that remain in business on the West Coast are trying to fill the void left by U.S. Lines. Sea-Land, an SIU-contracted company, is interested in picking up four U.S. Lines vessels which had been on the U .S.-Hawaii-Guam run. Sea-Land's bid to procure these vessels had been opposed by Prudential Insurance, one of U.S. Lines' largest creditors. Earlier this month, however, Prudential withdrew its objections to the acquisition, which bodes well for Sea-Land's efforts to buy out these vessels. West Coast Report by V. P. George McCartney W Gulf Coast by V.P. Joe Sacco T HE contract between the SIU and Radcliff Materials has been extended while the two sides try to find ways to bridge the gap that separates them. Problems remain. For one thing, the astronomical increase in medical costs is affecting the industry. As reported in previous issues of the LOG, the SIU is trying to contain these costs. It even instituted a bonus program under which it awards members 25 percent of the monies saved when they alert the welfare plan of unnecessary billings. The SIU has always been willing to work closely with any company that respects the rights of our members. In Louisiana, for example, we are monitoring the actions of the legislature as they pertain to the shell-dredging industry. For the past six year , there has been a war on the rivers of this country. Tug and barge companies have tried to take on the maritime unions. We have taken a carrot-and-stick approach to this attack. We will go out of our way to work with those companies that respect the rights of our members. At the same time, we will leave no stone unturned in fighting those companies that don't. Just recently, for example, the Fifth Circuit United States Court of Appeals partially overturned a ruling by Judge Morey Shears in regards to National Marine. The judge ruled that the company's refusal to arbitrate its differences with the Union over the sham sale to Compass Marine constituted a breach of contract. The matter must go back to arbitration. HEN today's trainees celebrate the SIU-AGLIWD's lOOth anniversary in the year 2038, they can say that they entered the maritime industry during a period of profound change. Everywhere you look on the West Coast, there are signs of change. There is an intense rivalry among the West Coast ports to make themselves more competitive. Intermodalism is more than a buzz-word out here: it is something that has already happened. And Wilmington, with its ready-made market of 12 million people, is leading the way. Sea-Land and APL, two of the largest carriers out here, are in the process of connecting their port facilities to rail lines. They are deadly serious about "one-stop" shipping, which they see as the future of this industry. Throughout history, there has been an innate connection between trade and the maritime industry. Things are no different today. The increasing importance of the Pacific rim countries to the American economy is having a profound effect on all aspects of American life. In a sense, the maritime industry provides a microcosm of this trend. The growing trade between the United States and the countries of the Far East has far-reaching possibilities. But as long as East Asian markets remain closed, the benefits provided by this trade will all be one way. Still, things look decidedly better in that respect than just a year ago. Pressure brought on the Reagan administration by the maritime industry and organized labor is having some effect. Taiwan, for example, has promised to relax restrictions on its intermodal transportation industry, which has been closed to American operators. That's not to say that things are good. Even the toughest and most committed American-flag shipping company can find itself in the same boat as U.S. Lines, which last year was forced to file for Chapter XI bankruptcy proceedings. U.S. Lines had been the largest American-flag shipping company in existence, and it had a legendary name in the industry. East Coast by V.P. Leon Hall F a two-week period last month, it seemed as if everyone in New York was either listening to or talking about the Iran-contra hearings. The hearings ended on an anti-climactic note. What, after all, could top Ollie North's declaration that he would go "mano-a-mano" with Abu Nidal, or George Shultz's chilling reminder that "nothing ever gets settled in this town." Still, I predict that the hearings will have a subliminal effect on the 1988 elections. If nothing else, they underscore the importance of putting people into power who respect the proper function of government. The spectacular revelations coming out of the hearings have all but obscured an important national development; planning for the 1988 elections is well under way. Strong grassroots political organizations will play a pivotal role in deciding who becomes this country's next president. With the hard-learned lessons of 1984 under its belt, labor should be well-positioned to make a difference. In New York and elsewhere, representatives from the SIU are meeting with their counterparts in other labor organizations to see how they can better coordinate their efforts. While the labor movement has not yet endorsed anyone (and it is possible that no consensus will emerge), the bridges that are now being built are extemely important. In New York, the SIU joined other labor organizations in hosting "get acquainted" meetings for the Paul Simon and Michael Dukakis campaigns. The SIU, like every other national union, has so far refrained from enOR (Continued on Page 11.) August 1987 I LOG I 7 �The Falls of Clyde: A Little Taste ·of History The steering station aboard the Falls of Clyde. TT was quite a sight watching the Falls Lt Clyde hoist anchor at Pier 7 and pull into dry dock in Honolulu Harbor's Pier 41. Towed by tug for the mile-long trip, the 109-year-old Falls of Clyde is the last four-masted square-rigged merchant ship afloat. The oldest oil tanker in the world, it is also the last of the first fleet of Matson ships. The Falls of Clyde was the first ship to carry the Hawaiian flag, Jan. 20, 1899. Needless to say, volunteers to help in the June 26 move were not hard to come by. Steve Baker, former SIU member and now 3rd mate on the Charles L. Brown, and SIU Patrolman/Recertified Bosun John Ballentine supervised the operation as SIU members and other experienced hands donated their time, energy and skills just to be a part of this historic event. :~\~\, . SIU crewmembers board the Falls of Clyde and prepare to launch. They are (I. to r.) Port Agent Tom Fay; Patrolman and Recertified Bosun John Ballentine; Steve Baker, 3rd mate on the Charles L. Brown; Jim Holland; Erowin Udan, and Gary "Doc" Trentz, corpsman for T-AGOS. Photos by Cathie Ballentine AB Chris Delamer readies the heaving line. AB John Bloodworth pulls in the spring line. 8 I LOG I August 1987 Gary "Doc" Trentz tried his hand at a little deck work. �~m~-~"'~~~~- .., s . I ;:$ tug/tow arge/dredgel ~~~~~·~-~~·@:=:=~~=:=:::~r.tii~~Wfil;;mro~::;&;-t.:!ffu:°'"'ft~ Court Upholds SIU Plans in Sonat, Dixie Pension Case (Continued from Page 1.) pany before it signed a contract with the SIU) in a case involving employees of Sonat Marine and Dixie Carriers. Both companies have refused to recognize the SIU's right to bargain for its licensed employees, claiming such workers are so-called "supervisory personnel.'' Along with the refusal to bargain, both companies stopped making contributions to the Plan for the licensed workers. The Plans, the court said, may reduce the benefits payable by cancelling past service credits when an employer stops making contributions or when the Union is decertified. The decision does not affect anyone who retired before contributions were stopped. It also does not reduce any service credit for the years the employee worked under an SIU contract. But it could mean some employees would not be eligible for early retirement or they could have the benefits reduced to a lower level. Licensed inland members who were faced with Sonat's and Dixie Carrier's refusal to recognize the Union as their agent had three choices. First they could have gone to work for any SIUcontracted inland company and retained their past service credits toward pension benefits. Second, if they retired before the companies stopped making contributions to the Plans, they would have retained their past service credits. But if they accepted the companies' terms and returned to work without a contract, the past service credit was eliminated. The SIU is still fighting for its rights to represent licensed workers, but the court battle could drag on for years. On the Midas, You Otter Get to Know Gumbo McAllister Scheme Leads to Strike A series of unfair labor practices and grievances at McAllister Brothers Towing Co. in Norfolk, Va. has led to a strike there by SIU crews and pickets at two other McAllister operations. In Baltimore and Philadelphia SIU members have honored the picket lines set by the striking Norfolk workers. The SIU has charged McAllister with unfair labor practices and circumventing the contract in a scheme to remove tug captains with docking pilot licenses from their equipment. The SIU has filed unfair labor charges with the NLRB and grievances have also been filed in Norfolk. The contract with McAllister expires Sept. 30. Not quite old enough for his standard shellfish diet, Gumbo gets a feeding from the Midas' crew, (I. to r.) Cliff Robertson, Buddy Prinks, Charles O'Brien and SlU servicing team member Jim McGee. Ships pets come in all different shapes, sizes and species, but the crewmembers of Sabine Towing's Midas may have one of the more unusual--Gumbo the Otter. Baker Whiteley Committee Seneca Notice Attention crewmembers of the Tug "Seneca," Crowley Maritime Corporation. Anyone employed aboard the above-named tug since Dec. 15, 1986 is due a 2.24 percent Economic Price Adjustment (E.P.A.) under the terms of the military agreement. For any monies due you, please contact: Mr. John Schiemer Crowley Maritime Corporation Military Support Division Box 2287 Seattle, Washington 98111 Provide your name, rating, social security number and appropriate dates of employment. When negotiations begin for a new contract with Baker Whiteley Towing Co. in Baltimore, these four SIU Boatmen will make up the Contract Committee. They are (I. tor.) Engineer Joseph Zorbach, Capt. Louis Canavino, Deckhand Steve E. August and Mate Leon J. Mach Sr. August 1987 I LOG I 9 �Gerold Harris, cocktail waiter in the Main Saloon Curtis Carraby, waiter Waitress Tracey Anderson and bartender Ray Ringwald Steamboatin' 1987 Allan Hammond, busboy Karen Murray, cocktail waitress in the Paddle Bar Crew and staff members on the Mississippi Queen Mississippi Queen Matt Young, maitre d 'hotel In the crew galley: Bobby Werre, Eric Woods, Reggie Kaiser, Tom Thomson and Edgar Whelan. Bobby Werre, busboy 10 I LOG I August 1987 �In Memoriam Pensioner Landsdale J. Madere, 83, died April 29 of respiratory arrest. Born in Edgard, La., Brother Madere sailed inland as an engineer. He went on pension in 1969. Burial was at Westlawn Memorial Park in Gretna, La. He is survived by a daughter, Joyce Morvant, and two sons, Lansdale Jr. and Louis. Pensioner Frank L. Pasaluk, 71 , died April 13. Born in Maryland, Boatman Pasaluk joined the Union in 1950 in the port of Philadelphia. He was active in the General Strike and the Isthmian beef and retired on pension in 1979. Surviving is a daughter, Dorothy Mastripolito. New Pensioners The following Inland members have retired on pension: Mobile Jack T. Fillingim Robert L. Odom Norfolk Perrin L. Cudworth Dispatchers Report for Inland Waters JULY 1-31, 1987 Port New York ......................... Philadelphia ....................... Baltimore ......................... Norfolk .......................... Mobile ........................... New Orleans ..... . ........ ... .. .... Jacksonville ....................... San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ...... ............ ...... Seattle ... . ..... ... . ........ ...... Puerto Rico ......... ......... ..... Houston .......................... Algonac .......................... St. Louis ... .. . ...... . . ... .. ...... Piney Point ........................ Tota s ...... ... ... ... .. ... . .. . . .. Port New York ......................... Philadelphia .. ... ...... . ... . ....... Baltimore ................ ......... Norfolk ........ ......... .. . ...... Mobile ........... . ..... .......... New Orleans ....... ... ... ... . . .. . .. Jacksonville .............. ......... San Francisco ...................... Wilmington ........................ Seattle ........................... Puerto Rico ... .......... . ... . . .... Houston ..... . ................ .. .. Algonac ..................... ..... St. Louis ......................... Piney Point ................ .. ...... Totals ........................... Port New York .. ....... . ..... ......... . Philadelphia .. .......... ....... ... . Baltimore .. ........ . ..... ....... .. Norfolk .......................... Mobile ........................... New Orleans .......... . ............ Jacksonville .................... .. . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ........................ Seattle .............. . ............ Puerto Rico ....................... Houston . .. .... . ......... ... . .... . Algonac .......... .. .............. St. Louis ......................... Piney Point . ....... ....... ... ...... Totals ... .. ..... .... .. ....... .... Totals All Departments ... . ............ Government Services Division by V.P. Buck Mercer I N the commercial maritime industry , when a seaman violates the Ship's Articles while on voyage, he or she is "logged" and perhaps fired when the ship returns to the pay-off port. On occasion, the seafarer may face a Coast Guard hearing if the infraction is of a serious nature. Generally, however, the crewmember faces a labor-management hearing to deter- 0 2 6 28 2 1 4 0 6 0 0 7 21 0 0 77 0 0 0 10 0 0 0 0 1 0 0 1 17 0 0 0 2 0 10 0 0 1 0 6 0 0 0 2 2 0 23 0 0 0 4 0 2 1 0 0 0 0 2 6 0 0 29 15 0 0 0 9 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 0 0 2 0 0 0 1 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 0 DECK DEPARTMENT 0 0 1. 0 6 0 35 8 2 0 0 0 2 1 0 0 42 55 0 0 0 0 3 2 31 3 0 0 0 0 0 0 0 0 0 0 1 0 3 0 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 0 3 6 0 0 0 1 1 0 0 0 0 0 0 0 0 0 2 0 22 9 0 0 0 0 0 2 0 0 0 0 5 0 37 0 0 3 0 3 50 4 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 13 4 6 119 42 60 135 31 56 13 0 0 0 0 0 0 4 0 48 0 0 3 0 3 0 72 0 6 4 35 0 1 2 0 10 0 0 10 16 0 0 0 3 0 15 0 0 0 0 0 4 0 0 0 0 1 0 12 44 0 0 0 0 1 4 0 6 4 0 26 0 58 84 41 79 0 0 0 0 13 0 0 0 0 0 0 0 3 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 1 0 0 0 1 0 0 0 3 1 9 175 **REGISTERED ON BEACH All Groups Class A Class B Class C 59 5 0 1 1 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 27 9 0 0 0 0 6 0 0 0 0 0 0 0 0 3 0 0 0 0 0 13 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 9 16 1 120 66 80 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **" Registered on the Beach" means the total number of men registered at the port at the end of last month. Area Vice Presidents' Report (Continued from Page 7.) dorsing any one candidate. We are seeking your input. Accordingly, the June issue of the LOG contained an insert discussing the candidates' views on a number of issues ranging from trade to social welfare to defense. *TOTAL REGISTERED All Groups Class A Class B Class C I mine further employment with the particular company. Once the ship pays off, however the crewmember is off the payroll. The disciplinary procedure for the Military Sealift Command, Pacific Civilian Marine Personnel is different. It is an expensive, long, drawn-out process that robs MSCPAC of the shipboard services of its mariners for weeks or even months on end. For example (and this is the rule rather than the exception), an MSCPAC seaman misses a day's duty for which there is no excuse. He will be written up by his supervisor. That paper then goes to the master of the vessel who supposedly gets the facts of the incident and writes more paper either penalizing the seaman anywhere from a reprimand (which seldom happens) up to 14 days suspension. He can recommend more than that, but that action must be taken by the commander, MSCPAC. If the seaman receives anything other than a reprimand , he is sent back to home port , at the expense of the government. That means a replacement must be sent to the ship, again at the expense of the government. The seaman who has been penalized and returned to home port is placed in the Marine Placement and Receiving Branch (POOL) at MSCPAC to await his fate. In the meantime, the seaman has the opportunity to appeal the decision of the master of the vessel or the decision of shoreside management. Before the appeal process becomes effective, the seaman will sit for weeks or months in the POOL on the payroll, before the suspension goes into effect. During this drawn-out process, shipboard services of the affected seaman are lost. At any given time, there may be 15 to 20 seamen on disciplinary actions, sitting in the MSCPAC POOL drawing wages. MSCPAC has chosen to use this same expensive procedure for years, even though the "log" penalty is in their Schedule of Penalties. While these seamen sit around in the MSCPAC POOL and draw wages, they cannot be assigned to a ship until they are cleared and replacement personnel cannot be sent to ships in many ratings because MSCPAC is not that deep in manpower. One would think that the PowersThat-Be at MSCPAC would recognize their expensive disciplinary problem and use the "log" process. U.S., China Sign Rescue Pact The United States and the People's Republic of China have entered into an agreement to cooperate in responding to distress calls at sea. Under the agreement, the U.S. and China will set up procedures and communications for requesting and rendering maritime search and rescue assistance and for joint operations when appropriate. The agreement also calls for technical cooperation and ex- change of information on search and rescue organization, plans and equipment. The cooperative agreement with China is the second such agreement negotiated by the U.S. The first, with Japan, was signed last month. Both are responses to the 1979 International Convention on Maritime Search and Rescue, which became effective in 1985 and which encourages bilateral cooperation. -----Artifacts Wanted----Military Sealift Command Headquarters is developing a historical display about the development of MSC from the Merchant Fleet, and MSC from 1798 to present. MSC is requesting any individuals or groups who desire to donate or lend personal or ship artifacts to please contact Mr. Carl Beuchert at (202) 433-0656. Items should be mailed to Military Sealift Command (M-OOD), Department of the Navy, Washington D.C. 20398-5100. August 1987 I LOG / 11 �SIU, MTD Host Boy Scouts In Labor Education Program B OY Scouts from 13 states across the nation were guests of the SIU and the AFL-CIO Maritime Trades Department for a two-week program of sightseeing, recreation and trade union education. The program, now in its second year, is sponsored by the MTD as part of a program to promote the trade union objectives of the American Labor Movement. The Scouts are recruited through the MTD's Port Councils, and offer young men and women in the Scout Movement two-week all-expense vacations in Washington, D.C. and at the SIU's Training and Recreation Center in Piney Point, Md. In Washington, the Scouts tour the headquarters of the SIU, the MTD and the AFL-CIO, and visit the Capitol Building. In Piney Point, the Scouts, several of whom are Sea Scouts, learn something of seafaring from the young men and women in training at the SIU school. Participating in this year's program were Brian Hite, Florida; Victor Paulus, Chicago; William Hutchings, Virginia; Chris Moritz, Ohio; Travis Corgey, Houston; Robert LeBlanc, Mobile; Eric Figueroa, Brooklyn; Dwayne Simmons, Detroit; Chris Alvarado, California; Shawn Lucas, Philadelphia; Art Mees, St. Louis; Reginal Rhea, New Orleans; Charle Seaman, Baltimore, and Paul Bensel, Columbia, Maryland. AFL-CIO President Lane Kirkland greets Scouts in the Federation's headquarters. Alan Bosch, of the AFL-CIO Community Services Department, talked to the scouts about the importance of the Labor Movement in America today. Sea Explorer Paul Bensel Columbia, Maryland Scout Travis Corgey Houston, Texas Scout Chris Moritz Clay Center, Ohio During their two weeks at the Seafarers Harry Lundeberg School of Seamanship, the Scouts learned the importance of education and training in the maritime industry. Scout Reginald Rhea New Orleans, Louisiana Scout Art Mees St. Louis, Missouri 12 I LOG I August 1987 Jean lngrao, executive secretary-treasurer of the AFL-CIO Maritime Trades Department, welcomed the Scouts to AFL-CIO headquarters. �A PROUD HISTORY ... SH LSS Celebrates 20 Years THEY STILL MARCH THROUGH PINEY POINT! P iney Point! After twenty years, the Seafarer's Harry Lundeberg School of Seamanship is doing what it does best-preparing personnel to crew American ships. From an idea that began at the SIU hall in Brooklyn, to establish training programs for entry rating and upgrading seamen, Paul Hall expanded it to various training schools at SIU ports nationwide. As the HLSS programs expanded to meet the challenges of advancing technology, it became necessary to centralize the training activities. Thus, in 1967, HLSS was finally consolidated on 28 acres of a former marina (which earlier served as a Navy torpedo test range) in Southern Maryland at Piney Point. In the years since the school was founded, SHLSS has grown to become the largest educational facility for licensed and unlicensed seafarers and inland boatman in the United States. The first SIU officials on the scene in 1967 realized that they had their work cut out for them. Frankie Mongelli recalled checking the foundations of the buildings and luckily not finding any snakes. The mosquitoes were so bad that after working outside, you almost needed a transfusion. Paul Hall seemed to be protected from them by his cigar while he directed work from a golf cart. The first trainees were given a lot of on-the-job training. They laid sidewalks, built docks and piers, l-IARRY LUNDEBERG 1101~ A FIGHTER F 1,57 EAMAN'S IGHTS ~ painted anything that didn't move and generally got things in SIU order. The men that were the first to march through are the ones that now lead the Union and most appreciate the accomplishments of the Lundeberg School. Mike Sacco, who instituted the food service program and was vice president of the school at one time, is now Great Lakes vice president. His brother Joey, who supervised the dredging of the school's waterfront, is now Gulf Coast vice president. Paul Hall, Earl Shephard, Frank Mongelli, Paul and Frank Drozak and other longstanding SIU officials have .had a close personal hand in the · development of the SHLSS through the years. Since those first exciting days of transforming Paul Hall's ideas into reality, the school campus has expanded to more than 60 acres on the waterfront of St. George's Creek. In those early years, when the operations at HLSS consisted of a course to help Seafarers get their lifeboat endorsements, there was at least as much building construction as there was teaching. But the vision of a unique edl,lcational institution was never lost. The dream was to build a school that served the educational needs of seafarers and the manpower needs of the maritime industries. Buildings went up and new roads went in to accommodate the rapid expansion of the educational programs. August 1987 I LOG I 13 �SHLSS Celebrates 20 Years • Trainees used to be housed in the small, simple H-barracks. ~You're well on your way to becoming an old-timer if you can remember this scene: the original entrance to the Harry Lundeberg School of Seamanship. In the background is the old motel, which was razed to make way for the Mongelli Recreation Center . • PHYSICAL GROWTHBUILDING FOR LEARNING W hen the SHLSS Library, located in the former engine room of the schoolship CHARLES S. ZIMMERMAN first opened, many of the shelves were completely empty. Then in 1981, the Paul Hall Library and Maritime Museum was dedicated. Since opening, it has become one of the best sources of maritime labor research in the United States. There is a media center to provide students with audio-visual equipment and software, films, video and audio cassettes and slides. Also housed in the library are a television studio and video production facilities. All of the modern facilities of the library help the instructors and students in the pursuit of educational goals. Originally, the Vocational Education Department was housed aboard the cargo ship CLAUDE SONNY SIMMONS, and when the upgrading programs were first expanded, they were held aboard a refurbished barge. In 1977 a new Vocational Education building was constructed (the Logan Building and shop area) and soon thereafter, the Drozak building which houses academic classrooms and various offices. The largest facility on campus, which was constructed in 14 I LOG I August 1987 The Paul Hall Library and Maritime Museum stands at the heart of the Lundeberg School. Named after the school's founder, it houses an impressive collection of maritime books, audio-visual equipment and primary research material on the SIU and the maritime industry. 1984, is the Seafarers Training and Recreation Center. A far cry from the small simple H-barracks, and a 112 room dormitory, in which the trainees originally lived, the ultramodern center houses all of the Entry Level Trainees, Upgraders, and their families. In addition to 300 modern rooms containing closed-circuit cable TV, the Center boasts a conference center capacity, with a large auditorium, three conference rooms, bar and recreation areas, formal and informal dining areas, health spa, • The school has undergone a 20-year period of steady growth. SIU Secretary Joe DiGiorgio, left, talks with Frank Mongelli, the late vice-president of the Lundeberg School, about construction that was then under way. olympic-sized swimming pool, card and pool rooms. Most recently constructed is the SHLSS Simulator building which houses a multifunction bridge, deepsea and inland simulator system. .Most of the Union's top officials served a stint at the school. SIU Gulf Vice President Joe Sacco, left, helped dredge the school's port area. With him is former SHLSS Vice President Bob Matthews. Thanks to the fully modern and comfortable facilities at the Mongelli Recreation Center, Piney Point is now an easy tour of duty. �SHLSS Celebrates 20 Years .A, A group of seamen receive their lifeboat endorsement. A comprehensive educational and vocational program was developed to help seamen meet a rapidly- At far left is Tom Brooks, a former instructor at the school. .A, Former SHLSS President Hazel Brown congratulates SIU member Mack White on using the school's facilities to gain his High School Equivalency diploma. Since the school's inception 20 years ago, more than 1,800 members have done the same. The late Paul Hall, who founded the SHLSS, promoted the school at membership meetings around the country. ACADEMIC AND VOCATIONAL GROWTH T The curriculum at the school combines classroom training with hands-on experience. he school believes that the men and women who choose careers as professional seafarers or boatman must be provided with the knowledge and skills to keep pace with technological advances within their industries. As a result, the school has developed a total program for professional advancement as a boatman or deepsea mariner. By bringing together highly qualified educators in the specialized field of maritime training. Centralization made possible the rapid expansion of the school's vocational programs. As vocational education became more advanced and specialized, the need for academic skills to master the highly technical instructional manuals became evident. To meet that need, a reading skills program was established in 1970. The program proved to be a highly successful complement to vocational training, and the academic curriculum has since experienced the same rapid growth as the vocational programs. A landmark in the Academic Program was the graduation of the first student to complete the GED Program and earn his high school diploma. Since then, 1,805 additional people have earned diplomas through the high school equivalency program. Their numbers include men and women trainees, upgraders, employees, and retired seafarers. County, state and national educators visited the SHLSS when the school was designated a GED test center. At that time, director of Academic Studies was Hazel Brown, who later became president of SHLSS. Today, an expanded program offers Adult Basic Education, study skills and English as a Second Language. With such strong emphasis ac this time being placed on the educational needs of the seafarers, the very first Seafarers' Educational Conference was held at the HLSS in 1971. Coming from fourteen ports around the nation, 250 rank-and-file Seafarers searched for a new understanding of their Union and for solutions to their common problems. They came to study, to learn, to question and discuss the problems facing their Union and the industry. August 1987 I LOG I 15 �SHLSS Celebrates 20 Years I n 1972, the Lundeberg School recognized the need for trained personnel aboard the tugs, towboats, and barges of the inland and coastal waterways. Again, the school responded to this need, and today basic vocational training and a complete upgrading program in all licensed and unlicensed ratings are available to America's professional boatmen. The necessity for continual expansion of the educational programs in response to advancing technology was recognized in 1977 when a committee representing the American Council on Higher Education recommended college credit for the vocational courses which were offered at SHLSS. An affiliation between the school and Charles County Community College was established, and the two schools developed a higher education general studies programs for SIU members leading to an Associate in Arts degree. In preparation for a review by the Maryland State Board for Higher Education in 1983, a modification of the college program was required. It was agreed that CCCC would hire and control the A generation of inland boatmen · received their training on the Susan Collins. The late Bill Hall, who was SIU Headquarters Rep. and an instructor at school, congratulates this member of the graduating class. Hall helped develop the Union Education Program at the SHLSS. Janice Smolek, Director of Library Services, helps a young trainee with his studies . • A class of trainees is addressed by the late John Yacmola, who was the Union's national field coordinator and special assistant to the president. 16 I LOG I August 1987 Prospective members of the Steward Department gain valuable experience in learning how to serve and prepare food. �SHLSS Celebrates 20 Years The decline in the maritime industry has made competition for jobs more intense. The Union's commitment to education has maximized our members' prospects for employment. Shephard Falls was named after this man, Earl "Bull" Shephard, who was one of the Union's most beloved officials. He is seated under a picture of Claude "Sonny" Simmon, who like Shephard, was one of the founders of the SIU. At left is Paul McGaharn, one of the first instructors at the school. '· ""-. \ ..• faculty within SHLSS for the program, as well as develop and implement all courses. The conditions were proposed to the SHLSS Board of Trustees and accepted. With this agreement, A Nautical Science Certificate program was developed. This course of study would supplement the regular vocational and general education programs by providing post-secondary academic training in Nautical Science. By 1985, SHLSS had developed its own degree programs in Nautical Science Technology and Marine Engineering Technology. These programs received full approval from the Mary land State Board for Higher Education in November of 1985. Since 1985, much emphasis has been placed on preparing Seafarers for work with military contracted ship companies. The school has undertaken new programs for training SIU crews for the Military Sealift Command contracted ships. Included in this training is instruction on a twin pedestal sixteen ton Hagglund crane. This shipboard crane is the only one in shoreline service in the United States. Riding the crest of change, the Lundeberg School conducted the First Annual Sealift Conference in 1986 with Union, SHLSS, company, government and military representatives in attendance. The conference was designed to provide an opportunity to review the Sealift Training Program and discuss ideas and goals for all concerned within the Sealift community. The goal of the school is to provide Sealift training to all SIU members. Since an estimated 60 percent of the work available to SIU members will be in the military sector by 1990, the training for the military ships has become essential. Addressing the seriousness of this situation, Frank Drozak, president of the SIU, underscored the importance of the work of this gathering when he said, "I hope that this conference will be the beginning of a joint program between the shipowner, maritime industry and military to better prepare for the future . Time is running out. (The school and the SIU) must prepare now in order to have a future." Former SHLSS Vice .· President Bob Matthews, left, looks over a rare copy of Wright's Official History of the Spanish-American War at the school's library, which used to be housed onboard the Charles S. Zimmerman. The school's curriculum is geared towards employment opportunities in the maritime industry. Above, SIU members receive training in sealift support functions. The school's top-notch facilities have been an important selling point in signing up new jobs. Here, SIU President Frank Drozak shows Navy officials the school's Haaglund crane. August 1987ILOGI 17 �SHLSS Celebrates 20 Years A nd so, as the saying goes, "The more things change, the more they remain the same. " Seafarers are still working hard today in order to provide for themselves and ensure a livelihood for their brothers and sisters in the future. The establishment of the Harry Lundeberg School of Seamanship twenty years ago was the ultimate means to fulfilling this dream of providing fair wages, job security, and top-notch vocational and academic training for SIU members. Because of world politics and economics , the maritime industry has drastically changed in the past two decades, making the futures of seafarers and boatmen appear much less secure than in the past. However, the Lundeberg School, in conjunction with the SIU leadership, is addressing the maritime problems of today with a flexible, forward-looking, practical program; facing the problems head-on with a no-nonsense approach toward maritime industry growth, development and management. The Seafarers' Harry Lundeberg School of Seamanship will help all of us to successfully navigate the stormy seas ahead and steer us onto a promising course for the future. Reflections on 20 Years at the SHLSS Sitting back and reflecting on the past twenty years of growth and development here at the Lundeberg School, it is supremely satisfying to see how far we have come. Many years of long hours and back-breaking labor, initially shouldered by the founders of the school themselves, have born fruit as evidenced by the impressive modern · ·:. ·>:·=~ . . facility which we enjoy today. .~·.<~ ~. ·.·~ ? ~ut, however beautiful a campu~ we can build, it all means nothing without f.·. :·: ·:..;·::~~~·:·_~:"'~·8 ·$... . havmg the stu?ents to benefit from 1t. The heart and backb~ne,_ the ve?' essence of t~==,:=::,:\{:}::.= . ::. · ··· ·· · ,:~. \=.:· the program, 1s the entry-level student. It was these enthus1ast1C recruits who first i t·,(';:h·· ·., ..:· ••~\\ilr :~:~:r:~:£:~~~~~::~:~~::i;:~~n~~:;~~:~~:~~~.~~::;::~:~~s today and are proud that through our past efforts, they can now enjoy the best in vocational and academic maritime education. Years back, as a young recruit in the Marine Corps, I learned respect for authority and the value of discipline and their importance in giving direction to my life. By instilling a respect for strength of character and leadership through discipline and hard work, we at the SHI.SS hope to do the same for these young men and women. By simply giving them a chance, guaranteeing them a job and building up their own self-respect and self-confidence with top-notch training, we ensure the continued growth and betterment of the SIU and the maritime industry at large. Paul Hall once said, "Never say that it can't be done until you try." We can do anything we dream of if we all work toward a common goal. That is, to develop the best trained and knowledgeable seamen to perform any assigned task on any ship in the most professional and safe manner possible. Who knows what the future holds for us. However, feel safe in the knowledge that we at the SHI.SS are ready and able to meet any challenge presented to us. i / Ken Conklin / ~~ President, SHLSS SHLSS HISTORY AT A GLANCE August, 1967 - The Harry Lundeberg School of Seamanship opens; graduates its first lifeboat classes January, 1970 - Reading skills program established for trainees and upgraders who need assistance with vocational materials GED (High School Equivalency) program was instituted for eligible trainees and upgraders Training and program begun for Boatmen of inland and coastal waterways Alcohol Education Class offered, later expanded to include drug education, counseling and rehabilitation September, 1970 - 1972 - October, 1975 - .., 1977 1978 - - New Vocational Education and Shop buildings constructed (Charles Logan Building) New academic, office building constructed (Paul Drozak Building) A.A. (Associate in Arts) degree program begun with Charles County Community College GED program graduates its I, OOOth student 18 I LOG I August 1987 1981 June, 1983 - August, 1983 - January, 1984 - 1984 - 1985 - Paul Hall Library and Museum dedicated Developmental Study Skills class offered to SIU members one week prior to their scheduled upgrading course A six week Adult Basic Education (ABE) program begun for SIU members who want to improve their reading, writing, English grammar and math skills English as a Second Language (ESL) course begun for those SIU members who need to improve their reading, writing, and speaking skills Seafarers' Training and Recreation Center completed; SHI.SS Simulator Building constructed A.A. degree courses of study added in Nautical Science and Marine Engineering Program of training for Military Sealift Command begun �Steward Upgrading Courses 1987 Upgrading Course Schedule Course Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry August 1987 - December 1987 The following is the current course schedule for August 1987 December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as p<>Bble. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QMED • Any Rating * Sealift Operations & Maint. Fireman/Watertender, Oiler *Sea lift Operations & Maint. Check-In Date September 21 December 14 October 12 December 7 Completion Date December 11 January 8 December 4 December 31 Variable Speed DC Drive *Sealift Operations & Maint. September 21 November 2 October 30 November 27 Electro-Hydraulic Systems *Sealift Operations & Maint. November 9 December 21 December 18 January 15 Assistant Cook *Sea lift Operations Assistant Cook *Sea lift Operations Assistant Cook *Sea lift Operations Cook and Baker *Sealift Operations Cook and Baker *Sealift Operations Chief Cook *Sealift Operations Chief Cook *Sealift Operations Chief Steward *Sealift Operations Chief Steward *Sealift Operations & Maint. & Maint. & Ma int. & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. Completion Date October 23 November 20 December 18 September 28 October 26 November 23 October 23 November 20 December 18 Celestial Navigation November 2 December 4 Radar Obsever December 7 December 12 Radar Obsever (Renewal) Open ended course, however, must notify SH LSS before entering this course. Sealift Operations & Maintenance Towboat Operator September 7 Inland Deck Shiphandling Simulator October 12 October 30 October 16 Recertification Programs Check-In Date Completion Date Steward Recertification August 31 November 2 October 5 December 7 Bosun Recertification September 21 November 2 Course October 16 November 13 November 27 December 24 January 8 February 5 October 30 November 27 December 11 January 8 October 30 November 27 December 25 January 22 October 30 November 27 December 25 January 22 Completion Date · For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) November 2 December 14 Adult Basic Education (ABE) & English as a Second Language November 2 December 11 The Developmental Studies~ (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: September 7 September 11 College Programs Check-In Date October 26 Course Associates in Arts Completion Date December 18 Don't Miss Your Chance to Improve Your Skills November 20 December 12 Check-In Date August 31 September 28 October 26 Course Able Seaman/Seallft Operations & Maintenance September 2 October 19 October 14 November 30 November 25 January 11 September 2 November 2 October 14 December 14 September 2 November 2 October 28 December 28 September 2 November 2 October 28 December 28 Check-In Date Course October 9 November 6 Deck Upgrading Courses Completion Date Adult Education Courses Towboat Operator Refrigeration Containers - Advanced Maintenance August 31 *Sealift Operations & Maint. October 12 Diesel Engineer - Regular October 12 *Sealift Operations & Maint. November 23 Check-In Date How? SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time . You can use these skills : on your job . to improve your skills for upgrading. to further your education. Please send me the area(s) check~d below : * * * MATH Fractions Decimals Percents Algebra Geometry Trigonometry (Plane) (Spherical) D D D STUDY SKILLS Listening Skills How To Improve Your Memory How To Use Textbooks Study Habits Test Anxiety ENGLISH: Writing Skills Test Taking T aeries Grammar Books D Stress Management Writing Business Notetaking Know-How Letters D SOCIAL STUDIES Geography D COMMUNICATION SKILLS U.S. History 0 Basic Metrics Economics D Name Street City _ _ _ __ D D D D D State D D D D D D D D D D Zip _ _ _ _ _ .. Book No . Social Security No . Department Sailing In _ _ _ __ _ _ _ _ _ _ _ _ _ 11 Cut out this coupon and mail to : Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it today! August 1987ILOGI19 - �ppl ow for a SHL S Up radi g C urse ......................................................................................................................................... Seafarers Harry Lundeberg School of Seamansh·p Upgrading Application Name (LaSt) Date of Birth --......------------Mo./Day/Vear (Middle) (first) Address-------------------n~=n--------------------- (City) Deep Sea Member D Telephone -~---.......-----­ (Area Code) (Zip Code) (State) Inland Waters Member D Pacific D Lakes Member D Social Security#_ _ _ _ _ _ Book#_ _ _ _ _ _ Seniority _ _ _- _ _ Oepartment _ _ _ _ __ Date Book Port Presently Was Issued _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held ___________________________________ Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _ _ _~~-to.----,-.,.---n----(dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken~---------------------------------~ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date AvaiJable for Training - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK ENGINE D Tankerman D AB/Sealltt Special 0 AB/Sealltt Limited 0 AB/Seallft Unlimited D Towboat Operator Inland D Towboat Operator Not More Than 200 Miies O Towboat Operator (Over 200 Miies) D Celestial Navigation D MHter Inspected Towing Vessel 0 Mate Inspected Towing Vessel D 1st Class Piiot D Third Mate Celestial Navigation o Third Mate O Radar Observer Unlimited D Simulator Courae No transportation will be paid unless you present original receipts and successfully complete the course. 0 FOWT 0 QMED-Any Rating O Variable Speed DC Drive Systems (Marine Electronics) O Marine Electrlcal Maintenance D Pumproom Maintenance & Operation D Automation O Refrigeration Systems Maintenance & Operations D Diesel Engine Technology o Assistant Engineer (Unlnspected Motor Veaael) D Chief EnglnHr (Unlnspected Motor Vessel D Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor o Refrigerated Containers Advanced Maintenance o Hydraulics o Electro-Hydraulic Systems STEWARD O Assistant Cook Utility D Cook & Baker D Chief Cook D Chief Steward D Towboat Inland Cook •••= • ~ ALL DEPARTMENTS D Weldlng D Lifeboatmen D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DYS) 0 English H a Second Lllnguage (ESL) O ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Aaaoclates In Arts DegrH D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ DATE _ _ _ _ _ _ _ _ _ _ _ _ __ Rev 5117 RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ·························································································································~::::::::;;;.............'-i..\ 20 I LOG I August 1987 - �,..--------------------------~------------- On The West Coast San Francisco-A Look at a Busy SIU P9rt Patrolmen Gentry Moore (right) had a chance to service the steward department on APL's President Buchanan recently. Here (I. to r .) are Chief Ceok Moses Peacock, Assistant Cook Wah Gong Jue, friend and visitor A. Campenella and Moore. West Coast Vice President George McCartney gives his report at the monthly membership meeting. Dispatcher Tom-Tom Hum gives his monthly report to the San Francisco membership while Welfare Rep Gilbert Gasch acts as recording secretary. SIU VP Buck Mercer addresses the members at the monthly meeting. Chief Cook Steve Aikens (left) receives his first pension check from the SIU after many years of service. San Francisco Patrolman Gentry Moore presents the check. SIU Rep Raleigh Minnix mans the counter at the San Francisco hall. Last month San Francisco labor forces got together to celebrate "Bloody Thursday." Here (I. tor.) are SIU VP George McCartney, former SUP President Morris Weisberger and SUP VP Jack Ryan. Bloody Thursday is so named in honor of the two striking longshoremen who were gunned down and the many others who were wounded during the 1934 longshoremen's strike in San Francisco. August 1987 I LOG I 21 �- Shaping Up and Shipping Out They may not have had Jane Fonda around to whip them into shape, but the crew of the Gus Darnell (Ocean Shipholding) did their best to shape up and ship out on a recent trip. These pictures were submitted by AB Jim Elbe and taken during a run to the South Pole. The Darnell can double as a floating driving range. Here QMED John Anderson keeps his head down on an iron shot. It may not be the Boston Garden's parquet, but the deck of the Darnell doubles as a basketball court. DEU Jim August (left) and messman Charles Bryant get in a little one-on-one. AB Jim Higgins pumps up his biceps. AB Don Piasso jumps rope. He could row for miles and never get to the other side. QMED Mike L. Mefferd stays in shape using a rowing machine. 22 I LOG I August 1987 AB Chuck Whitehead finds a jogging path on the deck of the Darnell. During the dart games, AB Bob Adams finds another place to ride. �- While in LA Harbor, the OM/ Columbia gets a service call from SIU officials. From the left: Don Anderson, Wilmington port agent; J.R. Broadus, bosun; R.P. Vicari, AB; T.E. Anderson, AB; Dennis Lundy, SIU field rep, and Ali Mohamed, steward assistant. (Photo by Greg Thompson) OM/ Columbia LA stopover for Columbia ,, The OMI Columbia's steward department (I. to r.): Robert Gilliam, steward assistant; Liz Stazio, chief cook; Ali Mohamed, steward assistant, and C.R. Moss, chief steward. California Scout Visits SHLSS (Photos by Proud father-to-be Robert Pagan, AB, and his wife Lee. Dennis Lundy) Each port maritime council of the Maritime Trades Department, AFLCIO, is sponsoring a deserving boy or girl scout in their respective area to participate in a two-week vacation at the Seafarers Harry Lundeberg School of Seamanship at Piney Point, Md. this summer. The Southern California Ports Council selected Christopher Alvarado of Carson, Calif. to be the recipient of the 1987 award. The Ports Council will pay for all air transportation and travel expenses, and the Seafarer's Harry Lundeberg School will pick up their stay at Piney Point. In addition, President Ted Kedzierski, Southern California Ports Council, presented a $50 check for pocket money to Christopher to spend during the trip. Eleven-year-old Christopher Alvarado is a member of Troop 205 of Wilmington, Calif. He was selected by Scout~aster Estaban Martinez and Connie Calderon of the Wilmington Teen Center in conjunction with MTD Field Representative Dennis Lundy. Ted Kedzierski, president of the Southern California Ports Council, awards 11year-old Christopher Alvarado with a two-week vacation to SHLSS. From the left are Dennis Lundy, MTD/SIU field rep; Connie Calderon, director of the Wilmington Teen Center; Fred Alvarado, father of the scout; Chris Alvarado; his sister Crystal; his mother Aurora, and Kedzierski. Bosun J.R. Broadus August 1987 I LOG I 23 �Help A Friend Deal With Alcoholism and Drugs I i Be~use would~'t GJ ij Addicts don't have friends. a friend let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fell ow Seafarer who has an addiction problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, Md. Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you 'II be showing him that the first step back to recovery is only an arm's length away. r-------------------------------~ I I I I l l I lI Addictions Rehabilitation Center I am interested in attending a six-week program at the Addictions Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name · · · · · .. · · · · · · · · · · · · · .. · · .. · · .. · · · · · Book No. · · · · · · · · · · · · · · : I Address ........................................................ . I (Street or RFD) (City) (State) (Zip) 1 Telephone No. I : I l I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 L--------------------------'·- -------------------------------24 I LOG I August 1987 �USNS Mercy Comes Home by Bob Borden, PAO, MSCPAC The USNS Mercy came home to Oakland 5 Calif. July 13 to a place she's never been before and with a welcoming ceremony rarely accorded MSC ships. About 3,000 persons were on hand to greet the hospital ship after her 135-day humanitarian and training voyage that took the vessel to the Philippines and a few South Pacific countries. As the 894-foot white ship sailed underneath the Golden Gate Bridge , colorful flower petals were dropped onto her deck. A few minutes later, military cannons from the Presidio of San Francisco and Naval Station Treasure Island were fired in booming salutes to the ship and crew as a biplane with a "Welcome Home" banner passed overhead. Fire boats sprayed colored water into the air, and hundreds of red, white and blue balloons were released when the ship tied up at the North Marginal Pier at the Supp y Center, ending an historic voyage no one imagined less than a year ago. On hand for the ship's arrival was enough brass to sink the former 90,000 dead-weight ton tanker that was converted over a two-year period into this nation's first hospital ship in 15 years. All of the distinguished visitors, many of whom were flown out to the ship prior to her pierside arrival , had nothing but praise for the 72 MSC crewmembers and the 550 military medical staff. by Bob Borden, PAO, MSCPAC A familiar face at MSCP AC the past 13 years who never worked for the command quietly retired in July. Wallace Henderson Jr., the blind vendor who operated the MSCP AC snack bar since 1974, closed his shop at the command to devote more time to his pastor duties at a local church. ''There's no better foreign policy than helping to improve the health of people in other countries," said the government' s top doctor, U .S. Surgeon General C. Everett Koop. "The United States stands tall today because of the humanitarian mission conducted by the USNS Mercy ." The Assistant Secretary of Defense for Health Affairs , Dr. William Mayer, conveyed a message of appreciation from the president to the men and women of the Mercy thanking them for their service aboard the ship over the past five months. ' This ship represents the best of marriages between the civilian community and the armed forces,'' said Dr. Mayer, who oversees health care within the worldwide U.S. defense community. ''Getting this ship to the Philippines under a very tight schedule was a logistical challenge unlikely to be duplicated again." Until last September, the ship was scheduled to come to Oakland at the end of 1986 and placed in reduced operating status. That changed when President Corazon Aquino of the Philippines visited the United States late last summer. The U.S. government made arrangements to have the hospital ship, then under construction in San Diego, made available for a 1987 training and humanitarian voyage to the Philippines and the South Pacific. " What has happened in the past 10 months is a minor miracle ," said ADM James Lyons, commander-in-chief of the U.S. Pacific Fleet who first pro- "I'm going to miss MSCPAC and all the people I came to know there over the years," said Henderson, smartly dressed in one of the many tuxedos he wore to work the past 4,400 weekdays . "I have a lot of friends here and everybody's treated me well but I'm tired and I want to devote more time to the church." Henderson's involvement with the Familes of crewmembers, and well-wishers crowd the pier at NSC Oakland as the hospital ship USNS Mercy (T-AH-19) makes its final approach. (Photo by AN Deborah Davis) posed sending the Mercy to the Philippines. ADM Lyons presented the Navy's prestigious Meritorious Unit Commendation to the ship, an award that's also going to the USNS Sioux (T-ATF 171) for her assistance to the Mercy during the hospital ship's recent deployment. Philippine Consul General Virgilio N anagas told the audience he was delighted to express his government's appreciation to the men and women of the USNS Mercy . "Your compassion will long be remembered by the Filipino people," he said, "and you've strengthened the friendship between our two countries." For Oakland, thearrivelofthe USNS Mercy was an event exceeded only by baseball's major league all-star game hosted by the city the day after the ship arrived at her new home port. Oakland Mayor Lionel Wilson pesented keys of the city to RADM D. L. Sturtz, commanding officer of the Mercy's Medical Treatment Facility, and then to "Rear Admiral" Richard Hosey, the MSC master of the ship. When the mayor realized his mistaken title, he quipped, "Well, it's a promotion well deserved for the captain!'' The Mercy will remain at her permanent lay berth at NSC Oakland undergoing maintenance and logistical work in preparation for a post-shakedown availability in early 1988. church goes back to 1952 when he was blinded by a dynamite explosion in Oklahoma while working for a construction company. He was in the hospital for two months and was told he would never see again. "I took the news very hard initially," said Henderson, 54. "But then I became active in a church and that seemed to ease my pain." Henderson went to work for the Oklahoma League for the Blind, then came to California in 1966. While living in San Francisco, he took a job with the Lighthouse for the Blind making brooms. But Henderson wanted to get into his own business, despite his handicap. Frustrated in his attempts to find employment outside blind agencies, Henderson wrote a letter to the president of the United States. "I told President Lyndon Johnson that I didn't just want to sit around and draw blind aid or social security,'' said Henderson, a native of Jackson, Miss. "I told him, 'Mr. President, I want a job just like other folks'." President Johnson, impressed with Henderson's determination, made contact with California state officials. ' 'The next thing I knew, state people were calling me on the phone and knocking on my door," chuckled Henderson, who was eventually placed in a disabled business enterprise program that led to his ownership and operation of food concessions in federal buildings. At one time, Henderson operated five snack bars in San Francisco, Oakland and Sacramento. He eventually retained only his MSCPAC operation which he ran with his family. Away from the command, Henderson has kept busy the past several years with his pastor duties in Richmond and three live church radio broadcasts every week. Henderson· s also planning to take the first vacation he's had since 1974. Always philosophical, the MSCPAC vendor said he simply takes life as it comes. "Blindness won't end up hurting someone too much if a person has get-up and go," he advised. 'Tve known some blind persons who are bitter and just want to sit around all day. Others only want pity. But I tell everybody in our church, 'Don't pity "" me because you can't help me by pitying me. Tell me what I should do and how to do it and I'll go from there'." Henderson's simple message is a sermon he's been living much of his~ adult life. August 1987 I LOG I 25 �Deep Sea Victor Aviles, 72, died June 8. He was buried in Fajardo, P.R. ' Pensioner Angel C. Cimiano died April 3 of cardiopulmonary arrest and pneumonia. He was 86. Born in Spain, Brother Cimiano joined the SIUmerged Marine Cooks and Stewards Union and sailed in the steward department. He first sailed in 1920 and retired on pension in 1966. Seafarer Cimiano, who was cremated, is survived by a niece , Albertina Hernandez, of San Diego , Calif. Pensioner Domenic Di Sei died Feb. 21. He was 73. Brother Di Sei joined the SIU in 1942 and went on pension in 1976. His body was cremated. Surviving is a nephew, Anthony Di Sei, of Bangor, Pa. Jeronimo Hernandez, 87, died May 9 of a brain infarction and pneumoma. Born in Puerto Rico, Brother Hernandez joined the SIUmerged marine Cooks and Stewards Union in l 957 and sailed in the steward department. Burial was in Rio Piedras, P.R. He is survived by his wife, Herminia. Pen ioner Louie E. Hudson succumbed to leukemia May 11. He was 60. Born in Alabama, Brother Hudson went on pen ion in 1986. Burial was at Lawnhaven in Theodore, Ala. He is survived by his wife , Bernice, of Mobile, Ala. Pensioner Alfredo Morell, 84, died May 16. Born in Ponce, P.R., he retired from the SIU in 1969. Seafarer Morell is survived by his wife, Maria Luisa, and a son, Edwin, both of Ponce. Burial took place in Ponce. Harry A. Pruss succumbed to leukemia April 25. He was 53 and an active member at the time of his death. Brother Pruss joined the SIU in 1965 in Philadelphia, Pa. and sailed in the deck department. He first sailed with Interocean Management in 1964; his most recent ship was the Sea-Land Pacer. Born in Toledo, Ohio, Seafarer Pruss' body was returned there for burial at Resurrection Cemetery. He is survived by a brother, Leonard , of Toledo. Pensioner Blaine S. Rowe, 71, died June 20 of cardiac arrhythmia. Born in North Carolina, Seafarer Rowe retired on pension in 1977. Burial took place at Watson Cemetery in Lowland, N.C. He is survived by his wife, Alva, of Lowland. Pensioner Leroy C. Swiger, 70, died July 18 following an extended illness. Born in West Virginia, Brother Swiger sailed in the engine department, retiring after 28 years service. He was also a veteran of World War II, serving in the U.S. Navy. Seafarer Swiger was a member of Clarksburg Lodge No. 482 B.P.O.E. Elks and Meuse-Argonne Post #573 VFW. Interment was at Elk View Masonic Cemetery in Clarksburg, W. Va. He is survived by his mother, Blanche M. Wright Swiger; two sons, Boyd "Bud" of Weston, and Wayne L. of Deep Creek, Md.; one daughter, Cynda K. Wheeler of Mt. Clare; 10 grandchildren; one great grandson , and several nieces and nephews. Trade Talks Threaten Jones Ac (Continued from Page 3.) nadian maritime interests would enjoy in economic, promotional, regulatory and fiscal terms under such an agreement, no objective analysis could argue for the survival of a disadvantaged U.S.-ftag fleet and vital shipyard mobilization base in such a hostile competitive environment," the letter said. The industry and congressional - groups have urged U.S. negotiatiors to take all talk of opening the Jones Act off the table. Because the proposed trade treaty between the two countries is "fast track" legislation, the Senate will only be able to vote yes or no on the entire package and and will not be able to make any amendments to the treaty. There is an Oct. 5 deadline for the two sides to come up with a trade treaty. The following organizations have urged the rejection of Canadian proposals to open the Jones Act to Canadian shipping. Addsco Industries, Incorporated Aloha Pacific Cruises, Incorporated Allied Towing Corporation Amerada Hess Corporation American Hawaii Cruise Lines American Heavy Lift Shipping Company American Institute of Merchant Shipping American Maritime Officers Service American Pilot's Association American President Lines, LTD. American Steamship Company American Towing & Transportation Company, Incorporated American Waterways Operators Amoco Transport Company Apex Marine Arnold Transit Company Association of Maryland Pilots Avondale Industries, Incorporated Bath Iron Works Corporation Bay Houston Towing Company 26 I LOG I August 1987 - Bay Shipbuilding Corporation Bethlehem Steel Corporation Bigane Vessel Fueling Company Bob-Lo Company Bulkfleet Marine Corporation C.G. Willis, Incorporated Cape Fear Towing Company, Incorporated Capital Marine Corporation Cement Division-National Gypsum Company Central Gulf Lines, Incorporated Continental Maritime Industries, Incorporated Council of American Flag Ship Operators Crescent Towing & Salvage Company Crowley Maritime Corporation Crowley Towing & Transportation Company Curtis Bay Towing Company of Virginia Curtis Bay Towing Company of Pennsylvania Danahy Marine Service Delta Queen Steamboat Company Dixie Carriers, Incorporated Dunbar & Sullivan Dredging Company Edward E. Gillen Company Erie Navigation Company Erie Sand Steamship Company Express Marine, Incorporated Falcon Marine Company Farrell Lines, Incorporated G&H Towing Gastrans, Incorporated General Dynamics Incorporated General Ship Corporation Great Lakes International, Incorporated Great Lakes Task Force Great Lakes Towing Company Gulf Atlantic Transport Corporation Hannah Marine Corporation Higman Towing Company Ingalls Shipbuilding Division Inland Boatmens Union of the Pacific International Longshoremen and Warehousemen's Union Island Shipping Line Jacksonville Shipyards, Incorporated Joint Maritime Congress Kinsman Lines, Incorporated Keystone Shipping Company Lake Carriers Association Litton Great Lakes Corporation Lockheed Shipbuilding Company Luedtke Engineering Company Lykes Bros. Steamship Company, Incorporated Marine Contracting and Towing Company Marine Contracting Company Marine Oil Service, Incorporated Marine Transport Lines Marinetta Marine Corporation Maritime Engineers Beneficial Association District 1 Maritime Engineers Beneficial Association District 2 Maritrans Operating Partners L.P. Matson Navigation Company Maritime Institute for Research and Industrial Development Master, Mates and Pilots McAllister Brothers, Incorporated Medusa Corporation Metro Machine Corporation Moran Services Corporation Moran Towing and Transportation Company, Inc. Moran Towing of Texas, Incorporated National Maritime Union National Association of Dredging Contractors National Steel & Shipbuilding Company Newport News Shipbuilding Norfolk Shipbuilding & Drydock Corporation Peterson Builders, Incorporated Pilot Services Corporation Pringle Transit Company Puerto Rico Marine Management Incorporated Radcliff Materials, Inc. Rainbow Navigation Robert E. Derecktor of Rhode Island, Incorporated Seafarers International Union Sea-Land Service Incorporated Self Towing Company, Incorporated Sheridan Transportation Company Shipbuilders Council of America Southwest Marine, Incorporated STC Holly S. Company The following SIU members have retired on pension: DEEP SEA Baltimore Persing G. Ordansa Duluth John J. McGreevy Houston James R. Andolsek Norfolk Brantley L. Fowler Clinton M. Webb Philadelphia Paul Warhola St. Louis Howard J. Basley Seattle Alfred D. Allen Gerald Elegan Donald Murray GREAT LAKES William S. Gregel Steuart Transportation Company Taylor Marine Towing, Incorporated Textron Marine Systems The American Ship Building Company The Baker-Whiteley Towing Company The Great Lakes Towing Company The Jonathan Corporation Todd Shipyards Corporation Totem Ocean Trailer Express Trailer Marine Transport Corporation Transportation Institute United States Lines, Incorporated Waterman Steamship Corporation Western Towing Company Support SPAD �In Houston, SIU Hosts Conference on Drug Abuse When more than 300 deaths occur each year as a result of abuse of alcohol and drugs by workers-as they do in Texas-then something has to be done. When 18,000 of the 22,000 people serving probation for misdemeanor crimes in one Texas county are found guilty of driving under the influence of drugs or driving while intoxicated, then something has to be done. When Texas state taxpayers absorb a $13 billion annual loss in productivity due to alcohol and drug abuse, then something has to be done. That something came in the form of a substance abuse seminar sponsored by the West Gulf Ports Council in late June. Entitled "Labor-ManagementCommunity: Partners Against Drug Abuse," the seminar was held in the Houston SIU hiring hall and was attended by more than 95 persons, in- eluding a broad range of civic leaders. SIU Vice President Joe Sacco delivered the opening remarks at the seminar, which also attracted specialists in a number of fields who talked about the dangers of alcoholism and drug addiction. Included in that group was Rick Reismann, director of the Seafarers Addictions Rehabilitation Center. One of the subjects addressed was that of drug testing. While many arguments can be made against these tests, the Operating Engineers Local 450 announced its willingness to undergo pre-employment drug tests last September when nearly one-third of the South Texas local' s members were out of work. And the program appears to be working well for them. Drug-related deaths and disturbances also caused C.S. Bellows Construction Corp. of Houston to begin testing its employees a year ago, also with success. A lot more must be done, of course, to get to the heart of the substance abuse problem in this country and to get labor and management working together with the community. This seminar was a good start. ARC Director Rick Reismann addresses the West Gulf Ports Council seminar during a discussion of labor-management responses to the problem of drug and alcohol abuse. DRllGt; KILLi' IF YOU llAVE A DRUG PROBLEM,6ET 1-/EZPf CAL.L YOUR PORIAGe;Vr ORCON7:4CT YOUR UNION AlP/N£°Yfl:JINT. PO/rNoWJ7 re You Missing Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. ---------------------~-------------------------------------Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT HOME ADDRESS Social Security No. Phone No. ( Area Code Your Full Name City Apt. or Box# Street Book Number 0 SIU 0 UIW State 0 Pensioner ZIP Other-------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - This will be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. (Signed)------------------ -----------------------------------------------------------J Krinsky amed Merchant School Superintendent Paul L. Krinsky was named superintendent of the United States Merchant Marine Academy last month. A 1950 graduate of the academy, Krinsky has served as its deputy superintendent since April 1985 and holds the rank of rear admiral in the United States Maritime Service. Krinsky succeeds Rear Admiral Thomas A. King who became superintendent in 1980 and retired July 3. Following his graduation from the academy, Krinsky served as an officer aboard U.S.-flag passenger ships, including the SS United States. He also served on active duty in the U.S. Navy for three years. In 1958 Krinsky returned to the academy as an assistant professor. Since that time, he has held increasingly responsible positions at the academy, including director of admissions, assistant academic dean and assistant superintendent for academic affairs. In addition to his degree from the academy, Krinsky earned an MA in education from New York University and an MBA from Adelphi University. He has been awarded the U.S. Department of Commerce Silver Medal for Meritorious Service and has been recognized by the academy's alumni association for his outstanding professional accomplishments. August 1987 I LOG I 27 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JULY 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP 18 6 DECK DEPARTMENT 0 37 19 0 7 ENGINE DEPARTMENT 0 23 6 0 6 STEWARD DEPARTMENT 0 19 3 0 28 ENTRY DEPARTMENT 0 0 0 Port Algonac .............. . .... 0 Port Algonac ................... 9 0 Port Algonac ................... 0 Port Algonac ................... 0 8 Frank Drozak, President Joe DiGlorgio, Secretary Leon Hall, Vice President Angus "Reel" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP 8 2 2 4 HEADQUARTERS 5 3 18 8 0 Totals All Departments ........ 0 61 22 79 0 28 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month . 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio Dispatchers Report for Deep Sea JULY 1-31, 1987 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk .. ............... Mobile .......... ... .. .. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .......... ... . Seattle ................. Puerto Rico .......... .... Honolulu .............. .. Houston ................ St. Louis ................ Piney Point .............. Totals ................. Port New York ........... . ... Philadelphia ............ .. Baltimore ............... Norfolk ................. Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ..... ... ........ St. Louis ................ Piney Point .............. Totals ................. Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans .... .... ..... Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington ............ .. Seattle ...... . .......... Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis ............. ... Piney Point .............. Totals ................. *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs 5443 Ridge Rd. 44129 (216) 845-1100 **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 52 6 8 15 10 40 36 27 22 35 13 13 33 0 1 311 6 2 4 4 3 5 14 5 4 7 2 10 9 0 4 79 3 0 0 5 3 3 4 14 8 2 0 11 0 0 0 53 48 8 6 13 18 27 33 20 15 29 10 11 33 0 2 7 2 3 3 5 1 13 8 4 7 1 10 9 0 1 273 74 3 0 0 4 2 1 2 6 1 0 0 10 2 0 0 31 8 2 1 2 0 4 6 2 5 12 3 8 2 0 1 93 3 14 18 13 83 43 60 34 61 24 13 63 0 1 19 4 5 7 5 8 14 9 10 10 2 14 11 0 7 0 0 0 3 2 6 7 18 10 2 1 4 0 0 0 56 523 125 53 2 1 0 4 0 5 3 2 4 1 0 7 3 0 1 33 65 5 6 10 14 45 47 35 24 46 10 3 40 0 1 14 86 0 0 0 2 0 4 2 4 2 0 0 8 0 0 0 22 49 1 9 6 5 34 20 8 2 1 0 0 4 8 86 20 35 6 14 26 0 7 4 8 1 17 1 0 11 0 0 0 0 0 3 0 9 0 2 ENGINE DEPARTMENT 22 3 7 7 8 30 20 11 4 21 8 4 22 0 196 6 2 2 3 2 9 5 3 2 9 1 11 4 0 1 60 0 0 0 2 0 2 0 6 0 1 0 13 1 0 0 25 169 16 0 4 2 8 17 13 36 19 25 8 0 1 0 0 1 6 6 2 7 0 22 0 0 6 2 0 0 1 0 1 0 6 0 1 0 21 0 0 3 14 1 1 4 8 10 13 26 11 18 2 4 10 0 0 26 4 5 5 6 32 31 16 9 25 7 6 22 0 2 5 1 2 6 1 9 4 3 4 4 1 13 2 0 2 2 57 0 0 0 1 0 1 0 5 0 2 0 12 2 0 0 23 351 5 3 2 5 7 10 8 4 10 2 10 4 0 2 STEWARD DEPARTMENT 4 3 13 0 3 163 59 35 122 7 0 1 1 0 1 3 4 2 6 0 21 1 0 1 48 3 1 0 1 0 0 0 5 0 0 0 17 0 0 0 10 0 2 1 0 4 1 10 8 6 2 76 2 0 1 0 3 292 48 5 8 13 6 18 12 24 21 20 14 114 9 0 13 15 2 1 9 6 43 6 21 16 11 1 172 6 0 12 0 45 2 3 9 0 28 13 86 22 39 15 6 24 0 0 212 1,484 610 432 3 0 0 5 4 12 3 16 1 1 1 157 3 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 166 Totals All Departments ...... 36 12 26 12 6 13 0 0 7 13 10 13 11 15 6 107 6 0 13 10 0 1 7 5 20 3 14 4 4 0 177 2 0 8 13 2 2 5 2 9 6 16 7 15 4 9 8 0 0 98 172 216 836 442 368 662 351 297 22 t 1 8 0 20 9 23 4 7 9 244 255 16 2 7 1 6 13 13 8 3 14 4 73 6 0 6 325 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 0 ENTRY DEPARTMENT Port New York ........ .. ..... Philadelphia ... . . . . . . . . . . . Baltimore ...... ......... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington ....... ....... Seattle ................. Puerto Rico .............. Honolulu ................ Houston ............. ... St. Louis . .. .. ........... Piney Point . ........... .. Totals ................. HONOLULU, Hawaii 19 36 318 705 Medical Arts Building 55802 (218) 722-4110 0 74 123 27 9 DULUTH, Minn. PINEY POINT, Md. St. Mary's County 2067 4 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 321 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach " means the total number of men registered at the port at the end of last month. ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of July was up from the month of June. A total of 1,522 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,522 jobs shipped, 662 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 212 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5,604 jobs have been shipped. 28 I LOG I August 1987 510 N. Broad Ave. 90744 (213) 549-4000 �= Safeguard Your Shipping Rights T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DU ES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the sm Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges. trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. F REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. ~he proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Autb Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discriminated against because of race. creed. color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111m11rn1111111n11111111111111un11111unu111un111111111111111n1111111n11111un11111un1111 patrolman or other Union official. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or memher. It has als~ refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt. or if a member is required to make a payment and is given an official receipt. but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION --SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SP AD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force. joh discrimination, financial reprisal. or .t hreat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ to Union records or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. August 1987 I LOG I 29 ..,._ - �•~aest of Shjps lleetjnas GUS DARNELL (Ocean Ships), June 21-Chairman Louis Diesso, Educational Director Jimmie Nicholson, Deck Delegate Charles Whitehead, Engine Delegate J. August, Steward Delegate Tom Barrett. No disputed OT. The crew thanked the ship's chairman for his help at the cookouts and for buying and installing a basketball backboard and ping-pong tabl~all on his own time. Elections were held aboard ship in which a new chairman (Charles Whitehead), a new secretary (Elston Tensley) and a new deck delegate (Jim Higgins) were voted in. On June 10, the Gus Darnell was engaged in a rescue mission of a sinking Malaysian vessel. Seventeen of the 20 victims were saved. Next port: Singapore. LNG LEO (Energy Transportation Corp.), June 14--Chairman Luther V. Myrex, Secretary H. Jones, Educational Director Roy C. McCauley, Engine Delegate Keith J. Amos, Steward Delegate Albert A. Fretta. No beefs or disputed OT. There is $33 in the ship's fund. The chairman spoke about the importance of attending upgrading courses at Piney Point. He noted that many different courses are now being offered and advised members to read the LOG to keep up with what's current at the school and in the maritime industry. He also stressed the need to continue contributing to SPAD to "help keep us working." It was suggested that the Union check into the movie problem: the same movies are being put onboard each voyage. A check also should be made of the shields and filters used for chipping. The ones onboard are not very good. There is an extra dryer on the Leo. It was suggested that it be put in use for the crew. A vote of thanks was given to the steward department for the good meals and clean messhalls. Members were reminded that there is no smoking in the messhall during meals. It was also mentioned that if members eat in the rec room, they should remember to return dishes and silverware to the galley. Next ports: Himeji, Japan; Arun, Indonesia, and Tobata, Japan. OVERSEAS ALICE (Maritime Overseas), June 21-Chairman Steven W. Copeland, Secretary C. Loper Jr., Educational Director M.W. Roberson. No beefs or disputed OT reported. There is $150 in the ship's treasury. The chairman reminded the crew of the benefits of upgrading at Piney Point. It's going to take qualified seafarers to keep our military-contracted ships, he said, and only by upgrading can our members attain the necessary skills. The Overseas Alice now has a three-man steward department. It will take a little while to work everything out to satisfaction with this reduced manning. Until then, the crew's patience and cooperation would be appreciated. The educational director stressed the importance of contributing to SPAD. President Drozak should know that he has the backing of the SIU membership. And ..• ··: }·'''.,.:·. ..-.>~:· ., ~::}·"' __. W. Marsh, AB, scatters the cremated remains of Brother Melvin Francis Libby off the Overseas Harriette. 30 I LOG I August 1987 - only by donating to SPAD can the members help him "protect our jobs and benefits." Night lunch and fruit are at a premiumbut a problem has arisen in that it is all being eaten by the gangway watch at night rather than being saved for the crew. Next port: Subic Bay, P.I. OVERSEAS HARRIETTE (Maritime Overseas), June 28--Chairman R. Bradford, Secretary W. Evans, Educational Director Engine Delegate J.W. Badgett, Deck Delegate Harold Sebring, Steward Delegate C.E. Colston. No beefs or disputed OT reported. The bosun advised all "B" book members to take advantage of the upgrading opportunities at Piney Point. He also noted that the captain was not yet sure if the vessel had another charter lined up. On Friday, June 19, the cremated remains of Brother Melvin Francis Libby were put to sea by his Union brothers and officers aboard the Overseas Harriette (see photo on this page). Brother Libby, who joined the SIU in 1948 in the port of Norfolk and sailed as AB and bosun, retired Nov. 1, 1984. At the time of his death, he was a resident of Galveston, Texas. "The prayers of his beloved friend, Sally Oliver, and all of his friends go with him on his final voyage." A vote of thanks was given to the steward department for a job well done. OVERSEAS JUNEAU (Maritime Overseas), June 21-Chairman Errol Pak, Secretary W. Wroten, Educational Director J. Fair. No disputed OT. There was a beef in the steward department regarding the elimination of the 1830 hr. and 0530 hr. launch. The steward department must catch the 0330 hr. launch to get to work on time and then must wait for the 2000 hr. launch to get ashore. Communications were received from headquarters in response to the members' questions about the SMU. A tape is being prepared to explain the SMU. It will be sent to all ships and Union halls. A letter also was received clarifying a number of beefs. The chairman is completing his relief job. He thanked the crew for their cooperation and reminded members that the SIU is in better shape than other maritime unions. One third of the merchant fleet is under SIU contract. And while some contracts may be preferable to others, all "A" books can still sail without any difficulty. A vote of thanks was given to the steward department for the good food and service. Next port: San Francisco, Calif. PATRIOT (Ocean Carriers), June 7Chairman Jack Southerland, Secretary Jennifer K. Jim, Steward Delegate Manuel Castro. No disputed OT reported. Crew-members believe that a lot of repairs are needed to make working conditions safer aboard the Patriot. One specific problem onboard the ship is the water. It was felt that the water in the tanks should be drained and fresh water brought in from Bahrain. A number of crewmembers are being sent to the doctor complaining of sour stomachs due to the water. Another problem is the mail. Some crewmembers have not received mait for five months-and letters being sent out from the ship have not been received at the other end. Also mentioned was the fact that the crewmembers of the Patriot feel they should be compensated for traveling in a war zone. The USNS Stark was the Patriot's escort recently (three days before the USNS Stark was attacked). Members believe that they should be told they are entering a war zone and be offered the option of remaining aboard ship or being sent home. The steward department was given a vote of thanks for a fine job. Next port: Manila, P.I. PUERTO RICO (Puerto Rico Marine), June 14--Chairman Thomas D. Seager, Secretary J. Colts, Deck Delegate Jack Rhodes. No beefs or disputed OT. The chairman informed members of the 2 per- cent wage increase for the next three years. A memorandum of understanding was posted on the bulletin board for everyone to read. A vote of thanks was given to the chief cook who is getting off in Puerto Rico this trip. "We are all going to miss him and his cooking." SAM HOUSTON (Waterman), June 7-Chairman James E. Davis, Secretary G. T. Aquino, Educational Director L. Acosta, Steward Delegate Ralph Edmonds. No beefs or disputed OT recorded. The ship's fund is building; there is now about $100. Plans are being made to purchase a VCR to record movies and events of interest aboard ship when enough money is accrued. The bosun talked about the Navy ships and the need for qualified men to secure and hold onto these jobs. He also reminded crewmembers of the importance of donating to SPAD. The steward mentioned to all hands that an election year is close at hand and that now is the time to search for the politicians who intend to support a strong and healthy maritime policy. "We must at all cost get together as . a strong voting block to elect these men." A suggestion was made that consideration be given to the idea that when a seaman has reached 65 years of age and is vested with 1O years service in the SIU, he be allowed to retire with a base amount to increase with each year of service until the age of 65. The steward thanked members of the crew who helped kee·p the messroom and pantry clean. The steward department, in turn, was given a vote of thanks for their fine work. One minute of silence was observed in memory of our departed brothers and sisters. Next port of payoff: Norfolk, Va. SEA-LAND PIONEER (Sea-Land Service), June 28--Chairman Bob O'Rourke, Secretary Nancy S. Heyden, Deck Delegate Luis A Malave, Engine Delegate Bennie L. Spencer. No beefs or disputed OT. A message was received from headquarters stating that a settlement was reached with Sea-Land resulting in a 2 percent wage increase. The chairman commended the crew for a good voyage. Some questions were brought up concerning the extent of work a cadet is allowed to perform on deck and at what point a crewmember starts getting paid when he has to fly out for a job. The patrolman will shed some light on these questions at payoff. A vote of thanks was given to the steward department for a job well done. Next port: Elizabeth N.J. the Union for getting a new contract, especially "because I don't think that anybody wants to strike -this late in- the game." Members also were urged to attend upgrading courses at Piney Point for their own job security. Fresh vegetables will be put onboard in Port...,Everglades. A new refrigerator is needed in the messhall. The one presently aboard ship has never worked properly. An ice cream box would also be a nice addition since the refrigerator in the messhall will not keep butter or milk cold. The steward department was given a vote of thanks for a job well done. Next port: Port Everglades, Fla. WESTWARD VENTURE (IOM), June 28--Chairman George S. Vanover. Secretary Donald Frounfelter, Educational Director John Ross, Deck Delegate Michael Willis, Engine Delegate Joseph "Red" Kreb, Steward Delegate William M. Sharp. Some disputed OT was reported in the deck department. A motion was made to use $40 of the fund to buy blank tapes to record movies for the crew's library. There is currently $122 in the ship's fund. Additional ways to increase the fund was discussed. _ A memorandum and a letter were received from headquarters in reference to the new contract. A vote of confidence and thanks was given to the steward department for their efficient service and fine meals. Next port: Anchorage, Alaska. Official ship minutes also were received from the following vessels: ADONIS AMBASSADOR ARCH ON ATLANTIC SPIRIT AURORA CONSTITUTION INGER LAWRENCE H. GIANELLA MOUNT VERNON VICTORY OAKLAND OMI COLUMBIA OVERSEAS MARILYN OVERSEAS NATALIE PANAMA PFC EUGENE A. OBREGON SAN JUAN SEA-LAND ADVENTURER SEA-LAND ENDURANCE SEA-LAND EXPLORER SEA-LAND EXPRESS SEA-LAND LEADER SEA-LAND INDEPENDENCE SEA-LAND INNOVATOR SENATOR USNS BARTLETT Personals MC&S Reunion SEA·LAND PRODUCER (Sea-Land Service), June 28--Chairman Harry M. Fisher, Secretary C. C. Holling Ill, Educational Director P. Thomas, Deck Delegate S. Collins. No disputed OT reported. The Producer will pay off in New Orleans this voyage. A patrolman is expected aboard and will answer all questions at that time. The secretary expressed his gratitude to Port There will be an MC&S Reunion at Doyle Park, Santa Rosa, Calif.Sept. 13, 1987-12 noon 'til ?BYOB-Pot Luck-Bring pictures! Date Deep Sea Lakes, Inland Waters Piney Point .............. Tuesday, September 8 ................ 10:30 a.m. New York ............... Tuesday, September 8 ................ 10:30 a.m. Philadelphia .............. Wednesday, September 9 .............. 10:30 a.m. Baltimore ................ Thursday, September 10 ............... 10:30 a.m. Norfolk ................. Thursday, September lO ............... 10:30 a.m. Jacksonville .............. Thursday, September 10 ............... 10:30 a.m . Algonac ................. Friday, September 11 ................. 10:30 a.m. Houston ................. Monday, September 14 ................ 10:30 a.m. New Orleans ............. Tuesday, September 15 ................ 10:30 a.m. Mobile .................. Wednesday, September 16 ............. 10:30 a.m. San Francisco ............ Thursday, September 17 ............... 10:30 a.m. Wilmington .............. Monday, September 21 ... . ............ 10:30 a.m. Seattle .................. Friday, September 25 ................. 10:30 a.m. San Juan ................ Thursday, September lO ............... 10:30 a.m. St. Louis ................ Friday, September 18 ................. 10:30 a.m. Honolulu ................ Thursday, September 17 ............... 10: 30 a. m. Duluth .................. Wednesday, September 16 ............. 10:30 a.m. Jersey City ............... Wednesday, September 23 ............. 10:30 a.m. New Bedford ............. Tuesday, September 22 ................ 10:30 a.m. �'Thanks For the Help ... ' I would like to thank all of the people at the Seafarers Welfare Plan office for all of the help they have given to me and my husband, Antonio Dos Santos. He is a diabetic and has a great deal of trouble with his eyesight as well as other problems. Through the years, the people at our Union have been wonderful. I don't know what I would have done with this help from the SIU. Once again, thank you. ....,...:..rs To The ~ Editor Mrs. Antonio Dos Santos 'Concern for Pensioners . . .' 'Proud of the Union . . . ' Because I am receiving my pension and supplemental checks without any problem, it's now my turn to extend my sincere gratitude and appreciation to all of you who take time to see that we pensioners get our checks no matter where we are. This all goes to one basic concept: your concern. I want to thank the Seafarers Welfare Plan office and those employees that helped expedite my claims with regards to the benefits due on behalf of my husband.... I want to thank you for helping me and also for sending me condolences. My late husband was so proud of the Union-and so am I. Very respectfully yours, (Mrs.) Placid.a D. Viloria Houston, Texas Sincerely, Marco L. Crespo Cuenca, Ecuador Washington R e p o r t - - - - - - - - - - - - - - - - - - - - - - - (continued from Page 32.) made possible the mass exodus of American shipping companies overseas. One of the primary reasons behind the decision to grant EUSC vessels War Risk Insurance was the historically close ties between the United States and the countries of Panama, Liberia and Honduras. Yet , like Nicaragua and Iran, which were also considered to be "client" states of the United States, there's trouble in paradise . Between them, Panam · e · account y o all American-owned but foreign-flagged vessels that are classified as being under "Effective U.S. Control." The question arise : will these vessels be available to the United States in case of an emergency? Trouble in Liberia There is great internal opposition to the present ruler of Liberia, Sgt. Samuel Doe. While the United States is on record as supporting democratic reforms , many opposition figures still re ent the United States because of the abuses of the Americo-Liberian elite that once ruled Liberia. Up until 1980, Liberia had been ruled by the descendants of American slaves who returned to Africa. They constituted roughly 1 percent of the total population of that country. When Sgt. Doe staged a coup in 1980, he pledged to maintain close ties to the United States despite his differences with the previous regime. The human rights abuses of the AmericoLiberian elite have not faded from people's minds. Moreover, Liberians of native and American descent alike remember this country's segregationist past. Trouble in Panama Despite its potential for trouble, discontent in Liberia remains below the boiling point, thoughjust barely. Every day, however, brings the people of Panama closer to civil war. There is widespread discontent with General Manuel Noriega (called cara de pifia, or pineapple face, by his countrymen), who took control of the country in 1980. Human rights violations are widespread. What's worse, Noriega is putting his political henchmen in positions of authority in the Panama Canal, which is just starting to revert to Panamanian control. And unlike Marcos of the Philippines and Chun of Korea, he is not susceptible to American pressure. When the United States ambassador protested these human rights violations, Noriega pointedly met with the Cuban ambassador and decried ' 'American interference.'' Sewage Sludge A bill requiring that vessels used to transport. sewage sludge products be built in the United States was passed by voice vote in the House of Representatives. The bill, H.R. 82, was introduced by Rep. Mario Biaggi (D-N. Y.) after a Customs Service judge ruled that the transportation of ewage sludge to a deep water dumpsite was not subject to the provisions of the Jones Act. In response to objections raised by operators who had relied upon the Coast Guard ruling when deciding to build four waste carrying vessels in foreign shipyards, a grandfather clause was added that would exempt those four vessels from the domestic shipbuilding requirements of the act. Similar legislation has been introduced in the Senate. Trade By a veto-proof 71-27 margin, the Senate passed a trade bill aimed at restoring America's competitive edge. The Senate bill is generally considered to be less stringent than its House counterpart, H.R. 3, which was passed earlier this year. Still, President Reagan has threatened to veto the legislation if it isn't watered down to suit his tastes. Both the House and the Senate bills contain provisions giving the Federal Maritime Commission tools to counter unfair maritime trade practices, but the Senate bill is more limited in scope. Like H.R. 3, the Senate bill contains a provision which calls for the negotiation of trade agreements that would allow U.S. companies to transport autos to the United States from countries that export 50,000 or more vehicles to the U.S. each year. Differences in the two bills will have to be ironed out in joint conference. Canadian Free Trade Talks Two hundred-thirteen members of the House of Representatives have agreed to co-sponsor legislation introduced by Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine Committee, which calls upon Congress and the administration to reject a Canadian government proposal to open up the domestic commerce of the United States to Canadian vessels. Representatives from the U.S. and Canadian governments are meeting to iron out a ''free trade'' pact which would eliminate most, if not all, so-called barriers to "free trade." President Reagan has put these negotiations under the ''fast-track authority,'' which means that if both parties reach an agreement before Oct. 5, then Congress cannot amend the agreement. All it can do is to vote the treaty up or down. Maritime is reportedly high on the list of topics being discussed. What the Canadians seek is a "North American Jones Act.'' Yet most maritime officials believe that generous Canadian support to its maritime industry, coupled with favorable exchange rates, could further depress an already crippled industry. "The Jones Act remains the cornerstone of this nation's maritime policy," said SIU Lobbyist Frank Pecquex. ''To weaken it is to invite disaster." Breaking the Strikebusters The SIU is supporting enactment of H .R. 285, a bill which would prohibit nonimmigrant aliens from working on American ships or aircraft when American workers are striking. There is a loophole in current law which effectively allows U.S. companies to employ foreign nationals on their ships and airplanes to break up a strike. Passage of this legislation would, for example, protect the rights of American and resident alien fishermen. Unregulated Fishing Vessels Two interrelated problems plague the American fishing industry: safety and insurance. In an effort to revive this badly-depressed industry, the SIU is supporting enactment of H.R. 1841 and H.R. 1836 with modifications, which seek to impose mandatory safety features on virtually all unregulated fishing vessels. Although they take different approaches, both bills recognize that there are serious problems confronting this nation's fishermen. Both bills seek to increase the availability of liability coverage by upgrading the level of safety onboard America's fishing vessels. August 1987 I LOG I 31 - �I l Seafarers International Union of North America, AFL-CIO Washington Report While Washington didn't exactly grind to a halt last month, most people had their t. v. sets and radios tuned in on the Iran-contra hearings. There were visible reminders everywhere that something out of the ordinary had occurred. For one thing, "Ollie North" haircuts and t-shirts became popular among the young conservative set. Persian Gull - The Iran-contra hearings wound up earlier this month. Events in the Persian Gulf, which had almost been forgotten in the shuffle, returned to the forefront with a vengence. In scenes eerily reminiscent of 1979, Iranian militants marched and chanted in the streets of Tehran. And once again, the United States, which has spent hundreds of billions of dollars beefing up its defense budget so that it can procure the most advanced weapon money can buy, was being humiliated because its conventional military capability is woefully inadequate. The first of the reftagged Kuwaiti tankers, the Bridgeton, was hit by a mine. While no one claimed responsibility for the incident, most military experts believe that the mine had been planted by Iran. Ironically, the United States has no minesweepers in the immediate area. And the minesweepers that it does have back in the States are all of World War II vintage. New ones are on order, but they have not yet been built. Special helicopters were scheduled to be ''rushed" (the operation was expected to take several weeks) from the United States to the Persian Gulf to enhance this country's mines weeping capability in that area. Still, the helicopters were a less-than-ideal alternative to ocean-borne minesweepers. For one thing, without landing rights in a nearby country, these helicopters are vulnerable to attack. And unfortunately, no country in the Persian Gulf will grant the United States landing rights, not even Kuwait, whose ships we are supposed to be protecting. Thatcher Says No The administration's Persian Gulf policy has proven to be extremely controversial. Both the Senate and the House voted to delay the reflagging though by margins that were too small to sustain a veto. And Great Britain, which was the only European country to support to the United States when it bombed Libya, graciously, but emphatically, turned down the administration's request for minesweepers (Great Britain has the world's most modern). Said one unnamed British official, "We don't want to be dragged into a maritime Vietnam." ''The recent course of events raises serious questions about the wisdom of allowing our sealift capability to fall below a certain point," said SIU President Frank Drozak. "For instance, it doesn't take too much imagination to figure out how our NATO allies would respond if we asked them to provide us with sealift support in case Israel were attacked. 32 I LOG I August 1987 August 1987 Legislative, Administrative and Regulatory Happenings "If the West Europeans, who have a vested interest in keeping the sealanes of the Persian Gulf open, can refuse to provide the United States with badly-needed minesweepers during an international emergency of this magnitude, they would almost certainly refuse to help resupply Israel. ''Short of a Soviet attack on Western Europe," said Drozak, "is there any scenario under which our NATO allies would back up the United States with anything more than polite words? And ifthere isn't, how credible is our sealift capability in theaters outside Western Europe? "For years," said Drozak, "defense planners have said that America's sealift capability could be augmented by "EUSC" and NATO vessels. Yet increasingly, that seems more like wishful thinking than anything else." Drozak Letter In a letter to The New York Times, Drozak outlined an alternative policy to the one now being pursued by the Reagan administration. ''Congress is caught between two unacceptable choices," he wrote. "It can allow the reflagging policy to proceed despite its flaws and dangers. Alternatively, if it stops the reflagging, it risks undermining the president by creating an impression of withdrawal from the Persian Gulf, which would provide a major opportunity for the Russians. 'There is another option that accomplishes [American objectives in the area], while avoiding the tilt to Kuwait and Iraq, thereby reducing the risk of provoking Iran and making the United States a belligerent. That is to charter genuine United States-flag vessels with United States crews, of which there are an ample number available, to both Kuwait and Iran, to Iraq and to any country in the region. ·This would be an even-handed policy. The U.S. tankers and U.S. Navy protecting them would be strictly neutral. This option would guarantee freedom of navigation in the Persian Gulf, leave no vacuum for the Russians and help stop the tanker war, thus containing the Iraq-Iran conflict." Coast Guard Authorizations The House passed a $2.8 billion Coast Guard authorizations bill that could have important ramifications for the maritime industry. While the House defeated an amendment by Rep. Charles Bennet (D-Fla.) to prohibit the redocumentation of the 11 Kuwaiti tankers, it did pass by a 222-184 vote an amendment that would delay the reflagging 90 days or until Sept. 30, 1987. While that vote was seen as being largely symbolic, a potentially important amendment offered by Rep. Mario Biaggi (D-N.Y.) was attached to the legislation. Biaggi's amendment would require that all officers and unlicensed seamen on U .S.-ftag vessels be U.S. citizens-regardless of the port of departure. This, in effect, overturns the Coast Guard's interpretation of a 19th century maritime law which allowed the reflagging to occur in the first place. Another amendment, offered by Rep. Rob- ert W. Davis (R-Mich.), requires that radio officers serving on U .S.-flag vessels be U.S. citizens. The Coast Guard authorizations bill also contains a "Buy American" provision offered by Rep. James A. Traficante Jr. (D-Ohio), which would prohibit any Coast Guard vessel, and any major component of the hull or superstructure of a Coast Guard vessel, from being built in a foreign shipyard. It also sets a 50 percent U.S.-made minimum for components. Veterans' Benefits Finally, good news for our old timers who served in World War II. A U.S. District Court judge has ruled that the secretary of the Air Force used "vague, unstated and inconsistent" criteria in denying veterans' benefits to merchant mariners who served in that conflict. "Although Congress gave the secretary discretion in adopting appropriate legislation," said Judge Louis F. Oberdorfer, "it assuredly did not license the secretary to publish one set of criteria and apply another.'' A quarter of a million civilian merchant seamen sailed during World War II, of which approximately 90,000 are still alive. During the war, these people suffered the second highest casualty rate, after the Marines. Since 1977, 14 of 64 groups that applied for active military service status have had their applications approved. According to Judge Oberdorfer, merchant seamen met many of the same criteria that those groups met. The secretary of the Air Force, said Oberdorfer, tried to differentiate seamen from these groups on the basis of criteria not mentioned in Section 401 of the 1977 law authorizing the Department of Defense to evaluate requests for military benefits. ''By making decisions based on unpublished criteria," said the judge, "the secretary frustrated the purpose of the implementation of the regulations and denied plaintiffs a fiar opportunity to present their case.'' Judge Oberdorfer ordered the parties to file a supplemental memoranda by Aug. 5, "addressing more fully what remedy, if any, is appropriate in light of the conclusions stated Trouble in Paradise Few people outside the maritime industry fully appreciate why the SIU and other maritime unions were so concerned by the reflagging of the Kuwaiti tankers. The following quote from a story by Journal of Commerce reporter Chris Dupin puts the matter into proper perspective: "A highly regulated industry that often bemoans the lack of a coherent maritime policy, shipping is quick to exploit quirks in laws and regulations.'' The most notorious of these "quirks" was the "Effective U.S. Control Doctrine (EUSC)." After World War II, the United States offered War Risk Insurance to American-owned vessels registered under the Panamanian, Liberian and Honduran flags. This (Continued on Page 31.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1987 Description An account of the resource HEADLINES SEA-LAND’S NEW D-7 SAILS ON ALASKA RUN CHARTER OF U.S. SHIPS COULD SOLVE GULF PROBLEM DOD WRONG IN DENIAL COURT UPHOLDS SIU PLANS IN SONAT, DIXIE PENSION CASE LET THEM RENT WHOLE TANKERS, NOT JUST FLAGS T-AGOS CREW SLAMS REFLAGGING TRADE TALKS DRAW FIRE FROM U.S. MARITIME INDUSTRY REACTION MIXED TO NEW OPERATING SUBSIDY PLAN MTSN FAULTS YUKON SAFETY VET FIGHT BRINGS ALL SEAMEN TOGETHER THE FALLS OF CLYDE: A LITTLE TASTE OF HISTORY STEAMBOATIN’ 1987 MISSISSIPPI QUEEN U.S., CHINA SIGN RESCUE PACT SIU, MTD HOST BOY SCOUTS IN LABOR EDUCATION PROGRAM A PROUD HISTORY SHLSS CELEBRATES 20 YEARS REFLETIONS ON 20 YEARS AT THE SHLSS LA STOPOVER FOR COLUMBIA USNS MERCY COMES HOME TRADE TALKS THREATEN JONES ACT IN HOUSTON, SIU HOSTS CONFERENCE ON DRUG ABUSE THE SIU IN WASHINGTON PERSIAN GULF DROZAK LATTER VETERANS’ BENEFITS THATCHER SAYS NO COAST GUARD AUTHORIZATIONS TROUBLE IN PARADISE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No, 8 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/74aad7fd2f4a44f996fb996b531bfa13.pdf 8d47ebf83e8cf9789ded08e47c7706b3 PDF Text Text Official Publication of the Seafarers International Union • Atlantic, GuH, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 9 September 198? Special Convention Report-Pages 13-24 Delegates Approve SIUNA Restructuring Study The shape of the 80,000 member SIUNA may change during the next few years. Delegates to the recent Triennial Convention agreed to study restructuring the Union in an attempt to meet the challenges facing the Union as the 20th Century draws to a close. Throughout the three-day convention, delegates and speaker angrily denounced the lack of any meaningful American maritime policy. The continued shrinkage, especially since 1980, of the U .S.-flag merchant marine drew fire as did the reflagging of 11 Kuwaiti tankers. The issue of the new Seafarers Maritime Union was openly debated. Resolutions covering health care, veterans' benefits, Great Lakes shipping and the U.S. fishing industry problems were passed. Complete coverage of the convention begins on page 13. Trade Talks Threaten Maritime Unions Want Maritime Removed from Table The leaders of the SIUN A and the SIU of Canada have turned up the heat on U.S. and Canadian trade negotiators in an attempt to protect the maritime industry of both countries. The two union presidents warned U.S. President Ronald Reagan and Canadian Prime Minister Brian Mulroney that American and Canadian maritime programs are being ''needlessly placed. in jeopardy'' by the two countries' rush to complete a Free Trade Agreement. In a letter to the two heads of state, Frank Drozak, president of the Seafarers International Union of North America, and Roman Gralewicz, president of the Seafarers International Union of Canada, urged that maritime issues be removed from the current trade negotiations. Negotiators from the U.S. and Canada have been meeting for several months in an attempt to hammer out a so-called "Free Trade Agreement" (FTA). Proposals made during the talks Inside: Civil Rights Leader Bayard Rustin Dies Page 3 NMU-MEBA Announce Merger Plans Page 3 S/U's Pollux Ready for Reforger Government Services Division SHLSS Pages 6 & 7 Pages 1O & 11 Pages 25-28 would dismantle several long-standing maritime programs of both countries. The two union presidents said "the complex nature of the maritime ind us- See Page 4 for Full Text of Letters try and its relationship to the ecurity of both nations is neither fully undertood nor appreciated by those charged with negotiating the agreement. Those with proper expertise to gauge the implications of altering existing policy are unfortunately removed from the process." Drozak and Gralewicz noted that the Commission on Merchant Marine and Defense (established by H.R. 1289) and the General Accounting Office (GAO) are undertaking studie on how the U .S.-flag meets, or does not meet, its national security obligations. In addition, ''there is a dangerous lack of consultation with the legislative branche of both governments regarding the nature of maritime provisions" in the FTA proposals, the pair wrote. Currently, there are several congressional efforts to develop new maritime initiatives, and tho e could be compromised by the ''indiscriminate intermingling of U.S. and Canadian maritime policies which have been proposed in the FT A talks. Reagan's own "Presidential Report on National Security" cites both the decline in the size of the U.S. merchant fleet and.the lack of an adequate supply of trained mariner to man reserve fleet ships as a serious problem which would "impede our ability to adequately project and sustain forces by strategic sealift. '' If a trade agreement dismantles current maritime programs, those national security problems cited in the president's report would grow even larger, warned the two union leaders. ''The nations of North America must have maritime policie suitable to meet economic, industrial and national security demands ... the framework of a Free Trade Agreement is not the proper forum to fashion well-crafted maritime policies," the union presi- dents said. In addition to the letters to the president and prime minister, the SI UNA passed a resolution at its justcompleted convention opposing the inclusion of maritime policy questions in the FT A talks. �President's Report by Frank Drozak I N order to better represent the members of this Union, I have to devote a large portion of time just to keep track of developments in the maritime industry. Changes in the industry have been so rapid and farreaching that after a while you tend to take change for granted. Yet even I had to sit up and take notice about a story that appeared in a recent issue of the Washington Times. The port of Baltimore is in a life-ordeath struggle to survive. Ports up and down the East Coast are trying to grab a piece of the action. Baltimore's main competition is expected to come from Front Royal, a small town in Northern Virginia. This wouldn't be so unusual except for one small fact-Front Royal is landlocked. The nearest river is miles away. Welcome to the 1980s, where you don't even need water to build a competitive port. Rapid technological changes (and in the case of Front Royal, the gradual shift to intermodal operations) are altering the face of the maritime industry. Baltimore's port facilities generate 60,000 jobs and hundreds of millions in revenue. City and state officials had one of two choices. They could complain bitterly about a world which doesn't seem to make sense, or they could make some hard choices and remain competitive. They chose to live. I am relaying this story to you because I find the SIU in a similar position. Some days I wake up and can't believe the changes that are occurring in the American maritime industry. Yet I don't have the luxury of doing nothing: the job security of too many people is at stake. Actually, the idea of a port without water doesn't seem so strange once you've been exposed to the promotional policies of the Reagan administration. Over the past six years, an administration committed to increasing the defense budget by hundreds of billions of dollars has either eliminated or cut funding for every single maritime promotional program on the books. In the process, it has brought the American-flag merchant marine to the point of near-extinction, thereby depriving the United States of a credible sealift capability. Without a reliable method of trans- porting troops and weapons overseas, they become little more than expensive decorations for the annual Veteran's Day Parade. In an ironic twist of fate, the most defense-minded administration of the post-wai: period has failed to grasp the most basic tenet of strategic planning. If there's a war, you have to be able to get to it. Otherwise, you lose. American-flag shipping companies have to go head-on against foreign competitors who are heavily and sometimes totally subsidized. Many foreign markets are closed to these American businessmen. In order to help American-flag companies stay in business, all maritime unions have had to accept severe manning reductions. Most of these reductions have been in the unlicensed berths. If that weren't enough, licensed unions, fearful of their own continued existence, have tried to infringe upon the jurisdictional rights of unlicensed seamen. Onboard numerous vessels, licensed officers have attempted to perform work outside their jurisdiction. Even more serious, the MM&P and District 1-MEBA have formed top-tobottom unions like PASS which threaten the benefits and job security of unlicensed seamen. The troubled state of the maritime industry puts a special burden on today's officials. I often have to remind myself that I did not create these conditions. But because I take my responsibilities as a union president very seriously, I have to confront them. So briefly, over the past few years, I took the following steps to protect the job security of the people I have been elected to represent: 1. I beefed up this Union's grassroots political action program. Since maritime is the most heavily regulated industry in the United States, it is no exaggeration to say that a seaman's job security depends on political action. Given the ideological bent of the present administration, we've done pretty well in this area. We played a leading role in securing a ban on the export of Alaskan oil, and in helping maritime and agriculture reach a compromise to restructure the P.L. 480 Program. This has saved thousands of jobs for American seamen. Moreover, I take pride in the fact that the SIU has never supported President Reagan for election. After all, how can you criticize the policies of the present administration if you helped elect it, not once, but twice? 2. I made an iron-clad commitment to education. Most industry experts agree that future job security for American seamen will depend on the quality of their skills and training. In this respect, I believe that SIU members take a back seat to no one. Our facilities at the SHLSS are the finest of their kind. They're so good that the Army and Navy use them to train personnel in sealift support functions. 3. I put all companies and unions on notice that we would not stand for any infringement of our members' rights. Starting with ACBL and Eastern Airlines in the early '80s, companies in the transportation sector have tried to abridge the rights of the people who work for them. We at the SIU have been willing to go to any lengths to protect the job security of our members. We may not win every fight, but we have at least put everyone on notice that there will be a price to pay for taking on the SIU. In addition, I have not hesitated to file Article XX charges against other unions that have infringed on the jurisdictional rights of our members. 4. I made an all-out effort to sign up new jobs for our members. Any union that relies on the work it now has to provide job security for its membership is not facing facts. There is no guarantee that companies relying solely on commercial or cargo preference work will be around five or 10 years from now. This includes Sea-Land and APL. After all, who would ever have predicted that U .S. Lines would go out of business? But it did. For the past three years, it has been apparent to everyone in the industry that the only new work being generated is in the military sector. During a period when the American-flag merchant marine has declined by more than one-third, the SIU has been able to secure military contracts for the operation of 65 ships producing more than 1,000 jobs for the membership, which offset declines in other areas. 5. Again I called for maritime unity. Ever since the break-up of the old ISU in the late 1930s, maritime unions have talked about the need to merge. Yet for a variety of reasons, such a merger never came about. Last year, I sent a letter to the heads of all the maritime unions and AFLSeptember 1987 CIO President Lane Kirkland asking for all maritime unions to enter into merger talks. The NMU responded to the letter, and merger discussions were entered into. Merger talks broke down over the structure of the proposed union. While the merger talks were being conducted, the MM&P and District 1MEBA continued infringing upon the jurisdictional rights of our members. A new union created by District 1, PASS, gathered momentum. And conditions in the industry continued to deteriorate. By the end of the year, U.S. Lines, the largest existing U.S.flag company, had gone out of business. Meanwhile, the number of vessels in the American-flag merchant marine had reached an all-time low. Crew sizes were small and getting smaller. And licensed unions like District 1 and the MM&P had apparently decided to protect their long-term security by stealing jobs away from unlicensed seamen. Rather than do nothing, I approached District 2 President Ray McKay about forming the Seafarers Maritime Union (SMU). SMU enables us to compete for jobs in the military sector and in new business. By signing up this kind of work, we accomplish several goals. We replace jobs in other areas. We protect the pension and welfare benefits of our middle-aged members, even if they don't choose to ship on these military vessels. And more important, we give the younger members a chance to make a living at sea. Members who ship on top-tobottom SIU District 2 ships have the chance to advance from entry levels to licensed jobs in rapid time. The formation of the SMU has been criticized by other maritime unions. And yet, their jurisdictional raids and their failure to seriously consider the possibility of a merger were the very things that gave birth to it. The close working relationship that exists between District 2 and the SIU, which is based on a mutual respect for the rights of both licensed and unlicensed seamen, is the defining spirit of the new organization. It is no accident that shortly after we reached this historic agreement, the NMU and District 1 announced plans to merge their two organizations-a here-before unheard of prospect. I wish the two unions well. I also believe that their decision to merge along the lines of the SMU is proof that the step that Ray McKay and I took was the right one. Off c1al Pubhcat1on of t e Sea1arers Internal onal Umon of orth Amenca. ant c, Gulf, La es and Inland Waters District, FL..f;IO Vol 49, o 9 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Angus " Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vic e President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 01 60-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges , Md . 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Bayard Rustin, Civil Rights, Labor Activist, Dead at 75 Bayard Rustin, the staunch labor supporter and civil rights activist who played a major role in organizing the 1963 March on Washington for Jobs and Freedom, died in New York of cardiac arrest folJowing an emergency appendectomy. He was 75. At his death, Rustin was co-chairman, along with Steelworkers Vice President Leon Lynch, of the laborsupported A. Philip Randolph Institute. He also was president of the institute's educational fund. In a letter to Randolph Institute President Norman Hill, AFL-CIO President Lane Kirkland and Secretary-Treasurer Thomas R. Donahue said ''a giant has passed from our midst.'' Rustin's life was "a commitment to peace, human dignity and social justice . . . a monument to the struggle for decency and civility,'' the federation leaders said. From his hometown area in West Chester, Pa., where he was born March 17, 1912, Rustin acquired two lifelong pursuits-his ardent dedication to Quaker pacifism and to civil rights. The latter was born when he was refused service in a restaurant in Media, Pa., where he had gone as a member of his high school football team. His strong belief in nonviolence led to his serving 28 months in prison as a conscientious objector during World War II and to his association with Dr. Martin Luther King Jr. with whom he helped organize the Montgomery, Ala., bus boycott in the 1950s and the Southern Christian Leadership Conference. As a leader of the Congress of Racial Equality, Rustin participated in the first Freedom Ride through the South to protest segregation in 1947. He was arrested six times on the trip, and his newspaper articles about the 22 days he spent on a North Carolina chain gang led to the end of the practice in that state. Rustin is best known outside of labor for his key role in organizing the 1963 March on Washington. He assisted A. Philip Randolph, the president of the Sleeping Car Porters who was chairman of the march committee. The march by 300,000 people led to the passage of the 1964 civil rights legislation. Rustin proved a true friend of workers on and off the picket line. When garbage workers represented by the State, County and Municipal Employees struck in Memphis in 1968, Rustin raised $100,000 to help them. After King was assassinated during the strike, he organized a mass march in his honor. Still on the picket line in 1984, he was arrested after leading a peaceful demonstration in support of the pay equity strike at Yale University by Hotel Employees and Restaurant Employees locals. Although Rustin's strong belief in coalition building, both national and international, led to criticism Bayard Rustin in many quarters, it brought applause from labor. In 1976, he explained to an Electrical, Radio and Machine Workers-now the Electronic Workers-convention that the problem had shifted from race to class. ''The economic and social programs that will solve the problems for all America's poor can be found in only one place, and that is in the economic and social program of the American trade union movement," Rustin said. Hi advocacy of worldwide human right led to his leadership of the Free Indian Committee after World War II, and he was arrested several times for protests at the British Embassy in Washington. In the early 1950s, he helped found the Committee for Support of South Gulf Ship Attacks Rise Air and speedboat attack against ships in the Persian Gulf have increased dramatically during the past few weeks as Iran and Iraq resumed fighting in the area. But despite attacks on dozen of ships of various flags, none of the reflagged Kuwaiti oil and gas tanker sailing with U.S. Navy escorts has been hit. In Washington there were indications that Kuwait might charter one or two laid-up U .S.-flag tanker to ail alongside its reflagged fleet. Speculation centered around the 12-year-old Maryland and New York, both 264,000 DWT ships which Marad was foreclosing on. If those ships are chartered, they would be required to crew up with U.S. seamen, 100 percent licensed and 75 percent unlicensed. The 11 reflagged ships presently carry only an American master. Amerian maritime unions and other industry groups have protested the lack of U.S. crews on the reflagged ships (see August and July LOGs). Through a loose interpretation and a loophole in U.S. law, the administration allowed Kuwait to man the U .S.-flag ships with crews of any nationality. On Capitol Hill, a bill to require that in the future all U .S.-flag ships carry a 100 percent American crew is expected to pass the Hou e. Also the Senate is on record with a re olution calling for the examination of the U.S. reftagging policy. There is little indication that Congress will force a change in the status of the I I reftagged ships. African Resistance. Later, he traveled to Thailand to draw attention to the suffering of Cambodian refugees and to Poland to meet with Lech Walesa in support of Solidarnosc. Rustin also served as chairman of the executive committee of the Leadership Conference on Civil Rights and vice chairman of the International Rescue Committee. In I980 he received the AFL-CIO's highest honor, the Murray-GreenMeany Award. NMU, MEBA-1 to Merge The National Maritime Union and MEBA-District 1 have signed an agreement to merge their two seafaring unions. The agreement must be ratified by the memberships of both unions before April 1, 1988. The merger agreement calls for the integration of all assets and liabilities of the two unions and for the eventual combination of the various benefit plans, according to a story in the NMU Pilot. The NMU will merge into District No. I-Pacific Coast Division of MEBA. The new union will be called District 1-MEBA/NMU of the National Marine Engineers' Beneficial Association (AFL-CIO). The union will have a licensed division and an unlicensed division. Both divisions will be respon ible for their own collective bargaining agreements, hiring practices and other business. About a year ago the NMU and the SIU held talks about a possible merger of the two unlicensed unions, but no agreement could be reached. SIU President Frank Drozak (left) made America's trade problems the main topic of discussion at a recent White House meeting with Vice President George Bush (center). Also attending the meeting was former U.S. Lines owner John McMullen, currently the owner of the Houston Astros baseball team and chief executive officer of McMullen Industries. September 1987 I LOG I 3 �Full Text of Drozak-Gralewicz Letter Reagan and Mulroney Urged to Protect Maritime Policy August 27, 1987 President Ronald W. Reagan The White House Washington, D.C. 20500 Dear Mr. President. We are writing to you and Prime Minister Mulroney to express our deep concern over the maritime aspects of the current negotiations directed toward the establishment of a U.S.Canada Free Trade Agreement. As you are aware, the high level of trade between our two nations is one of the strongest bonds in our long history of close and friendly relations. Yet, efforts by negotiators on both sides serve to weaken that bond by undermining current and future maritime policy in both countries. From our perspective, the complex nature of the maritime industry in both its international and domestic components and their relationship to the security of both nations is neither understood not fully appreciated by those charged with negotiating the agreement. Those with the proper expertise to gauge the implications of altering existing policy are unfortunately removed from the process. Currently, the national security implications of existing maritime policy on the U.S. side is being examined by the Commission on the Merchant Marine and Defense which, under legislative mandate, will offer policy recommendations designed to enhance the U.S.-flag fleet's ability to fulfill its national security obligations. The General Accounting Office is also undertaking a similar study. Those efforts may be in vain if, in the rush to finalize a Free Trade Agreement, both nations' maritime programs are needlessly placed in jeopardy without apparent benefit to either. Also, there is a dangerous lack of consultation with the legislative branches of both governments regarding the nature of maritime provisions, and in the case of Canada, insufficient sampling of industry views. At this time several congressional committees are developing maritime initiatives which would be compromised by an indiscriminate intermingling of U.S. and Canadian maritime policies. Such government action may serve in the minds of many to substitute for the adoption of comprehensive maritime policy initiatives needed to improve the merchant fleet of each country. In the process, the security of both nations will be undermined. Supporters of the U.S. merchant marine have been encouraged by the sober realism expressed in the first ever Presidential Report on National Security released in January 1987. Among the report's critical observations about the national security importance of a viable merchant marine was: "the continuing decline of the U.S. merchant marine and U.S.-flag commercial shipping assets is a matter of concern. This problem is compounded by the decline of the U.S. flag fleet which results in a reduction of the seagoing workforce to man all our U .S.-flag vessels as well as ships of the Ready Reserve Force, the National Defense Reserve Fleet and any effective U.S. controlled ships which might need recrewing. The lack of merchant mariners in the near term could impede our ability adequately to project and sustain forces by strategic sealift. '' The critical problem described in that passage will grow more serious if U.S. and Canadian maritime policies are sacrificed in a well-intentioned but counterproductive effort to reach a Free Trade Agreement. This decline in the maritime industry's ability to serve as a national security asset is not limited to the United States. Canadian-flag operators also have been crippled by a similar lack of support by government agencies and presently are unable to meet Canada's sealift needs. Recent action to facilitate the transfer of foreign-owned vessels to United States registry is particularly disturbing to Canadian maritime interests since U.S.-ftag ships with low cost, thirdworld crews would become eligible to operate in Canada's shipping trades. Setting aside the wisdom of maintaining an American presence in the Persian Gulf, one is left with the reality that U .S.-flag vessels will no longer serve as a beneficial role model for improving international mantune standards. Recent actions have established the precedent of U.S. -registry as a vehicle for the circumvention of standards which U.S. maritime interests, in both the public and private sectors, have long and forcefully advocated. The nations of North America must have maritime policies suitable to meet the economic, industrial and national security demands which will be placed on our two countries. Suitable maritime policies will not be achieved, however, if our respective fleets are permanently handicapped by the current negotiations. The framework of a Free Trade Agreement is not the proper forum to fashion well-crafted maritime policies adequate to fulfill changing national requirements which will evolve in the future. Our respective maritime policies will be laid bare to the demands of third nations which will certainly seek similar concessions as those envisioned by the proposed agreement, and may be empowered to do so by existing treaty. Even if the United States and Canada would not be required by existing treaty to extend reciprocal privileges to our other trading partners, the dire state of international shipping will drive their governments to seek access to our respective trades. In addition, the climate for future investment will be diminished. Operators who have made substantial investments, in assets under the expectation of continuity in policy, will find their financial base seriously eroded. We believe that any free trade proposal which alters the current maritime policies of either nation is unwise, unjust and unacceptable. Therefore, we respectfully urge you to instruct your trade negotiators to remove all elements of the proposed Free Trade Agreement, which have an impact on maritime policy, from the negotiating process. Sincerely, Frank Drozak President Seafarers International Union of North America Roman Gralewicz President Seafarers International Union of Canada I. W. Abel, Former President of Steelworkers, Dies I. W. Abel, a founder of the Steelworkers and USW A president from 1965 to 1977, died of cancer .at his home. He was 78. AFL-CIO President Lane Kirkland called Abel ''a giant of the American labor movement, an inspiring and trustworthy leader and a generous and constructive spirit who never stopped trying to make America work a little better for all." USWA President Lynn R. Williams said Abel ''was not only a life-long and dedicated trade unionist who helped forge landmark improvements in the lot of working people, he was also a compassionate human being who strove to improve the total society in which we live." "He was a visionary who recognized, decades before the notion became fashionable, that workers, employers, and the public each have a stake in the others' wellbeing," Williams said. Born Iorwith Wilbur Abel in Magnolia, Ohio, on Aug. 11, 1908, Abel was the son of a blacksmith and clay worker. In 1925, he took a foundry 4 I LOG I September 1987 job in the American Sheet and Tin Mill Works in Canton, then moved on to other nearby steelworks. Before the Depression, Abel said in an interview, "youjust moved around pretty much at will. There were times, depending on the work, when we'd make $12 or $14 a day, hourly scale about 75 cents." But as work dwindled during the Depression, Abel took a job in a brickyard firing a kiln at 16 cents an hour. ''That miserable job helped straighten out my social thinking and pointed me in the direction I was to travel the rest of my life," he said. "The Depression taught me that a strong labor movement was necessary to protect workers and give them a measure of dignity and security." After getting a job at the Timken Roller Bearing Co., Abel joined the CIO in 1936. He became active in the Steel Workers Organizing Committee (SWOC) and helped organize Local 1123. He served in the top offices of the local and remained a dues-paying member of the local for the rest of his life. In 1937 Abel participated in the "Little Steel" strike against companies which refused to follow SWOC's pact with U.S. Steel and some 100 other steel producers. The strike climaxed with the "Memorial Day Massacre" in which 10 strikers were killed and 80 wounded when police opened fire at a rally at the Republic Steel plant in South Chicago. Philip Murray, the founder and president of SWOC and its successor, the USWA, appointed Abel as a SWOC staff representative. When the USWA was formally organized, Abel was elected director of District 27 in Ohio in 1942. After Murray's death in 1952, Abel was elected secretary-treasurer, a post he held until 1965, when he won a bitter and close contest with the incumbent, David J. McDonald. During Abel's three-term presidency, the USWA grew from 1 million members to 1.4 million. In 1973 Abel signed the historic Experimental Negotiating Agreement, covering 300,000 workers with the top 10 steel producers. The pact provided a "no strike" promise during 1974 contract talks to keep steelmakers from stockpiling foreign steel in anticipation of a strike, then laying·· off workers, as they previously had done. Abel served on the AFL-CIO Executive Council from 1965 to 1977 and as a member of the federation's Committee on Political Education, president of the AFL-CIO Industrial Union Dept., and a delegate to the International Labor Organization. One of his proudest achievements, according to Abel, was his successful push for federal protection for employee pensions. He also campaigned in Washington for federal workplace safety and health legislation. A staunch supporter of the civil rights movement, Abel was named to President Lyndon Johnson's Advisory Commission on Civil Disorders-also called the Kerner Commission-which strongly criticized civil rights progress in the wake of black community riots in 1966 and 1967. Abel is survived by his wife Martha and two daughters. His first wife, Bernice, died in 1982. �Area Vice Presidents' Report West Coast by V. P. George McCartney M ANY of our oldtimers out here were extremely pleased by the front page of last month's LOG. I am of course referring to the following headline: "World War II Seamen May Gain Vets Status." There are, no doubt, other issues which are more important to the longterm survival of the American-flag merchant marine (i.e., the failure of the present administration to implement existing cargo preference laws). Yet no other issue evokes such an emotional response as this one, and for good reason. Merchant seamen suffered the second highest casualty rate in World War II. Yet since 1977, 14 other groups have been granted veterans' status while most merchant seamen have had their petitions denied. Most seamen who served in World War II are proud of the role they played in protecting their country. Yet the veterans' benefits issue goes deeper than that. World War II defined a whole generation of Americans. It had a galvanizing effect on the maritime industry, and was the final step in a process that had been under way since the 1934 Longshoremen's Strike. Before World War II, there really was no such thing as a brotherhood of the sea. Most seamen lived in the margins of American society. They were abused at sea and at loose ends on land. They were kept in servitude by their own ignorance and the harsh conditions of their isolated, self-contained world whose parameters were defined by the crimps, the shipowners and the cold, merciless sea. Like many other labor organizations, maritime unions grew rapidly during the war. Trade unions had to walk a fine line between protecting their members' living standards and supporting the war effort. By all accounts, the unlicensed maritime unions maintained that balance. Thanks to the efforts of American seamen, the Battle of the North Atlantic-the battle to keep England supplied-was won. As John Bunker, former head of the SIU's Historical Research Department, wrote, ''No ship was held up for lack of an SIU crew.'' World War II transformed America into the richest country in the world. This enabled maritime unions like the SIU and the NMU to organize new companies and raise their members' standard of living. During the war, American maritime unions were successful in repelling attacks on their hiring halls. In addition, they were able to get the government to agree to a War Bonus Program for their members. At the start of the war, the A&G District was the runt of maritime labor. As I have reported in earlier columns, Harry Lundeberg had laid a strong foundation for the new district. Still, the A&G lagged far behind the National MaritiJlle Union and the West Coast maritime unions in terms of jobs and ships. Paul Hall was elected head of the A&G District in 1944. He understood that the maritime industry would inevitably contract after the war ended. He therefore made organizing new members his top priority. In a sense, he was in the right place at the right time. The (then) much larger NMU was just becoming embroiled in an internal dispute which would pit NMU President Joe Curran against the Communists who dominated that union's bureaucracy. The NMU referred to those divisions in a special 50th anniversary issue of the Pilot. They were not resolved until the union's 1949 convention, in a bitter, winner-take-all showdown. Murray Kempton, the dean of Americanjournalists, wrote about the problems that the NMU experienced after the war in Part of Our Time, his seminal work on Communism in America. Kempton noted that while Joe Curran and the Communists who controlled the NMU's bureaucracy were caught up in a life-or-death struggle for control of that union's soul, a ''reformed and renewed AFL Seamen's Union" was able to win numerous organizing drives, the most important by far being Isthmian. For it was the Isthmian drive which transformed the A&G District from the stepchild of maritime labor into a power on the waterfront. Now, military work accounts for 40 percent of all jobs available to SIU seamen, and the percentage is rising. While the rest of the maritime industry has declined by more than onethird since 1981, the SIU has been able to sign up 58 new vessels generating more than 700 new jobs. Commercial giants like U.S. Lines have gone out of business , and others like Sea-Land have threatened to reflag. New companies like Barber Steamship Company are the hope for our future. You see , we have to adapt to changing times. If we don't, then our middleaged members will be left without a pension, and our younger members will be forced to leave the industry. And that won't be good for anyone: the Union, the members or the country. The present administration's approach to the maritime industry just doesn't makes sense to me. It should be encouraging unions like the SIU to maintain an adequately sized pool of skilled mariners. Yet all the gains that we have made have come despite the government, not because of it. Next year's elections offer hope to American seamen, and indeed to all workers who have been shut out of the political process over the past six years. That is why we in the Gulf region have been active on a grassroots level. If we can turn out the vote, then we can protect our future. It's just that simple. requires mariners to supply their own expense money when traveling to their assigned ships, wherever that ship might be located. If the mariner has no ready cash, he or she is issued a cash advance for travel which is then deducted from the first paycheck the mariner receives after joining the ship. In order to retrieve this travel money, a travel claim must be submitted to the home port if the ship returns, or the home port must approve the claim in order for payment to be made by any other naval facility. The ship's purser is not authorized to liquidate travel claims. Why? Pursers are authorized to issue return cash settlements when a crewmember is leaving the ship and returning to home port. Under the present system, it sometimes takes months for a mariner to recover travel monies that have been expended on behalf of the agency. It is the position of the SIU that as long as mariners are required to travel to ships for the benefit of MSC, MSC should advance travel expense money, just as they do when mariners depart ships after their tour of duty. The ship's master or purser could liquidate the claim , and the mariner would not be required to wait months to collect his or her travel money. Great Lakes by V.P. Mike Sacco ! Government Services Division by V. P. Buck Mercer T Gulf Coast by V.P. Joe Sacco T HINGS have been pretty busy in the Gulf. As I reported in last month's column, we reached an agreement with Radcliff Materials. We're presently in negotiations with G&H Towing and Moran Towing. I just came back from the SIUN A Triennial Convention. It was a productive meeting. Education and political activity were stressed at the convention; in today's day and age, job security is something that can't be taken for granted. Conventions like this one are a time to take stock. It is amazing how much the maritime industry has changed since the last SIONA Convention in 1984. Back then, the Union was just getting its military program into gear. WO items affecting MSCPAC mariners are noteworthy this month and, although neither has come to pass, both have already been the basis for widespread conversation. The first item, long overdue, is the matter of retroactive money on wages of 3 1/2 percent due all non-officer marine personnel for the period April 1, 1985 through May 15, 1986. It comes to about $2.5 million. Although the MSCPAC comptroller, CDR Richard Odegaard, was recently lauded as the ''Manager of the Year" by the San Francisco Chapter of the American Society of Military Comptrollers for his accomplishments at MSCPAC over the past 16 months, payment of this retroactive roll was not one of them. This money which has been due and payable since May 1986 will finally be paid sometime this month. The second issue is that of travel expense money. Presently, MSCPAC attended the SIUNA Triennial Convention back East last month, where the delegates from 18 autonomous unions set a steady course for the next five years. A good friend of ours from Ohio, Rep. Edward Feighan, addressed the convention. He spoke out about the administration's ill-advised decision to reflag the 1 I J<.uwaiti tankers, the decline of this country's merchant marine and a recent court ruling on World War II veterans' benefits. One remark that .Feighan made stuck with me throughout the convention. He said that without the Americanflag merchant marine, the United States "wouldn't have won World War II . . . or fed ... Europe after the war ... or maintained American liberty." We need more people like him in Congress. The delegates adopted resolutions dealing with issues of importance to Great Lakes seamen. These issues included the free trade talks between the United States and Canada, which are reaching a critical stage; the inhibiting effects of a user fee passed last year, and the need for both the United States and Canada to modernize the St. Lawrence Seaway, the lifeblood of Great Lakes shipping. (Continued on Page 8.) September 1987 I LOG I 5 �When Seafarers aboard the USNS Pollux tied up at Dundalk's Marine Terminal in Baltimore last month, they saw hundreds of Army-green trucks, jeeps and other vehicles waiting dockside. The Pollux, one of the eight Fast Sealift Ships (former SL-7s) operated by the MSC, was taking part in Operation Reforger '87 which was taking some 3,900 pieces of equipment to Rotterdam to outfit 35,000 troops in this massive annual exercise. The Pollux had already picked up a partial load in Beaumont, Texas and steamed to Baltimore for the rest of her cargo. The 946-foot ship, with a top speed of 33 knots, was one of four SIU-contracted ships in the exercise. The others were the USNS Algol, USNS Capella and the M IV American Eagle. Those vessels loaded at Beaumont and Galveston, Texas. AB Jay Thomas Chief Electrician Jerry Payne and Wiper C.L. Cilverio. OMU Hughs Wood and Third Engineer Robert Egan. Capt. Robert Brownell, who came up through the foc'sle, and Bosun Gene Weaver. 6 I LOG I September 1987 A longshoreman drives one of the hundreds of Army vehicles loaded in Baltimore. The various decks in the Pollux are connected by ramps, like a floating parking garage. �USNS Pollux A truck is lifted aboard the Pollux. A longshoreman lashes down a truck which was lifted aboard the Pollux. While most vehicles are loaded via a roll-on-roll-off ramp, some are stored on deck in sea sheds. Bosun Gene Weaver (center) poses with part of his deck crew, ABs Brian Ballard (left) and Jay Thomas. MPs and Coast Guard Shore Patrolmen kept unauthorized visitors from near the loading operations. AB Brian Ballard The Pollux's steward department includes Chief Steward Marvin St. George, Chief Cook Ike John, Third Cook Howard Ward, GSU Ralph Palmer, and BR April Martin. September 1987 I LOG I 7 �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Cong. Liz Patterson Cong. David Price C E ONGRESSWOMAN Elizabeth J. "Liz" Patterson (D-S.C.) represents the fourth district of South Carolina. Greenville County, the nucleus of the fourth district, is the most populous and industrialized county in the state and a showpiece of the New South. The city of Greenville developed as a center of the textile industry after the Civil War, and its still bustles with mills, clothing manufacturers and textile machinery producers. Patterson's election in 1986 was the South Carolina Democratic Party's biggest success of the year, regaining a seat held by a Republican for the last eight years. Born into a political family (Patterson's father, Olin D. Johnston, was a U.S. senator and governor), she served on the Spartanburg County Council in 1975 and 1976. A 1961 graduate of Columbia College with a bachelor's degree in English, Patterson later attended graduate school at the University of South Carolina in Columbia. Prior to her election to the House of Representatives, the congresswoman served seven years in the South Carolina State Senate where she was active in tightening up the state's criminal code and broadening Cong. Liz Patterson child protection laws. She served on the Education, Finance, Medical Affairs and Rules committees. She was also chairman of the Governor's Task Force on Hunger and Nutrition, and the Task Force on Prescription Drug Abuse. As a freshman representative, Patterson is a member of the Banking, Finance and Urban Affairs Committee and the Veterans' Affairs Committee. She has also been appointed to the Select Committee on Hunger. Outside the political arena, Cong. Patterson has worked for the Peace Corps in its public affairs division, for VISTA, and as Head Start coordinator of the South Carolina Office of Economic Opportunity. e e re (Continued from Page 5.) Thanks to some increased grain shipments, shipping has been up this year. And so has dredging. Aside from one provision authorizing a harbor maintenance tax, last year's Port Development Act has been beneficial to the industry up here. We expect a sharp increase in the number of dredging projects. A recurring theme throughout the convention was the anti-labor, antimaritime attitude of the present administration. Years ago, when the National Labor Relations Board was less ideologically conservative, it was much easier to protect the rights of our members. Still, we haven't done badly up here on the Great Lakes. We've been able to reach contracts with the following companies: Dunbar and Sullivan, Falcon Marine, Great Lakes Dredging and Dock, Great Lakes Towing, Johnson Brothers, Luedtke Engineering, Zenith Dredging, and B&B Dredging, to mention just a few. And no matter how much things change, getting a good contract is still the most important thing a union can do. 8 I LOG I September 1987 East Coast By V.P. Leon Hall L AST month's LOG contained a supplement on the 20th anniversary of the Seafarers Harry Lunde berg School of Seamanship. As someone who has seen the school grow from a deserted Navy base into a leading center for maritime training and vocational education, the pictures and story evoked a special feeling. Much of this Union's history is tied up in that school. People I knew and worked with-members, officials, educators and staffmember --dedicated their lives so that it could be a success. Some of those people are still sailing. Others are dead or retired. But they all had one thing in common; they all contributed in making SHLSS the vi- LECTED to the 1OOth Congress on Nov. 4, 1986, David E. Price (D-N .C.) represents the fourth district of North Carolina, an area in which universities are the major sources of jobs as well as the cultural centers of the state. Price attended Mars Hill Jr. College and subsequently received a Morehead Scholarship to the University of North Carolina, where he earned his BA in math and history in 1961. He received both a Bachelor of Divinity degree and a Ph.D. in political science from Yale University, where he taught until accepting a professorship of political science and public policy at Duke University in 1973. Price's political career has included service as chairman of the North Carolina Democratic Party from 1983-84 and as executive director from 197980. In 1981-82 he served as staff director for the Commission on Presidential Nomination (Hunt Commission) for the Democratic National Committee. He was a delegate to the 1984 Democratic National Convention where he served on the Rules Committee, and he remains a member of the Democratic National Committee. He previously worked in Congress, from 1963-67 as a legislative aide to the late Senator E.L. Bartlett (DAlaska). As a freshman representative, the congressman currently serves on three committees: the Committee on Banking, Finance and Urban Affairs, the Committee on Science, Space and Technology, and the Committee on Small Business. The author of numerous articles and of three books (Bringing Back the Parties, The Commerce Committees, and Who Makes the Laws?), Cong. Price has strong views on arms control. He stated that each of the previous four administrations has been aware that it is in our country's interest to abide by existing arms control treaties. He was a cosponsor of Rep. Schroeder and Gephardt's Mutual Nuclear Warhead Testing Moratorium which gives the White House 90 days to begin negotiations of a comprehensive test ban in Geneva and then denies funding for further American tests in excess of I kiloton (providing the Soviet Union observes an identical moratorium), and he voted for Rep. Dicks' amendment to the Defense Authorization Bill which prohibits the use of 1988 funds for deployment of maintenance of any weapon that violates the numerical sublimits set by the SALT II Treaty, unless the president certifies that the Soviet Union has exceeded these sublimits. able institution that it is today. While the SHLSS is part of this Union'_s past, it is most definitely a key to its future. In the rapidly changing world of the. maritime industry, training and education are becoming ever more important. In blunt terms, new members who fail to upgrade their skills can no longer count on remaining employed. Today's trainees will never know the suffering and deprivation that earlier generations of seamen had to experience. But in one respect, today's maritime industry is even harsher and more unforgiving than ever before. Competition for jobs is becoming increasingly more difficult, and any union official who tells you differently is lying. Any union that fails to invest a large part of its time and enegy into educating and training its membership is just not doing its job properly. And what is tru~ for the maritime industry is true for the country as a whole. Any plan to make America more competitive is doomed to failure unless it sets concrete goals for education and training. Unbelievably, President Reagan has submitted to Congress a budget that slashes aid to education. Secretary of Education William Bennett may have gone to college, but the country as a whole would have better off if he had gone to sea. Bennett would then understand the importance of education. Cong. David Price �If ~~~:r~t~==~===::.:r:~=~~~::::::::::~:.::~:::.w:::~-:.~1%w.:;.~~~:E:~-r::::t:t.~. ~~ ... ... : tug/tow I 1ha ge/dre ge ~: L, . . . ·we.~ ,·.,~;·;1 e ·.:·.c;. . '· ••.••-m;;,.;;..,,•• ··'"'""""°·"; In Wilmington, SIU Boatmen Man the Forts In Wilmington, N.C., SIU Inland members crew the tugs of Cape Fear Towing in that busy port city. Pictured above are the crews of the tugs. In Memoriam Andrew Carcich, 88, died July 7. Born in Yugoslavia and a resident of Astoria, Queens, N. Y., Brother Carcich joined the Union in 1963. He sailed in the deck department as a mate. He began sailing in 1939 for the Erie Lackawanna Railroad. Seafarer Carcich is survived by his wife, Mary. Burial was at St. Raymond's Cemetery in the Bronx, N.Y. William Patrick O'Donoghue, 71, died June 22 following a heart attack. Born in Kentucky and a resident of Hardinsburg, Ky., Brother O'Donoghue joined the Union in 1969. He sailed as a first mate for Orgulf Towing. Burial was at St. Romuald Cemetery in Hardinsburg. New Pensioners The following Inland members have retired on pension: Houston Lloyd G. Armantrout Jesse C. Moore Elias Romero New Orleans Silvain Boudoin Joseph L. Ledet Philadelphia Charles V. Bedell Thomas H. Maronski The Fort Fisher is one of the company's tugboats, all named for forts. Dispatchers Report for Inland Waters AUGUST 1-31, 1987 Port New York ................ ... .... . . Philadelphia ...................... . Baltimore ........................ . Norfolk ..... .... ............... . . Mobile .......................... . New Orleans ...................... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco ..................... . Wilmington . ................ .... .. . Seattle .......................... . Puerto Rico ...................... . Houston ..... .................... . Algonac .................... ..... . St. Louis ........................ . Piney Point ....................... . Totals ....................... ... . Port New York ........... ........... .. . Philadelphia ...................... . Baltimore ................. ...... . . Norfolk ............. .... ........ . Mobile .......................... . New Orleans ...................... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . ,. . . . Wilmington ....................... . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals .......................... . Port New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile .......................... . New Orleans ...................... . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle .. .. ...................... . Puerto Rico ...................... . Houston ......................... . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals ....................... . .. . Totals All Departments ... . ....... .... . *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 7 6 35 1 1 4 0 1 0 0 0 10 1 0 66 0 0 0 14 0 0 1 0 3 0 0 3 1 2 0 24 0 0 0 0 0 0 7 0 29 0 0 4 0 2 0 42 0 3 6 53 0 0 1 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 21 0 39 0 62 0 0 0 0 0 0 16 0 0 94 2 1 0 53 0 3 0 67 3 2 2 0 4 4 40 1 1 3 0 11 0 0 3 10 1 0 78 0 0 0 0 14 0 0 0 0 0 0 0 1 0 9 0 0 7 4 4 0 39 7 0 1 0 0 4 0 15 0 27 ENGINE DEPARTMENT 0 0 0 13 0 0 1 0 0 0 0 1 8 0 0 23 0 0 0 9 0 0 0 0 0 0 0 2 4 0 0 15 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 3 0 0 0 9 0 0 0 0 0 4 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 18 0 0 0 0 1 7 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 15 0 0 0 7 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 10 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 28 0 0 9 0 0 0 0 1 0 10 0 0 1 0 0 0 0 0 3 0 0 0 15 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 17 0 0 0 5 0 0 0 0 0 0 0 0 1 0 0 6 0 0 2 0 0 0 0 0 0 2 106 45 47 0 1 0 12 0 0 1 0 0 0 0 0 2 1 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 1 0 0 1 0 10 5 122 71 0 0 2 0 0 0 0 0 0 1 0 0 0 0 1 0 2 0 15 17 2 69 121 65 29 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. September 1987 I LOG I 9 �USNS Mercy Master Honored by Bob Borden, PAO, MSCPAC Capt. Richard B. Hosey was recently honored for his achievements with the Military Sealift Command in ceremonies aboard the USNS Mercy where he's currently serving as master. Capt. William T. Dannheim, CQMSCPAC, presented the veteran master with a' 'Certificate of Achievement for Sustained Superior Performance,'' along with a $5,000 check. ''You have displayed extraordinary competence, inspirational leadership, impeccable judgment and the highest sense of personal honor and integrity throughout your career with the Military Sealift Command,'' said Commodore Dannheim in presenting the award to Capt. Hosey. ''Your efforts as a master and as a senior manager ashore have resulted in highly significant improvements in the ability of this command to meet its strategic mission." During a career which spans 35 years with MSCPAC, Capt. Hosey has served as master on 21 different ships. He also served ashore for five years at MSCPAC headquarters as port captain and assistant chief of staff for fleet operations. "Captain Hosey's tour on the Mercy is certainly one of the high points in a distinguished career," said Commodore Dannheim. "The humanitarian cruise to the Philippines and the Southwest Pacific was an extremely high visibility assignment and was carried out in a manner which reflected credit upon the command. Capt. Hosey was the right choice for an exceedingly challenging assignment.'' During the Mercy's cruise, the ship made stops at seven Philippine port cities and three island republics in the Southwest Pacific. In addition to providing medical assistance to over 62,000 persons, the ship routinely hosted senior defense and state department officials, as well as various foreign dignitaries. In brief remarks, Capt. Hosey recounted his cruise aboard the USNS Mercy. "No master can take on the responsibility associated with a ship such as the Mercy,'' said Hosey, "without a fine crew, and I was lucky enough to get good help. You need good people for these types of assignments and we had them on the Mercy." A resident of the Bay Area, Capt. Hosey took a we11-deserved vacation in mid-August. He'll rejoin the ship in late September and remain as master of the vessel through the end of a postshakedown availability which commences in January 1988. American Cormorant Chartered American Automar, Inc. of Washington, D.C., was awarded a firm fixedprice contract for the time charter of the M/V American Cormorant, a U.S.- flag semi-submersible heavy equipment lift vessel. The contract period is for 17 months with two additional 17-month options. Delivery is projected to be between Nov. 25 1987 and Jan. 25, 1988. The M/V American Cormorant will function as a part of the United States Navy's Afloat Prepositioning Force. As such, the Cormorant will be used for prepositioning, transportation and safe stowage of essential war materials that will be used by U.S. forces deployed to forward sites in a contingency. ----A Thoughtful Gift--- At the SIUNA Convention, SIU Vice President Roy "Buck" Mercer (right) presents President Frank Drozak with a portrait painting of him by Leonardo Salcedo. Salcedo, a retired MSTU/SIU member, resides in the Olongapo, Philippine Island area. 10 I LOG I September 1987 Capt. Richard B. Hosey, left, is presented with a "Certificate of Achievement for Sustained Superior Performance" by Capt. William T. Dannheim. Capt. Don Smith, Dead at 54 Capt. Don Smith, an 18-year veteran of MSCPAC, suffered a heart attack Aug. 11 in San Diego aboard the USNS Navajo and died just before he was to turn the ship back over to the ship's permanent master, Capt. Phil Rosten. Capt. Smith was 54. A native of Richmond, Calif., and a 1953 graduate of the California Maritime Academy, Sm~th served two years on active duty with the Navy and received an honorable discharge as a lieutenant (junior grade) in 1955. He sailed commercially for four years, then joined MSTSPAC in 1959. Smith remained with the organization until 1968, sailing mainly on troop ships. He left the command that year to pend the next decade working in the offshore drilling industry, including a tint as first mate and ma ter of the Howard Hughes ship , Glomar Explorer. Smith returned to MSCPAC in 1978 as a first mate and was sailing as master a year later aboard the USNS Ute. Over the- past several years , Capt. Smith served as master of seven MSCPAC vessels. He was skipper of the first MSCPAC TAGOS ship, the USNS Contender, and was master aboard the USNS Indomitable (T-AGOS 7) in July 1986 when the vessel rescued six shipwrecked sailors in the Pacific Ocean. When MSCPAC was given administrative control of the USNS Point Loma last September, Capt. Smith served as the ship's new master until his temporary assignment aboard the USNS Navajo. ''Those of you who served with Capt. Smith," said Capt. W. T. Dannheim in an Aug. 12 message to all MSCP AC ships, ''know that he was an outstanding mariner who will be sorely missed, personally and professionally, by the command.'' Capt. Smith is survived by his wife, Eloise, a resident of Honolulu, Hawaii. USNS Comfort Dedicated in San Diego The second Navy hospital ship, the USNS Comfort (T-AH 20), was dedicated Aug. 15 at National Steel and Shipbuilding Company (NASSCO) in San Diego, Calif. The primary mission of the USNS Comfort, a converted 90,000 DWT tanker, will be to provide full medical upport to the Defense Department's Rapid Deployment Joint Task Force. It will be part of Military Sealift Command' Strategic Sealift Force. As a secondary mi sion, the 894-foot Comfort will provide full hospital service to other government agencies involved in disaster relief. The Comfort will be manned and operated by MSC civilian mariners. The ship will also have a Naval medical contingent on board. The Comfort will be homeported in Baltimore, Md. �USNS SPICA'S Special Delivery The USNS Spica, an MSCPAC logistics ship deployed in the Western Pacific, delivered about 300 tons of materials to rebuild shattered communities on four Micronesian Islands which were declared a disaster area earlier this year by President Reagan. The Spica delivered plywood, concrete mix , prefabricated boards and nails to Fals, Fallalop, Fassaral and Mogmog, smashed by a tropical storm in January. Safety and Health Training After Reagan's declaration, funds from the Federal Emergency Management Agency bought the goods. With Helicopter Detachment 5 from Guam, the Spica carried them to the islands located 350 miles southwest of Guam. Because there are not deep water ports around the islands, two CH-46 Sea Knight helicopters made 200 ship-toshore airlifts. The islands are part of the state of Yap, one of the four federated states of Micronesia. If you don't lift and load the right way-and if you fail to adhere to basic safety precautions in a warehouse-you're likely to become a job injury statistic. To make sure that doesn't happen at MSCPAC, Safety Specialist Alvin Humphrey, right, recently conducted 16 hours of occupational safety and health training to command warehouse employees. Topics included in the course were hazardous material handling, back injury prevention, and sight and hearing conservation. Proudly displaying their certificates of training are (I. to r.) D. Almonte, Herb Barker, Tony Gonzales, Bob Lopez, A. Vasquez, Dave Camacho and Tony Garcia. Procedure Change at MSCPAC MSCPAC Commander, Capt. William T. Dannheim, left, congratulates AB Robert Snyder on his retirement after 43 years of combined government service. Snyder received a plaque from the secretary of the Navy in ceremonies held recently at MSC PAC headquarters in Oakland, Calif. KNOW YOUR RIGHTS A change in procedure for marine employees who are awaiting shipboard assignment at MSCPAC will require that mariners in the MSCPAC Marine Placement and Receiving Branch (POOL) avail themselves at NSC, Building #310 for eight hours each day from 0800-1200, 1230-1630 Monday through Friday. For the past 25 years, mariners who were assigned to the POOL were allowed to leave a little early in order to beat the traffic. Also, it gave members of the MSCPAC staff an opportunity to get out on time, which is KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know you; contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU While ths change will ensure an eight-hour day for mariners, it will also require an MSCPAC staff employee to remain on duty to check the mariners out. The SIU will meet with MSCPAC management on this change and keep the membership informed on the outcome. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All memhers should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or ohligation by any methods such a · dealing with charges. trials, etc., as well as all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Member5 of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. generally 1600 hours. All of a sudden, some MSCPAC efficiency expert has convinced the "Powers That Be" to extend quitting time for mariners who are idling their time away. EQUAL RIGHTS. All members are guaranteed equal rights in employment and a members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed. color. sex and national or geographic origin. If any memher feels that he i'i denied the equal rights to wh.ich he is entitled. he should notify Union headquarters. 11111111111111n1111111n1111111111111111n11111111111111111111111111111111un1111111111111111111111111111111 patrolman or other Union official, in your opinion, fails to protect your contract rights pr-0perly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or memher. It has al. o refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional port . The responsihility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this respon ibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unle s an official Union receipt is given for ame. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt. or if a member is required to make a payment and is given an official receipt. but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD i a separate segregated fund. Its proceed are u ed to further its object and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD support and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. job discrimination, financial repri al. or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made by reason of the ahove improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp_Springs, Md. 20746. September 1987 I LOG I 11 �Dliaest of Ships Meetlinas ADONIS (Apex Marine), August 29Chairman B.G. Williams, Secretary Tobe Dansley Jr., Educational Director E. Figueroa. Everything is running smoothly with no beefs or disputed OT reported. The chairman expressed his thanks on behalf of the crew to President Drozak and all the vice presidents for "hanging tough on the new contract talks" and "for saving our few jobs that we do have left in the engine room. " He also encouraged all eligible members to attend upgrading courses at Piney Point. The secretary echoed his feelings, stating that he was glad to see President Drozak fighting the reflagging of the Kuwaiti tankers because "before you know it, we as American seamen won't have any ships left to man." He also stressed the importance of contributing to SPAD. The steward department was given a vote of thanks for a job well done. Next port: Texas City, Texas. ARCHON (Apex Marine), August 16Chairman A. Campbell, Secretary E. Vieira, Steward Delegate Henry Armstrong Jr. No beefs or disputed OT reported. The chairman noted that a telex was received last trip from headquarters informing the Archon that negotiations on the new contract were still under way. The vessel is expected to arrive in port for a payoff within three days if all goes well. A recommendation was made that all persons eating in the crew messhall who are not crewmembers be seated at a separate table in order to make sure there is available seating for crewmembers when they wish to eat. LAWRENCE H. GIANNELLA (Ocean Ships), August 22-Chairman A. Caulder, Secretary Kris Hopkins, Deck Delegate D. A. Clement, Engine Delegate Robert H. Caldwell, Steward Delegate Leon Butler. Some disputed OT was reported in the steward department. A letter was received from headquarters concerning 60-day reliefs. There is also a question as to why relief officers are received foreign but not crew. Next port: Eagle Point, N.J. PFC EUGENE A. OBREGON (V-14/ TC) (Waterman SS Corp./MSC), August ?-Chairman Bill Kratsas, Secretary Lee De Parlier, Educational Director Ronnie Harian. No disputed OT reported. All beefs will be taken up with the boarding patrolman. Charles Clausen, Union rep from Piney Point, held a special ship's meeting relating to OJT credit for UNREP experience as well as the adjustment of transportation time. Brother Clausen also talked about the SMU, and the crew response was favorable. The membership seemed pleased with his representation. The educational director noted that films have been shown covering CPR, UNREP and other MSC activities. He does, in addition, request tapes of the monthly headquarters meetings which could be shared by a number of ships. One suggestion made was that headquarters review the onboard training for accreditation for UNREP endorsement. The vessel has had four UNREPs, and crewmembers feel they are fully qualified for endorsement and suggest the Union train members who have not been exposed to UNREP. The crew also has had more than 200 helicopter operations with "well done" by the Navy. "It shows that hands-on experience works." A collection was taken up for flowers for New Orleans Port Captain Traylor's wife's funeral. They were dispatched with condolences. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Las Palmas, Canary Islands. ROBERT E. LEE (Watennan SS Corp.), August 4-Chairman John W. Kelsoe, Secretary B. Guarino, Educational Director R. Griffin, Deck Delegate Michael Stephen Pell, Engine Delegate C.M. King Jr., Steward Delegate Ramon Jackson. No beefs or disputed OT. One man was taken off ship in Singapore. His replacement is expected to board the vessel in the Suez Canal. The bosun suggested that everyone read the LOG to keep up-to-date on the state of the Union and of the maritime industry. He also stressed the importance of SPAD donations. A suggestion was made that a new rule be established requiring SIU members to test for AIDS when taking their yearly physical exams. A vote of thanks was given to the steward department for a job well done. One minute Port Date Piney Point .............. Monday, October 5 ...... . . . . ... ...... 10:30 New York ............... Tuesday, October 6 ................. . . 10:30 Philadelphia .............. Wednesday, Oct<?ber 7 ....... .... ..... I0:30 Baltimore ................ Thursday. October 8 .................. 10:30 Norfolk ................. Thursday. October 8 ........... . ...... 10:30 Jacksonville .............. Thursday, October 8 . .. ............... 10:30 Algonac ................. Friday, October 9 .................... 10:30 Houston ................. Tuesday, October 13 .................. I0:30 New Orleans ............. Tuesday, October 13 .................. 10:30 Mobile .................. Wednesday, October 14 ............... 10:30 San Francisco ............ Thursday, October 15 ................. 10:30 Wilmington .............. Monday, October 19 .................. 10:30 Seattle .................. Friday, October 23 ................... 10:30 San Juan ................ Thursday. October 8 .................. 10:30 St. Louis ................ Friday, October 16 ................... 10:30 Honolulu ................ Thursday, October 15 .. ............... 10:30 Duluth .................. Wednesday, October 14 ............... 10:30 Jersey City ............... Wednesday, October 21 ............... 10:30 New Bedford ............. Tuesday, October 20 .................. 10:30 of silence was observed in memory of our departed brothers and sisters. Next ports: New York and Norfolk, Va. SAM HOUSTON (Waterman SS Corp.), August 9-Chairman H. Leake, Secretary G.T. Aquino, Educational Director P. Walker. No beefs or disputed OT. The ship's fund was used to purchase a new VCR for the crew's use to tape movies. The bosun read all communications received from headquarters. He also stressed the need for more seafarers to upgrade their skills so that the Union can always have qualified men and women to fill available shipboard jobs. The steward talked about the upcoming national election and stressed the need to try and elect candidates who are for a strong maritime policy. He said to get out and work to support your candidates. "Collectively we are a strong force and should be recognized and treated as such." The steward thanked the crew for helping keep the messroom and pantry clean and wished everyone a good trip and safe voyage. The crew, in turn, gave a unanimous vote of thanks to the steward and his department for a job well done, especially the fine menus. One minute of silence was stood in memory of our departed brothers and STAR OF TEXAS (Seahawk Management), August 15--Chairman W. Cronan, Secretary l.R. Fletcher, Educational Director M. Cole, Deck Delegate Lewis Madara, Engine Delegate Michael J. Coyle. No disputed OT. The chairman noted that it has been a very smooth voyage. Payoff will take place Aug . 17 in Norfolk, Va. At that time the question of pay for four crewmembers in lieu of time off will be referred to the patrolman. Everyone was asked to participate in the political activities of the Union and also to take advantage of the upgrading opportunities at Piney Point. The toasters will be repaired while in port, and the VCR will be replaced at that time as well. A vote of thanks was given to the steward department for a job well done. Next port: Norfolk, Va. Official ships minutes also were received from the following vessels: OVERSEAS BOSTON PHILADELPHIA SEA-LAND LEADER SEA-LAND PRODUCER SPIRIT OF TEXAS The Manulani (Matson) in the port of Honolulu. 12 I LOG I September 1987 a.m. a.m. a.m. a.m. a.m. a.m. a.m. a. m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. sisters. Next ports: Alexandria, Egypt and Newport News, Va. Sailing into Honolulu The SIU-contracted T -AGOS vessel USNS Assertive was recently photographed in the Honolulu shipyard. Deep Sea Lakes, Inland Waters The Charles L. Brown ties up at the pier in Honolulu. �SIUNA Looks to Future with Hope and New Programs Drozak Proposes New Structure To Meet Challenges of 1990s fb:·.,: : : : :, -: SIUNA President Frank Drozak opened the convention with a call for "a new effort" to meet the challenges of the 1990s and beyond. AFL-CIO President Lane Kirkland 'There Will Always Be a Need For a Strong Labor Moveinent' After thanking the SIU for its strong support and outlining recent AFL-CIO victories involving the air traffic controllers and Coors Beer. Lane Kirkland launched into a spirited defense of the labor movement and the American-flag merchant marine. Kirkland summed up the entire tone of the convention when he addressed the administration's decision to reflag 11 Kuwaiti tankers. ··we are not just reflagging ships in the Persian Gulf," he said, .. we are reflagging the American economy.'' At the close of his speech, Kirkland presented SIUNA President Frank Drozak with a replica of a bust of George Meany. The original bust had been commissioned for the recentlyopened archives at the George Meany Center in Silver Spring, Md. Following are excerpts from Kirkland's address to the convention: .. What labor's detractors never seem to understand is that there will always be a need for unions to give a voice to workers' aspirations and to defend and advance their standard of living. 'The shortage of good jobs, the rise of unfair foreign competition, the illconceived rush to deregulation, the deterioration of our infrastructure, and the emergence of a predatory class of corporate raiders who leave their victims debt-ridden shells of their former selves-all of these forces today threaten the American standard of living. "In the 1986 elections, which changed control of the U.S. Senate, we served notice that union votes and volunteers are still a force to be reckoned with. ••In this session of Congress, labor has done a lot to protect the rights of workers, but our most important legislative success has come on the issue of trade, where we not only got a bill with teeth in it through the House, but we also won provisions in the Senate on plant-closings. 'The trade deficit is just one more piece of evidence in the indictment against the current administration's mismanagement of the federal government ... Having taken on a staggering load of debt, the executive branch has no plan except to sell off the family silver and cut back on services to the people. "We are not just reflagging ships in the Persian Gulf, we are reflagging the American economy. It is a sad day (Continued on Page 14.) Piney Point, Md. . . . Faced with a growing crisis in America's maritime and industrial sectors, delegates to the 1987 Triennial Convention of the Seafarers International Union of North America took steps that will lead to the restructuring of the 49-year-old trade union to meet the challenges of today's economic realities. Acting on the unanimous recommendation of the SIUN A Executive Board, the delegates voted to form a special committee which would examine the international' s present structure with the specific goal of streamlining operations, reducing costs and maintaining the international' s unblemished record of protecting the job security of its members. In discussing the proposed restructuring, SIUN A President Frank Drozak noted the many changes that have engulfed the American economy and the world marketplace, and the "remarkable ability" of "the SIUNA specifically, and much of the labor movement generally . . . to adapt as the circumstances warrant.'' The special committee is scheduled to present its findings before Aug. 31, 1988, after which time a special convention will be called to vote on its recommendations. The special committee will be chaired by SIUN A President Frank Drozak and will include Secretary-Treasurer Joseph DiGiorgio and the following SIUNA vice presidents: Henry "Whitey,., Disley, Paul Dempster, Nicanor Rios, George Beltz, Jack Tarantino, Gilbert Gauthier, Roman Gralewicz, Mike Sacco, Mark Coles and Roy "Buck" Mercer. The 300 delegates who attended the convention represented 80,000 workers from 18 affiliated unions. They met to assess the developments that have occurred since the last convention, and to come up with a five-year program to promote the job security of their members. The delegates expressed confidence in the strong leadership provided by SIUNA President Frank Drozak and Secretary-Treasurer Joseph DiGiorgio by re-electing them by acclamation. It was Drozak' s second full term and DiGiorgio's sixth. Re-elected unanimously to the SIUNA Executive Board were Vice Presidents Robert Abata, George Beltz, Jack Caffey, Mark Coles, Paul Dempster, Henry "Whitey" Disley, Steve Edney, John Fay, Gilbert Gauthier, Roman Gralewicz, Conrado Hernandez, Roy "Buck" Mercer, George McCartney, Nicanor Rios, Michael Sacco and Jack Tarantino. Also elected at the convention were two new vice presidents, Augie Tellez and Don Anderson. Reftagging the U.S. Speaking on the third and final day of the convention, AFL-CIO President Lane Kirkland summed up the mood of the delegates when he castigated the administration's decision to re flag 11 Kuwaiti tankers. "The administration is not just reflagging ships in the Persian Gulf," said Kirkland, "it is reflagging the American economy.'' The delegates acted on 60 resolutions covering a wide range of issues, including three which are currently the focus of the SIUNA's legislative efforts: the reflagging of the 11 Kuwaiti tankers; the ongoing free trade discussions between the United States and Canada, and this nation's growing trade deficit. Repeated references were made to the conservative, anti-labor mood that has dominated this country over the past three years and the threats that have arisen to the viability of maritime and other basic American industries. Drozak stressed in his keynote address that 1988 will be an election year and that organized labor could make a comeback if union members made a special effort to become politically involved. Many of the guest speakers who addressed the convention noted that the political climate in this country was already changing, and that the time was ripe for labor and maritime to play an important role in setting this nation's social and economic agenda. SMU Reports Progress Representatives from the newlyformed Seafarers Maritime Union sent delegates to the convention. Reporting on the progress of the new affiliate, Jerry Joseph said that SMU gives licensed and unlicensed seamen a chance to protect their job security. ''The new union is a joint effort between District 2-MEBA and the SIUAGLIWD. It now represents seamen on five vessels . . . and expects to grow considerably." The report submitted by Joseph was accepted by a near-unanimous vote of the convention, with only delegates from the Sailors Union of the Pacific dissenting. New Film Previewed AFL-CIO President Lane Kirkland deplored the reflagging of Kuwait ships, and the rise of unfair foreign competition. One of the high points of the convention occurred at the end of the second day, when the delegates saw the premiere of a new film. (Continued on Page 14.) September 1987ILOGI13 �Drozak Accepts Meany Meinorial Bendey Points Out "30 Years of AFL-CIO President Lane Kirkland presented SI UN A President Frank Drozak with a bust of George Meany. The original was created by Bob Burke, who is one of this nation's most eminent sculptors. The work wa commissioned by the AFL-CIO to commemorate the opening of the George Meany Archives, which opened recently at the AFLCIO 's Labor Study Center in Silver Spring, Md. Tl's Henry Says: Government Is Missing Partner In introducing James Henry to the delegates, SIUNA President Frank Drozak said that Henry and the organization he heads, the Transportation Institute, were living proof ''that when it comes to promoting the maritime industry, management and labor can put aside their differences." base . . . We need to en ure skilled manpower for the next century. Brol~en Delegates to the SIUNA Convention gave Helen Bentley (R-Md.) a standing ovation when she entered the hall. They were aware of her long support of the maritime industry. As a reporter on The Baltimore Sun, she was one of the country's leading maritime journalists. Named Federal Maritime Commissioner during the Nixon administration, she fought for enactment of promotional programs which led directly to the construction of nearly 100 American-flag vessels. She looks on her tour of duty in the Nixon administration with pride, e pecially since it was ' 'the only administration since the end of World War II to do anything constructive for the American-flag merchant marine." A Republican, Bentley was elected to the House of Representatives from a heavily Democratic district in Baltimore on the strength of her wellknown commitment to the maritime industry. She has achieved a solid record of accomplishments during her first four years in Congress, especially in the area of cargo preference and fair trade. Earlier this year, she was singled out by The Baltimore Sun for her tireless efforts on behalf of the port of Baltimore. Following are excerpts from her remarks to the convention: ''It felt good to walk into this room and see these signs calling for fair trade and renewal of the maritime industry. They represent a lot of what I've been fighting for these past two- Pronllses" and-a-half years in Congress and before. "I've been here a long time ... Thirty-seven years ago when I started to cover congressional hearings in D. C., the story was the same: the lament of the decline of the American-flag merchant marine. "When I was elected to Congress in 1984, I was not surprised to hear the same refrain . . . ''We need a national maritime policy" ... "Maritime is facing the worst depression of the post war era. There's been 30 years of broken promises by five administrations. Only one did something, and that was the administration in which I served, the Nixon administration. It did not give us cargo, but it gave us ships. It was the only one since World War II to take us seriously. "We've had 11 new tankers added to the U.S. flag, but that's not good. The U.S. has become a flag of convenience. ''Cargo is at the heart of our maritime program. I've led the fight on cargo preference laws. I thought that we should get some cargoes due to us by law. "I've studied the cargo preference violations. The most disturbing thing is the attitude of certain bureaucrats. I am astonished by their indifference. Their animosity toward the maritime industry . . . is so entrenched as to be almost institutional in nature. "I've often said that we need a U.S. desk at the State Department.'' Thanking Henry for the work he has done on behalf of the industry, and congratulating him on his recent appointment as president of the Transportation Institute, Drozak stressed that the future of the maritime industry would be decided in the halls of Congress and in the offices of the federal agencies. Following are excerpts from Henry's address to the convention: Management, labor and government: we need all three. Lose one element and an industry's health declines. In maritime, one element is missing: government. Contrary to popular belief, the administration ha a maritime program-it is to put maritime completely out of business and put American seamen on the beach. We need to look to the future. We in maritime need to call the shots ... on this nation's maritime policy. There are answers to our shrinking maritime Rep. Helen Bentley told delegates that "Maritime is facing the worst depression in more than 30 years." At left is SIUNA Secretary-Treasurer Joe DiGiorgio, and at right is Legislative Director Frank Pecquex. SIUNA Looks to the Future James L. Henry U.S. Needs Strong Labor Movelllent (Continued from Page 13.) indeed when the Stars and Stripe has become a flag of convenience. "It is not as if there are no American ships or seamen to do the job. More than 40 tankers in our own fleet are available to transport oil from Kuwait-and their crews are the best trained mariners in the world becau e many of them would have come from the Harry Lundeberg School. 'The administration has pent billions of dollars on exotic weaponry, but they are leaving us without the ships to carry men and guns and tanks to the trouble spots of the real world. "The U.S. has lost more than 160 14 I LOG I September 1987 ships ince President Reagan as urned office ... The Soviet fleet' 7 ,000 ves els rank second to Liberia. But unlike Liberia, many of tho e Soviet ships can easily be converted to military u e. ''As the election year of 1988 approache , we have a golden opportunity to help bring about a ba ic change in our national cour e. To that end, we have launched our Democracy at Work project. ''As long as this country remains a democracy, we intend to see that labor's votes are counted, that labor's voice is heard, and that labor's views are heeded.'' (Continued from Page 13.) Entitled On Our Watch, the 55minute film was a moving synopsis of the history of the maritime industry from the early fight for civil rights to the industry's current life-and-death truggle to stay afloat in an era of government cutbacks and foreign competition. The film is now being edited and will be made available to promote the economic and legislative goals of our Union. Taken as a whole, survival was the unofficial theme of the convention. In hundreds of different way , the delegates and peakers at the convention were asking the same question: How do labor unions protect the job security of their membership in an era of increasing foreign competition? "A we search for creative, flexible re ponses to the challenges of today and tomorrow," said Drozak, "we must never lo e sight of the values and traditions on which our Labor Movement was built . . . We gain strength from our unity of purpose and the application of democratic trade union principles." The 1987 SIUNA Convention, held at the Seafarers Harry Lundeberg School in Piney Point, Md., came at an historic time in the history of the maritime industry. This year marks the 50th anniverary of the NMU; 1988 will mark the 50th anniversary of the SIUNA. As if to underscore that point, the pictures of Harry Lundeberg, Paul Hall and Andrew Furuseth gazed down upon the delegates as they pondered a course of action for the coming years. Delegates voted to amend the SIUNA Constitution and to hold conventions every five years instead of every three years. The next SIUNA Convention will be held in 1992. �Free Trade Talks, Canada Pact is No Place For Maritillle Issues The 1987 Triennial Convention of the SIUNA gave the leaders of two major maritime unions in the United States and Canada a chance to fashion ajoint statement on the proposed U.S.Canada Free Trade Pact. Frank Drozak, president of the SIUNA, and Roman Gralewicz, president of the SIU of Canada, issued letters to U.S. President Ronald Reagan and Canadian Prime Minister Brian Mulroney stating that American and Canadian programs are being "needlessly placed in jeopardy'' by the two countries' rush to complete a free trade agreement. In their letters, Drozak and Gralewicz urged that maritime issues be removed from current trade negotiations. "The complex nature of the maritime industry,'' said the two labor leaders, "and its relationship -to the security of both nations and the collective security of the western alliance, is neither understood nor appreciated by those charged with negotiating the agreement. Referring to the failure of both the Mulroney and Reagan administrations to ask for input from the representatives of their respective maritime industries, Drozak and Gralewicz said, ''Those with proper expertise to gauge the implications of altering existing policy are unfortunately removed from the process." D-2's Joseph Explains SMU Will GrowProvide Opportunity For All Seafarers Jerry Joseph, a vice-president of District 2-Marine Engineers Beneficial Association, is also an official of the new Seafarers Maritime Union. He presented SMU' s committee report to the SIUNA Convention. Following are excerpts from his remarks. "Late last year, the SIU-AGLIWD issued a charter to the Seafarers Maritime Union, the SMU, which is the result of a cooperative joint effort between the SIU and District 2-MEBA. "SMU is designed to meet the challenges of the ever-facing job opportunities in our maritime industry, and to guarantee that the SIU and District 2 will continue as an active participant in the U.S. industry. "Presently, SMU represents all shipboard seafarers working aboard five deep-sea vessels and 28 inland water vessels. SMU expects that in the months to come the number will grow. "SMU was conceived in good faith and is a joint effort to revitalize job opportunities on a long-term basis to members of our community. It preserves the jobs that each partner holds for its members while building a competitive work force. "SMU will not enter into any agreement with anyone which will cause existing SIU or District 2 contracted companies to be non-competitive. SMU is making possible long talked-about concepts such as the opportunity for unlicensed seamen to become officers SIUNA Frank Drozak opens convention with a call for "a new organization to meet new challenges." From left are Jean Ingrao, executive secretary-treasurer of the AFL-CIO Maritime Trades Department; Drozak; SIUNA General Counsel Howard Schulman; SIUNA Secretary-Treasurer Joe DiGiorgio and Legislative Director Frank Pecquex. Drozak Ready for Grassroots Action Trade Bill and 88 Election Top SIU Priorities SIUN A President Frank Drozak focused on issues that affect job security while chairing the 1987 Triennial SIUNA Convention. Discussing the decline of both the American-flag merchant marine and this country's industrial base, President Drozak pledged to intensify his efforts to secure a trade bill that would reverse the drain of American economy. ''Trade is shaping up as the single most important issue of the IOOth Congress," he said. Drozak detailed the reflagging of the 11 Kuwaiti tankers, the ongoing free trade talks between the United States and Canada and the importance of political activity. He praised the SIUNA's grassroots political efforts and said, "In 1988, I hope that we in the Labor Movement can select and support a candidate who believes in our ideas." While Drozak said that the new political climate and the upcoming elections offered hope for some kind of economic renewal, he did not pull his punches about the problems that the working people of thi country still face. In maritime, for instance, most American-flag companies are in "a life-and-death struggle for survival," he said. An important topic of discussion at the convention was the formation of a new SIUN A affiliate, the Seafarers Maritime Union (SMU). Drozak emphasized that SMU offered unlicensed seamen a "very real opportunity" to protect their job security. The two determining factors in the formation of SMU, he said, were the promotional cutbacks authorized by the Reagan administration, which have jeopardized the very existence of an American-flag merchant marine, and the attacks that the licensed unions have made on the jurisdictional rights of unlicensed unions. "Is it not right for us to make an attempt to protect our own jurisdiction?" asked Drozak. The SIUAGLIWD was forced to respond to ongoing efforts by the MM&P and District 1-MEBA to form their own top-to-bottom organizations. If the SIU- AGLIWD did not respond, he said, then the job security of its membership would have been compromised, if not lost entirely. As for criticism of SMU by other unlicensed organizations, Drozak had these things to ay. "We believe that you have to look at what has happened in the industry. Since 1960, unlicensed seamen have had to bear the brunt of manning reductions and wage cutbacks. ''Is that fair?'' he asked as he noted the growing disparity between licensed and unlicensed wages. What SMU does, said Drozak, is to give unlicensed seamen a chance to make a meaningful career in the maritime industry, with the opportunity to go all the way to the top. Now that manning reductions have reduced job opportunities for all seamen, this is an important consideration. Ake Selander and Frank Drozak discuss problems of "open registries." '• Jerry Joseph without changing unions and without losing benefits. It also provides permanent jobs for all ratings, which stabilizes the work force. ''During our brief history there have been numerous shipboard promotions from unlicensed to licensed positions. SMU has its own constitution, shipping rules and all other assets of a bona fide labor organization. "Our contract provides permanent jobs ... I feel strongly that SMU is the right way to go to preserve for the SIU that which is theirs and for District 2 that which is theirs." ITF Fights Open Flags Ake Selander, assistant general secretary, International Transport Workers Federation, has dedicated his life to improving the working conditions of seamen worldwide. He views open-flag registries as a threat to that security and has lobbied against them. In addition, he has led the international fight against the reflagging of the 11 Kuwaiti tankers. Following are excerpts from his address to the convemion: "The SIU has always been held in good terms at the ITF . . . You are known for your leaders-Paul Hall, Bull Shephard, and now Frank Drozak ''There has been a tremendous growth in the flag-of-convenience fleets ... Not only do they not honor the flag, they mock it ... ''Texaco has a Liberian-flagged vessel carrying oil for Iran . . . and there are Swedish-owned but foreign-flagged companies carrying goods to South Africa even though Sweden forbids it. "The picture is dismal for all maritime companies . . . The bottom line is this: We in the ITF need you and you need us." September 1987 I LOG I 15 �cenes from t (Left to right) John Crivello, Walter Smith, Patricia Smith, Phyllis Orlando, Mike Orlando, Terry Hoinsky, and Clem Pasquarella (Terry's nephew). The culinary staff at the Seafarers Harry them crewmembers on the S.S. Independen job in serving the nearly 300 delegates and Thomasson, Hedley Harnum, Roman (From left) Betty Smith, Margaret Slay, James Slay, and waitress Linda Wathen. Fisherman's Union: (From left) Jack and Mrs. Tarantino, Jo Hoinsky, and Mike Bono. ,:~... ~,. United Industrial Workers: (From left) Edward Dale, Delbert Zwolle, David Morgan, Amos Peters and Cuthbert Jones, with waitress Sharon Eglinton. 16 I LOG I September 1987 Behind-the-Scenes-Team-That-Made-the-Convention-Run: (Fro Brown, Edwin Schmidt, Maria Schmidt, and Marna Wattenb �0 • ventw Kathleen Adams and Tom Doran. Lundeberg School of Seamanship, many of ce and S.S. Constitution, did an outstanding ~uests who attended the SIUNA Convention. n and Josephine Crivello, Mike and Phyllis Orlando, Terry "~.. lit~\ Headquarters and New York were represented by (from left) Tom Soresi, "Red" Campbell, Marie Campbell, Kathy Horn, and Eddie Doruth. left) Jean lngrao, Joanne Herrlein, Einar Petursson, Frances rg. Headquarters Staff: (From left) Augie Tellez, Keri Knight, Mike Neumann, Joyce Sanford, Brian Doherty, and Deborah Porter. September 1987 I LOG I 17 -...... �- -..... Rep. Ed Feighan Tells Delegates Mike Sacco Explains SIU Has Clout on Capitol Hill Lack of Cargo Hurts Inland One of the labor's closest friends in Congress, Rep. Edward Feighan (DOhio) has been a leading supporter of the American-flag merchant marine. Praising the SIU for its hard work and leadership, Feighan gave a brief rundown on the issues that confront the maritime industry. Here are some excerpts from his address: ''Thanks to the work of people like Frank Drozak, Marianne Rogers, and my hometown SIU representative, Marty Vittardi, the Seafarers have been heard in the halls of Congress. Make no mistake about it: Congress stands behind the Seafarers. ''Congratulations on the recent ruling of the U.S. District Court regarding World War II benefits . . . Without a strong and brave merchant marine, we wouldn't have won World War SIUNA Vice President Mike Sacco delivered the report on the Inland Boatmen's Organization and Grievance Committee. What follow are highlights from his report. "Since our last triennial convention, the inland tug and barge indu try has weathered through a recession of profound dimensions. Many factors have contributed to this decline. However, they all share a common denominator-lack of cargo. "Despite the general downturn in the industry, our Union has grown to protect our membership. One example of this success is the Louisiana-based Orgulf Transport Company which increased the number of its vessel from three to 19 since the last convention. Crescent Towing has also expanded, and the SIU banner can now be seen in Pensacola, Fla. , where Admiral Towing provides services for the U.S. Navy. "In addition to aggressively seizing the opportunity to expand , the SIU has fought to preserve existing markets. When ... Radcliff Materials was challenged by environmental interests in an attempt to suspend their shell dredging permits in Louisiana and Alabama, the SIU successfully marshalled its forces at the state level to preserve the dredging permits. "Despite all our uccesses, this Union still has to fight to protect our legal right against ome anti-union tug operators. SIUNA Vice President Augustin Tellez reports to the convention on the state of the SIU's A&G District. Tellez, who was elected vice president at the convention, is located in the Camp Springs' headquarters building when he is not on the road directing the Union's servicing teams, and meeting with members of the Seafarers Maritime Union. Congressman Feighan poses with Frank Drozak following his address to the convention. II ... or ... have fed a starving Europe after the War ... or have been a leader of the Free World. "Today's threats are more subtle than the ones we faced in World War II , but the long-term effects may be just as severe. I don' t have to tell you about the harm that unfair foreign competition visits on American workers and their families. ' 'This week negotiators from the U.S. and Canada are itting down to draft a free trade agreement, and their re ults must be submitted to Congress by Oct. 5 ... Even though my district on the shores of Lake Erie is one of the few areas of the country that actually has a trade surplus with Canada ... I'm not willing to support an agreement that sells the Seafarers down the river. ''A Free Trade Pact sounds like a neighborly idea, but in practice it would decimate our own Jones Act fleet and give Canadian shippers unprecedented access to our $10 billion domestic maritime market ... Once the free trade agreement is put on the table, all of our current maritime programs could be put into serious jeopardy.'' New V.P. Anderson Reports Fishing Industry Faces Crisis The SIUN A represents workers from a wide range of industries, from seamen and dockside workers to sugar workers, professionals and service and industrial employees. Maritime is not the only industry to suffer since the last SIUNA Convention. Another such industry is the fishing and fish cannery industry. Don Anderson 18 I LOG I September 1987 Don Anderson, port agent in Wilmington, Calif., and a newly-elected SIUNA vice president, read the committee report on the fishing and fish cannery industry. Here are some excerpts: "There has been a ubstantial decline in the Pacific tuna industry since our last convention. Thousands of skilled American workers have been di placed ... "In New Bedford, the SIUNA was forced into a strike action in 1985. The Union was able to sign up 60 percent of the fishing vessels ... and activities continue." But many problems confront U.S. fishermen .... "Canadian fish are flooding the market, and the auction house in New Bedford is inadequate. American fish products are required by law to undergo two fish inspections, but foreign-caught fish are not. "We need congressional action to correct the many problems we face: unequal tuna tariffs, loopholes which allow foreign fish processing ves els in the American trade, prohibitive liability insurance rates, and the high accident rate onboard American-flag vessels." Mike Sacco "Our battle are not restricted to the courts. The SIU is fighting in the halls of Congress in regards to a number of issues including the imposition of user fees for Coa t Guard services. " The SIU was also involved in the fight to get the Water Resources Development Act of 1986 signed into law. (And) like the deep-sea industry, mililtary work is a vital element to our survival. "The SIU has devoted substantial resources to in ure that we 'II continue to be able to supply properly trained seamen to the branches of the military." Rep. Joe Gaydos Calls Fleet "Small and Inadequate" Rep. Joseph Gaydos (D-Pa.) devoted much of his address to the convention to analyzing the nation's growing trade deficits and the disastrous effect they are having on basic American industries. A leading member of the Congressional Steel Caucus, Gaydos aid that maritime and steel are f&cing similar problems: closed markets, heavily subsidized foreign competitors, an indifferent administration. A close friend of the SIUN A, he said that the administration needs to reaffirm its support of the 1936 Merchant Marine Act. He admoni hed the administration for its refiagging of the 11 Kuwaiti tankers, and said that maritime must be taken off the bargaining table at the free trade negotiations between the United States and Canada. Following are excerpts from his speech: "In 1976 there were 450,000 teel jobs and 22, 700 maritime jobs. In 1987, there were only 120,000 steel jobs and 14,300 maritime jobs ... "The number of ships has declined from 521 just six years ago to 364 today ... Part of the decline i due to unfair trade. Part is also due to our failure to come up with a comprehenive industrial program ... "Forty-five countrie reserve cargo ... Our major trading partners have subsidies , tax advantages, protective measures .... "There are at least a dozen maritime bills before Congress this session . . . Many in the House just don't understand the link between strong, ba ic industries and American defense ... ' 'The administrationjust doesn't understand the importance of the merchant marine ... or the 1936 Merchant Marine Act ... Our small, inadequate merchant fleet is not capable of sustaining us in time of war." President Drozak ponders the remarks of Congressman Gaydos. �". . . It is a sad day indeed when the Stars and Stripes has become a flag of convenrence . . . " Lane Kirkland Barber's ohert Pouch 'SIU Is Connnitted to Professionalisin' In introducing Robert Pouch , president of Barber Steamship Line, SIUNA President Drozak said that the young executive " brings new blood to maritime in the United States.'' As president Barber Steamship Lines . Pouch represents one of the few bu 'nessmen willing to invest new money into the American-flag merchant marine. That may be due to the fact that he is something of an anomaly in today's busines world: he has actually worked onboard a vessel, which gives him a commitment that many of today's corporate executives do not have. Pouch explored the present condition of the American-flag merchant marine in a thoughtful, considered address to the convention. "What we [at Barber Steamship] have done over the last two years," he said, "is to de11elop a new entry into the American-flag shipping industry. Following are excerpts from his remarks: "If we are going to be in it for the fight to be successful , we have got to get rid of what I call stereotyped views of shipping, and I have seen it in mangement . . . in . . . board of directors ... in investors. [And] I have seen it in government ... in bankers . . . and even shareholders. That is ... in my experience having been a seafarer and having had to persuade people to invest large sums of money in shipping, is that everyone ... looks at the ship as the whole package. " I just want to tell you that Barber Ship Management has a different approach. Our system has been built on the assumption that our people are the true products that we have to offer in the marketplace. "In today's very competitive environment, our product is based on professionalism and an efficient squared-away operation ... Our customers appreciate good performance, and that is exactly what we're going to give them. ''This . . . policy really requires that every single person in our system, whether they work afloat or ashore, is aware of and understands these objectives. "People are really at the heart of our system and I can really see and I can feel the SIU' s commitment to training, to education and to professionalism. It must have taken an enormous amount of planning and energy for people like Paul Hall, Earl Shephard, Frank Mongelli and Paul and Frank Drozak to bring the Harry Lundeberg School here from a dream into reality. ' ' Robert ouch, president of Barber Steamship Line, praised SIU's "commitment to training, to education, to professionalism." Melvin ff. Pelfrey, MEBA District 2 executive vice president for the Great Lakes, talks with Minnesota Attorney General Hubert H. Humphrey III following Humphrey's address to the convention. - Hubert H. Humphrey III "The Blaine for MaritL"llle's Decline Does Not Rest With The \lrorkers" The current attorney general for the state of Minnesota, Hubert H. Humphrey III carries a distinguished family name. His father was one of this country's leading voices for progressive reform. If the SIU has its way , the Senate will once again include the distinguished Humphrey name among its r ter of member . In hi peech at the SIUNA Convention, Humphrey announced he was going to run for the Senate next year and addressed his strong belief that the American people have begun to realize the important role that the federal government can play in promoting the common good. What follows are excerpts from his address: ''The Seafarers Union has for decades been one of the most politically active unions in this country. Your leaders have not only ably represented workers in the maritime industry, but you've also done more than anyone else could have to help working people throughout this country. ''After six-and-a-half long years, the American people are starting to realize that the current administration is both intellectually and morally bankrupt. I think we could also say financially they are not doing too well either, whether it's debt or a deficit or trade imbalance that unfortunately seems to be setting records all too often. ''They talk about national defense and American jobs. But then they set up shell corporations so they reftag Kuwaiti tankers without putting American seamen onboard or complying with American regulations. And they talk about democracy while they run a secret government in the White House basement, accountable to no one ... "Thirty years ago, U .S.-flag vessels tran ported 60 perent of this nation's foreign commerce. Now , today they carry less than 5 percent. " The SIU has led the way in reducing labor costs in the American shipping industry and has done more of its share to eliminate the unnecessary manning requirements to make the ships run in an efficient manner as possible. The blame for maritime' s decline does not rest with the workers. It rests with an administration that does not care about working people. "I say that our national security depends on a strong national economy-and a strong national economy based on well-trained, fully paid, fully employed working people. "What it really comes down to is, we've got to rebuild America. We've got to start putting our money back into something that returns something back to us . . . If you want to talk about being competitive and being productive, you'd better be able to get the product to where it's supposed to be delivered, whether it's on the ships or whether it's on the roads." Newly-elected officers and executive board of SIUNA take their oaths of office to begin their new five-year terms of office. The new officers are Frank Drozak, president; Joseph DiGiorgio, secretary-treasurc:c; and Vice Presidents Robert Abata, Don Anderson, George Beltz, Jack Caffey, Mark Coles, Paul Dempster, Henry Disley, Steve Edney, John Fa • Gilbert Gauthier, Roman Gralewicz, Conrado Hernandez, Roy "Buck" Mercer, George McCartney, Nicanor Rios, Michael Sacco, Jack Tarantino and Augustin Tellez. September 1987 I LOG I 19 �SIUNA Adopts Resolutions to Protect Workers Maritime Policy - The delegates to the convention support the enactment of programs to provide for an efficient and modem merchant fleet capable of meeting America's economic and security needs. These needs include an adequate pool of welltrained men and women who can be employed on commercial vessels and who will be available to assist the armed services in time of war or national emergency. National policies should be enacted that will ensure that American-flag carriers transport a significant share of the international commerce generated by the American economy. Therefore, the delegates to the convention will push vigorously for development and adoption of a comprehensive, long-range maritime policy. Any such policy shall include a reform of the subsidy program under which the merchant fleet operates, especially since no new subsidies have been authorized. Since the present administration took power, the American-flag merchant marine has declined precipitously. There is now a critical need for the renewal of the operating subsidy program to encourage the long-term revitalization of the U .S.-flag fleet. It is clear that America's present maritime policy is failing because of changes in international trade and cutbacks in subsidy programs for U.S. operators. The United States is being deprived of the resources that it needs to remain a viable power-oil, steel, a basic manufacturing capability, commercial shipping. If these national assets are critical to us in times of war, should thi country not have some kind of minimum resource in times of peace? The delegates therefore will work toward the enactment of a comprehensive national industrial policy which will ensure that this country maintains it economic viability. The Jones Act Since 1920, the Jones Act has been the foundation of domestic maritime policy. For 67 years, the U.S.-flag, Jones Act fleet has provided reliable, costeffective, waterborne transport for a wide range of carriers while simultaneously providing essential national security benefits. According to the Joint Chiefs of Staff, the majority of militarily-useful tankers in the U.S. merchant marine sail in the coastwise trades. Despite this fact, the domestic cargo trades are continually threatened by those who would gut the Jones Act. Legislation has been introduced in Congress to repeal or weaken the Jones Act. Federal agencies often fail to implement the law. Accordingly, the 1987 Triennial Convention of the SIUNA urges Congress and the administration to forcefully reaffirm the integrity of the Jones Act and move expeditiously to close any and all loopholes, and to avoid unwarranted interpretation which will allow evasion of the Act. Reflagging of Kuwaiti Tankers Although the interests of the United States in the Persian Gulf are vital to the nation's security, and protection of neutral shipping is an important goal, the methods adopted to protect the flow of Kuwaiti oil are questionable. Important safety and inspection requirements were waived for the Kuwaiti tankers. In addition, in authorizing the reflagging of the Kuwaiti tankers, the administration ignored longstanding laws and policies that require U.S. citizen crews on U.S. flag-vessels. The willingness to ignore the requirements for flying the U.S. flag by the administration will certainly cause serious safety and national security problems in the future. Accordingly, the delegates to the 1987 SIUNA Triennial Convention object to the reflagging of the 11 Kuwaiti tankers. Ken Conklin, vice president of the Seafarers Harry Lundeberg School of Seamanship, welcomed delegates to the convention. Health Care For nearly 30 years this country endeavored to make quality, affordable health care a reality for every American. In recent years, however, Americans have witnessed the steady erosion in much of this progress. Severe budgetary contraints instituted by the Reagan administration have crippled these health programs, as has an increasing resistance on the part of many employers to provide health care benefits to employees. Another problem currently facing Americans is the escalating costs of medical care. At a time when 37 million Americans have no health care coverage, this is very serious indeed. This country is in need of major changes in its health care system. The delegates to this convention strongly support measures for the restoration of coverage for those who have lost Medicaid and Medicare eligibility due to budget cuts; requirements that employers, as a condition of doing business, provide a minimum package of specified health care benefits to all workers and their dependents; cost containment measures which would provide acrossthe-board health care controls, and catastrophic health care protection which includes long-term care for the chronically ill-until such time as the enactment of a universal comprehensive national health insurance becomes a realty. Veterans' Benefits National Economy and Industrial Policy During the past several years, the U.S. economy has experienced record trade deficits, an unprecedented string of budget deficits, unemployment rates stuck at historically high levels during a period of expansion, and wave after wave of mergers, hostile take-overs and manipulation of the financial markets. This kink of economic turmoil has been accelerated by a national economic policy of nonintervention by federal policy makers. The result has been an abdication of responsibility for the long-term survival of our economy. The contributions made by merchant seamen to the national defense of this country cannot be overstated, especially during World War II, when merchant seamen suffered the second highest casualty rate of all U.S. service forces. Despite this, there has been no G.I. Bill, no honors and little recognition of their sacrifices. Once again, legislation has been introduced in the Congress which would be a significant step toward correcting this inequity. The delegates wholeheartedly support these efforts to provide merchant seamen who have risked their lives for the welfare of this country with veterans' benefits to which they are so deserving. U.S. Canada Free Trade SIUNA Legislative Director Frank Pecquex urges delegates to study the problems and to support the legislative goals of their Union. 20 I LOG I September 1987 The trading relationship between the United States and Canada is the largest in the world. Both nations currently are involved in the closed negotiations of what is referred to as the U.S.-Canada Free Trade Agreement (FTA). The treaty is being negotiated pursuant to "fast track" authority, meaning that once the president signs it, the Senate may then either approve or disapprove it without any changes. Negotiations are reaching a critical stage. The disturbing possibility exists that maritime is being placed on the table as a bargaining chip. The SIUNA believes that U.S. maritime policies and promotional programs serve national security and domestic transportation needs, and that the laws of neither country should be jeopardized. The delegates to this convention, who represent workers in both Canada and the U.S., call on the removal of maritime promotional programs from the bargaining table of the Canadian Free Trade Agreement. �SIUNA Accepts Challenges of 1990's and Beyond Great Lakes Maritime Industry The Great Lakes/St. Lawrence Seaway System, which extends 2,400 miles into the heartland of the continent, represents a significant yet underutilized re ource to our nation's maritime policy. AJthough prospects for the Great Lakes/Seaway System appear to be on the up wing due to increasing grain shipments, the Great Lakes maritime industry has historically suffered from declines in cargo tonnage, a diminished Great Lakes fleet, reduced maritime employment opportunitie and ever increasing user fees. Moreover, this water is rapidly becoming dominated by foreign-flag vessels. The delegates to this convention urge the adminstration to increase U.S.flag vessel service and employm~nt opportunities on the Great Lakes and St. Lawrence Seaway System by reducing imports and expanding exports on U.S.-flag vessels. They also urge the governments of Canada and the United States to puruse all measure that will reduce costs to users of the Great Lakes/ St. Lawrence Seaway System in order to enhance the attractiveness and usage of that system, or to refrain from enacting laws or implementing policies that will not divert cargo and ships to foreign ports. Arctic National Wildlife Refuge Decreasing U.S. production and increasing demand is allowing the Organization of Petroleum Exporting Countries (OPEC) to recapture control of American oil markets. If this occurs, American consumers are like to experience sharply rising prices and possible supply disruptions. To avoid this, the United States should continue to take steps to become energy independent. An important step in achieving energy independence is to encourage domestic exploration. The Department of the Interior has estimated that perhaps 9.2 billion barrels of recoverable oil lie below the Arctic National Wildlife Refuge (ANWR), and that this area is America's best chance for a major oil find. In addition, allowing development of the ANWR will be particularly beneficial for the national economy and the American-flag merchant marine, whose vessels will carry the oil to the lower 48 in case it is found. Accordingly, the delegates to this convention believe that achieving energy independence is an important goal. They urge Congress to take swift action to develop this oil, and to reserve all crude for domestic use to be carried on American-flag vessels. lnternation ra e The changes in international trade over the past decade have altered nearly every area of the economy. During the past 10 years, America has gone from a country with annual trade surpluses to a country with trade deficits that increase every year. As a result, America has become the largest debtor nation in the world. Maritime and many other American industries have declined as a result of a trade policy which prevents them from competing in a fair marketplace. There are a wide variety of international shipping practices that prevent U.S. flag vessels from competing. These practices include licensing regulations, technical restrictions, government control of commercial cargoes, government ownership and operation of vessels, and the abuse of cheap labor in unsafe and unacceptable working conditions. In addition to these problems, a number of foreign companies refuse to utilize American-flag carriers. An example of this is the refusal of Japanese and Korean automobile companies to widely use U.S.-flag vessels in the transportation of automobiles from Japan and Korea to American markets. It has been proven that U .S.-flag vessels can offer competitive service and competitive prices, but the auto exporting companies still refuse to use U.S.flag vessels for the transportation of automobiles. In addition to these barriers, many fleets operate with minimally trained d' Father Charles Mussey, pastor of St. George's Catholic Church in Valley Lee, Md., delivered the opening prayer as the convention began. At right is SIUNA Secretary-Treasurer Joe DiGiorgio, and in center is SIUNA General Council Howard Schulman. crews that operate in conditions which fail to meet the standards set by the International Transport Workers' Federation and the International Labor Organization. Trade adjustment is clearly necessary to assist workers in those industries which have suffered from unfair foreign competition. The delegates to this convention support efforts to strengthen America's trade laws, especially as they pertain to shipping. Organizing: the Challenge of the Future At the 1955 AFL-CIO merger convention, delegates said that "Organizing the unorganized is the major unfinished task of the American labor movement.'' Given the decline of union membership as a percentage of the total American workforce, this concept is even more important today than it was in 1955. If the labor movement fails to increase its share of the total American workforce, then it will inevitably suffer a decline in influence and will be less able to protect the rights of its members. Delegates to the 1987 Triennial Convention therefore strongly urge all SIUN A affiliates to increase their efforts to organize the unorganized so that their members and ultimately all American workers will be afforded decent wages, decent working conditions, individual opportunity, dignity and advancement in the years and decades ahead. Organized labor has played a leading role in securing civil rights laws for the people of this country. Over the past six years, labor has watched with alarm as the Reagan administration has tried to halt and reverse the gains attained in this area since passage of the Civil Rights Act of 1964. Given organized labor's commitment to equal rights, the delegates to this convention reaffirm their commitment to progressive programs which create jobs and promote fair housing, equal employment opportunities and affirmative action. They urge Congress to enact the Civil Rights Restoration Act reversing the 1984 Supreme Court decision stating than an educational institution can still receive federal funds even though one of its departments engages in discrimination. They support enactment of the Fair Housing Amendments Act of 1987 ensuring freedom of choice in housing. They reaffirm their commitment to work closely with allies in the civil rights movement , through the Leadership Conference on Civil Rights, on legislative measure to ensure equal opportunity for all Americans. They pledge to work with the AFL-CIO Civil Rights Department and to continue to strengthen coalitions with civil rights organizations such as the NAACP, the National Urban League, the A. Philip Randolph Insitute, the Coalition of Black Trade Unionists, and the revitalized Southern Regional Council. Insurance cr·sis in the Fishi g Industry I West Coast SIUNA delegates got together in the hallway for a chat during a break in the proceedings. From left are Gunnar Lundberg, Sailors Union of the Pacific; SIUNA President Frank Drozak; Marine Firemen President "Whitey" Disley; Ed Mooney, SIU A&G, and SUP President Paul Dempster. One of the most serious problems facing the U.S. fishing industry is the lack ofavailable, affordable and adequate fishing vessel insurance. Dramatic changes in the coverage of such insurance have caused a crisis for the domestic fishing industry. The owners of many American-flag vessels have been left with the prospect of shutting down operations altogether, or operating without adequate msurance. A combination of factors has fueled the crisis. These factors include economic cycles that have adversely affected both the insurance and fishing industries; the indirect consequences of questionable fisheries management policies ; large increases in the number of legal actions and court awards, as well as the poor safety record of the commercial fishing fleets. Given the importance of the domestic fishing industry , the delegates to this convention support legislative initiatives which will mandate readily available, accessible and routinely serviced safety equipment for all fishing vessels. In addition, the delegates pledge to work with Congress and appropriate federal agencies and the fishing industry to formulate and implement a comprehensive program to enhance safety in the industry, bring the cost of insurance to affordable levels and provide fair compensation for injured seamen. September 1987 I LOG I 21 �... . MEBA, District 2 Secretary-Treasurer Michael McKay pledged the continued support of his organization to the organizing programs of SIUNA affiliates. SIU and D-2 "It's Quite a Relationship" - Michael McKay spoke on behalf of the president of District 2, Ray McKay, who was unable to attend the SIUNA Convention. "For the more than 30 years that Ray has been in office," he said, "The SIU and District 2 have been almost as one. Say one, you mean both. It's quite a relationship." McKay expressed the anger that he and other labor and industry officials feel at the reflagging of the Kuwaiti tankers. "It's a sham and a shame that the government can take anti- quated laws that were passed at the tum of the century and interpret them any way that they please. It's a shame that the man in the White House is 180 degrees off course," he said. "It's a continuous battle," said McKay, referring to the decline of the Great Lakes shipping industry and to the never-ending attacks on the integrity of the Jones Act. That is why, he said, District 2 and the SIU "have worked so hard together in Washington ... and at the bargaining table." "Buck" Mercer reports on the status of Government Services shipping. Mercer Praises MTSU-SIU Merger Delivering the Committee Report for the SIU's Government Services Division, SIUNA Vice President Roy "Buck" Mercer talked about the 1982 merger between the SIU-AGLIWD and the Military Sea Transport Union and the positive effect it has on the job security of the members. Following are excerpts from his remarks: ''The merger between the SIUAG LIWD and the MSTU has served to protect jobs for the entire membership of our organization, including our Government Services Division membership. As a result of the merger, the SIU today stands as the premier seafaring union for government contracted maritime services. "Currently, the Military Sealift Command is continuing to contract out to the commercial sector for marine related services. Many of these activities are being performed by Government Services Division membership, and as such will be of considerable value in insuring that the majority of these contracts will be awarded to SIU contracted operators. "The Government Services Division of the SIU looks forward to the future with confidence.'' SIUNA General Counsel Howard Schulman reports on changes in law with regard to organizing and servicing our membership. Schulman, who retires this year, will stay on as a consultant. Schulman Retires After 25 Years As has been the case for the past 25 years, Howard Schulman, SIUNA general counsel, addressed the SIUNA delegates on legal matters affecting the international and its various affiliated unions. As general counsel for the SIUNA, and as one of this nation's top labor lawyers, Schulman leaves behind an important legacy as he retires. Among other things, he is widely credited with protecting the jurisidictional job rights of unlicensed seamen, preserving the Union's political action program and making sure that the SIUNA meets the standards set forth in the voluminous, confusing and constantly-changing body of labor laws. · ~· >ik:J::: SIU of Canada President Roman Gralewicz talked of the recently-negotiated agreement for Canadian Great Lakes sailors. U.S. -Canadian Interests Tied It was a busy convention for the delegates from the SIU of Canada. SIU of Canada President Roman Gralewicz met with SIUNA President Frank Drozak during the convention. They issued a joint letter asking U.S. President Ronald Reagan and Canadian Prime Minister Brian Mulroney to respect the integrity of both the Jones Act and the Canadian Shipping Act. The Canadian shipping industry, like its American counterpart, has experienced a sharp decline in recent years. Canadian shipping companies have reftagged under flag-of-convenience registries, forcing the SIU of Canada to explore new ways of protecting the job security of its members. For one thing, the union has devised an innovative job-sharing program. It has also beefed up its training facilities and made a renewed commitment to organize workers in the service and industrial sectors. The Canadian government has not helped these problems. In addition to holding the free trade talks with the United States, it has unfairly subsidized other modes of transportation at the expense of the Canadian maritime industry. The result is that Great Lakes cargo that used to be shipped on Canadian-flag vessels is now transported via rail or truck. Great Lakes Jobs May Jump Joe Sacco, vice president of the SIUAGLIWD, presented the committee report of the Industrial and Transportation Workers' Organization and Grievance Committee, which outlined the challenges that have been posed by today's anti-labor political climate. 22 I LOG I September 1987 UIW Vice President Brian Doherty gave a report on the gains that his affiliate has made since the last convention. New members have been organized in the service sector, and membership services have been improved, said Doherty. Presenting the Report of the Great Lakes Organization and Grievance Committee, SIU Port Agent Byron Kelley noted the decline of shipping on the Great Lakes. "Since our last convention, the Great Lakes fleet has suffered declines in ship numbers, tonnage and employment," Kelly said. "Iron ore accounts for the largest percentage of bulk cargo movements on the Greak Lakes, and iron ore tonnage reached its second lowest total since the 1930s. There is one hopeful sign, however. After more than a decade of congressional debate , the president signed into law the Water Resources Act of 1986 to improve the domestic waterways, including the Lakes. This long awaited action is expected to break a logjam in water transportation projects. Employment opportunities on the Great Lakes, especially in the dredging trades, should increase as projects are started." Byron Kelley �SIUNA • omm1ttees eet to Chart Course '\T.·· A FISHERMEN & FISH CANNERY WORKERS: Jack Tarantino, chairman; Don Anderson, Walter Smith, John Crivello, Jack Caffey, Theresa Hoinsky, Patricia Smith, John Fay. Speaking to the convention on behalf of Gov. William Donald Schaefer, Maryland Attorney General Joseph Curran said: "The history and prosperity of Maryland and the Port of Baltimore have always been intertwined with the maritime industry.'' Maryland Proud Speaking on a o himself and Maryland Governor William Donald Schaefer, Md. Attorney General Joseph Curran said, "We in Maryland are proud of being the place of residence for both SIU eadquarters and the Harry Lundeberg School.'' He devoted the bulk of his address to telling the delegates that he and the governor share the Union's concern on fair trade. "Governor Schaefer knows that American workers do good RESOLUTIONS: George McCartney, chairman; Nicanor Rios, Angus Campbell, Dino Fire, Thomas Walsh, Joseph Abato Jr., Hedley Harnum, Dean Corgey, Ray Singletary. House SIU work." He referred to the governor's actions in regards to the Seakirk facility as being proof that the Schaefer administration was willing to take concrete and verifiable steps to deal with the fair trade is ue on a grassroots level. ''I want you to know that you reside in a state where the governor and his cabinet share your concern about the American-flag merchant marine and about buying American,'' he said. CONSTITUTION & LEGAL: Angus Campbell, chairman; Michael Sacco, Brian Doherty, Jack Ryan, Henry Disley, Joseph DiGiorgio, John Tolliver, Michael Orlando. Rep. James Quillen U.S. Flag Fleet Is "Absolutely Necessary" A veteran of World War II who depended on merchant vessels to bring him back to the United States after his tour of duty was up, Rep. James Quillen (R-Tenn.) has been a strong and consistent defender of the American-flag merchant marine during his 25-year career in the House of Representatives. Following are excerpts from his address: "Over the past 15 years, America's merchant marine has gone downhill ... The trend is to whittle away at the merchant marine and industry as a whole ... We've said, 'We don't need you' to our American-flag merchant marine . . . "I believe that the American-flag merchant fleet is absolutely necessary ... We will find out that we don't have a credible fourth arm of defense unless Congress takes some action to build up our sealift capability . . . ''You in the SIU have worked your hearts out [to keep people informed of the issues] ... Yet look at what's happened in the Persian Gulf. Kuwaiti vessels are flying the American flag without an American crew . . . The administration used a 100-year-old provision to circumvent the law . . . That's wrong: those vessels should be manned by American citizens. "Instead of going forward, we are going backward. There is not enough emphasis paid to building up the American-flag merchant marine.'' AUDITING: Roman Gralewicz, chairman; John Fay, Joseph DiGiorgio, Leo Bonser, Tom Walsh, John Crivello, Roger Desjardins, Walter Smith, Leon Hall, Paul Dempster, Henry Disley, George McCartney. CIVIL RIGHTS: Roy "Buck" Mercer, chairman; Thomas Glidewell, Joseph Abata Jr., Raleigh Minix, Joseph DiGiorgio, John Battles, Ed Turner, Angel Hernandez, Kermett Mangram. September 1987 I LOG I 23 �SIU A elegates and Lea ers All Tooli. Active Part Marine Firemen President "Whitey" Disley reports on the problems and goals of West Coast unions. SUP Representative Jack Ryan reported on the programs of the Sailors Union. He spoke on behalf of SUP President Paul Dempster. SIUNA Vice President George McCartney, who is also West Coast vice-president for the SIU A&G District, talked of the state of the maritime industry in the Pacific area. Nicanor Rios, representing the Sugar Workers Union No. 1, said that organizing is the key to survival and growth. Theresa Hoinsky, representing the Pacific & Caribbean Area of the Fishermen's Union of America, reported on the decline of the U.S. fishing industry. Ed Turner, a stalwart of the West Coast maritime industry for many years, delivered his last report as he resigned to enjoy a welldeserved retirement. -~ Andy Boyle, executive vice president of the SIU of Canada, expressed his organization's opposition to the U.S.-Canada free trade talks. 24 I LOG I September 1987 Two longtime SIU stalwarts attended the convention. Former SIU Rep. Eddie Mooney (left) and former SIU official John Dwyer (right) and his wife Mary took time between sessions to pose. SIUNA Vice President Angus Campbell talked of the complications involved in getting new contracts for military work, and of the unfairness of having to bid against MARAD for some of this work. �Automation: The Future IS NOW! D uring the past 20 years or so, much emphasis has been placed on the application of centralized and automatic controls and technological changes in ships. Unfortunately, not nearly as much attention has been given to the effect that these new technologies might have on the seafarer himself. The use of sophisticated equipment and modern techniques designed to increase operating efficiencies and the productivity o an atmosship personnel has crea phere of uncertainty and apprehension regarding how automation will affect the lives of seafarers. Automation is not new to ships. In fact, it has been used in many areas, e.g., the automatic pilot, automatic combustion, automatic control of refrigeration plants, etc. The application of automation to the op- eration of the main engines aboard ship has usually focused not on fully automatic control but principally on the remote hand-controlled system. In this system, instruments are connected to the plant which provides feedback of information which allows for corrective action by the engine room crew. However, fully automated vessels do exist, and the effect on crew size has caused considerable concern. The breaking down of the traditional separations between deck, engine and steward departments has come about with the use of general purpose crews. To provide the SIU membership with the meaningful skills necessary for today's vessels, the Seafarers Harry Lundeberg &hool has acquired a Ship Handling Simulator to aid in the training of all deck department ratings. The school is also pursuing the ~ Yorktown, Va., U.S. Coast Guard Training Facility acquisition of an engine room simulator for use within the engine department courses. During the most recent Automation course at the Seafarers Harry Lundeberg &hool, the students heard presentations from the Sulzer Diesel Company and Bailey Controls, Inc. Hans Roffler of Sulzer Diesel discussed the new R.T.A. engine being installed in many of our contracted vessels. John Glowe and Charles Hatton of Bailey Controls presented the Network 90 Integrated Marine Management System. This is a state-of-theart management system for monitoring and controlling diesel or steam plants, fire and damage control systems, cargo loading/discharging systems and a wide variety of other shipboard applications. With automation comes change. No longer can we become complacent with our present jobs aboard ship. Today's professional seafarers must constantly keep pace with the new technologies being built into their ships, or they may find their jobs in jeopardy. It is through training and __ retraining that the SIU membership will always have jobs aboard U.S.-flag fleets. Today's ships demand the usage of better educated and better trained personnel. It was with this specific goal in mind that the Seafarers Harry Lundeberg School was built 20 years ago this yea~. Due to the foresight of our Union leaders, the security of our future is guaranteed, in large part, by the quality education provided to SIU members by the SHLSS. • - September 1987 I LOG I 25 - �~ ~ • '?." r .,. ~.. .-.r :!'- •• • ~ ., ~ .. • • ~. ' ~ . - z. •• ~- . , --~· • ~ • - _, • • - _. . .. - , .. ,._ • 1,,,.~' SHLSS comings & Goings Retired In Memoriam Joe Wall, director of Vocational Education, retired recently after 15 years of dedicated service at SHLSS. Accompanied by his wife, Alma, Joe received an inscribed plaque and fond farewells from School Vice President Ken Conklin, and Dean of Education, Jackie Knoetgen. A memorial service for E. B. McAuley, former SIU official, took place at Seafarers Haven in Valley Lee, Md. on August 23. The daughter of the deceased, Jan Dubinsky, with her husband Joe and children Connie and Jonathan, was comforted by the many Union friends and officials who came to pay homage to her father's memory. George McCartney, West Coast VP. gave a short but heartfelt eulogy including a recitation of the Tennyson poem, "The Bar." T T Visitors ~ A group of visitors from the Smithsonian were treated to a tour of the SHLSS campus this past June. ~ Here they are showing great interest at Abe Easters' demonstration of the ship simulator. T SHLSS course Graduates - Sealift Operations and Maintenance First row: (I. to r.) Aaron Thibodeaux, Bill Hellwege (Inst.), Rudolph Salvaggio, Donald Johnson, Danny McMurray, E. C. Ammons, SGT Patricia A. Colon, B. Pinkham, SFC Thomas G. Flett, SSG Edward Kubera, Jim Moore (Inst.). Second row: Harry Alongi (Inst.), Carlos M. Toro, Howard Gibbs, E. "Red" Harris, Salvador Baclayon, Jr., Dante Slack, Hermus Patrick, SSGT Abe Monroe, SSGT Grayling Drummond. Third row: David Campbell, Eric Ruiz, Stephanie Smith, Maxine Peterson, Tom Doran, Jerry Casugay, John Cruz, Paul Crow. Fourth row: Richard Dickerson (Inst.), Richard Dutton, Oliver Walmon, Sandra Soutar, W. Washington, Skip Sims, Billy Gigante, Willy De Leon, Wayne Gonsalves, R. G. Swanson, John Wallack. Fifth row: Edward Wiley, A. Oun, Lionel Callwood, Eddie Hall, Joe Carson, W. Cooper, Rafael Suris, Don Skjei. Not shown: Andy Ditullio. 26 I LOG I September 1987 - Sealift Operations and Maintenance First row: (I. tor.) Luis Bonafont, Harry Alongi (Instructor), Charles Olinger, Les Cope, Frank Martin, John Chinn. Second row: Alex Bonefont, John Mortinger, Steven Parke, Jerome Fahey, Norm Taylor. �HLSS course Gradu SEAFARERS HARRY LUNOEBERG UFEBOAT ~.·.... ......... CLASS 416 ..·::·.-.·:·:.·"": ........................... --~~-~...---~~- ~· . . -~ Train"ee Lifeb~~t Class #416 Kim Brown, Warren Cobbs, Sindy Davis, Rafael Flores, Joseph Fox, Kim Gardner, Howard Gibson, James Jordan, Timothy Keller, Allen Kindt, Kimberly Mosley, Reinaldo Roman, Joseph Ruffin. Lifeboat Kneeling: (I. to r.) Ron Adriani, Ralph McKee, Donnie Skjei, Gigi Grycko. Second row: James Nolan, Frank Martin, Les Cope, Kruger Donald, Ben Cusic (Instructor). Third row: Steven Parke, Jack Pegram, Charles Olinger, Ed King. Automation John Day, Paul Craw, Tom Doran, John Kelly, Edwin " Red" Harris, John Miranda, Charles Smith, Paul Titus, Richard Williams. Holding poster: Instructor Bill Eglinton, and to Bill's right, Hans Roffler representative from Sulzer Diesel Corp. FOWT Front row: (I. tor.) Julian Watler, Elmore C. Ammons. Second row: Bill Foley (Instructor), Glyndon Johnson, Wayne F. Gonsalves, Coy Herrington, Danny McMurray. Third row: David Epstein, Jim Polluch, Monroe Monseur. Able Seaman First row: (I. to r.) Michael Gilleland, Eric A. Ruiz, Don L. Skjei, Abdullah Oun, Eddie E. Hall. Second row: Kruger Donald, Ed "Thumper" Johnston, Aaron Thibodeaux, Edward Wiley, Jim Brown (Instructor). Hydraulic (L. to R.) John Aru, Charles Smith, John Miranda, Spiros Perdikis, Bill Foley (Instructor). Refrigeration Maintenance and Operations L. to R. Eric Malzkuhn, Sebastian Perdon Jr. , V. L Kirksey, Richard Risbeck, Randy McKinzie. Forklift First row: (I. to r.) SSG Edward Kubers, SFC Thomas Flett, Joe Marshall (Instructor). Second row: ~illy Gigante, Skip Sims. Third row: Wheeler Washington, Bill Cooper, Rafael Surls. September 1987 I LOG I 27 �1987 Upgrading Course Schedule Steward Upgrading Courses Course Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry September 1987 - December 1987 The following is the current course schedule for September 1987 December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Assistant Cook • Sealift Operations & Assistant Cook • Sealift Operations & Assistant Cook • Sealift Operations & Cook and Baker • Sealift Operations & Cook and Baker • Sealift Operations & Chief Cook • Sealift Operations & Chief Cook • Sealift Operations & Chief Steward • Sealift Operations & Chief Steward • Sealift Operations & The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QMED · Any Rating • Sealift Operations & Maint. Check-In Date September 21 December 14 Completion Date December 11 January 8 Fireman/Watertender, Oiler • Sealift Operations & Maint. October 12 December 7 December 4 December 31 Variable Speed DC Drive • Sealift Operations & Maint. September 21 November 2 October 30 ovember 27 Electro-Hydraulic Systems • Sealift Operations & Maint. November 9 December 21 December 18 January 15 Diesel Engineer - Regular • Sealift Operations & Maint. October 12 November 23 November 20 December 12 Maint. Maint. Maint. Maint. Maint. Maint. Maint. Maint. Maint. Check-In Date Completion Date September 2 October 19 October 14 November 30 November 25 January 11 September 2 November 2 October 14 December 14 September 2 November 2 October 28 December 28 September 2 November 2 October 28 December 28 October 16 November 13 November 27 December 24 January 8 February 5 October 30 November 27 December 11 January 8 October 30 November 27 December 25 January 22 October 30 November 27 December 25 January 22 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six montm of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) November 2 December 14 Adult Basic Education (ABE) & English as a Second Language November 2 December 11 The Developmental Studies~ (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: Towboat Operator September 7 September 11 College Programs heck-In Date October 26 Course Associates in Arts Completion Date December 18 ~ UPDATE OF Honor Roll of QMED's Deck Upgrading Courses Course Able Seaman/Sealift Operations & Maintenance Check-In Date September 28 October 26 Completion Date November 20 December 18 Celestial Navigation November 2 December 4 Radar Observer December 7 December 12 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Towboat Operator September 7 Inland Deck Shiphandling Simulator October 12 SSH BOOK# Mailing Address srnEET: _ _ _ _ _ _ _ _ _ _ _ _ _ __ STATE: _ _ _ _ _ _ _ _ _ _ ZIP CODE _ _ __ Date You Received QMED: _ _ _ _ _ _ _ _ _ __ SPECIALTY COURSES COMPLETED: - October 30 October 16 Name of Course & Date: 1·---~-------- 2. ____________ 3. ____________ 4, ____________ 5. ____________ 6. _ _ _ _ _ _ __ ?. ____________ Recertification Programs Course Steward Recertification _. Bosun Recertification 28 I LOG I September 1987 Check-In Date November 2 Completion Date December 7 September 21 November 2 If you are a Class I, QMED, have you applied to SHLSS to sit for your 3rd Asst. Engineers License? If so, date:-------------------~~DAY MONTH YEAR �Deep Sea Roland Scott Ballard of San Franci co, Calif., 65, died April 22. Seafarer Ballard joined the SIU in 1963 and sailed in the steward department. His cremated remains were buried at Olivet Memorial Park in Colma, Calif. William Bilger, 63, died June 8. Born in Pennsylvania and a resident of Hayward, Calif., Brother Bilger joined the SIU in 1953 and sailed in the engine department, most recently as a chief engineer. His cremated remains were interred at Mt. View Cemetery in Oakland, Calif. Vincent de Losa of San Bruno, Calif. died of cancer on July 6. He was 77. Born in California and residing in San Mateo , Calif., Brother de Losa sailed for 34 years. He is survived by a brother, Frank. Burial was at the Italian Cemetery in Colma, Calif. Nicholas DeLos Santos, 60, of Galveston, Texas, died June 29 of cancer. Brother Delos Santos joined the SIU in 1951 and sailed in the deck department. He is survived by his wife, aria. Burial took place July 2 at Calvary Cemetery in Galveston. .Balnutmne IValle Mora of San Juan, P.R., died July 20 following a heart attack. He was 74. Brother DelValle Mora joined the SIU in 1960. He is survived by a daughter, Enid DelValle Suarez, of Great Falls, Mont. Anthon o h DiBartolomeo, 71, died July 9 of cancer. A re ident of Baltimore, Md., Brother DiBartolomeo sailed in the steward department as a chief cook. He is survived by a stepson, Alvin J. Saylor Jr. Burial was at Holy Redeemer Cemetery in Baltimore. Arvid Hjalmer Johnson, 83, died June 28 following a heart attack. Born in Sweden and a resident of Seattle, Wash., Brother Johnson joined the SIU in 1942 and sailed in the steward department. He is survived by two brothers, Harry and Carl, and a sister, Ruth Mason. Cremation took place at Forest Lawn Crematory in Seattle, Wash. William Andrew Jordan, 58, died July 10 of cancer and pneumonia. A resident of Berkeley, Calif., Seafarer Jordan joined the SIU-merged Marine Cooks and Stewards Union in 1945 and sailed in the steward department. He is survived by an aunt, Mayme Stroud Spencer, of Gonzales, Calif. Cremation took place at Pleasant Hill Cemetery in Sebastopol, Calif. Frederick Eugene Lillard, 67, died of respiratory failure June 20. Born in Arkansas and a resident of Livonia, Mich., Brother Lillard joined the SIU in 1955 and sailed in the deck department. Burial was at Tyronza Cemetery in Tyronza, Ark. Francis Albert Lord Jr. died of pneumonia at St. Mary's Medical Center in Long Beach, Calif., Feb. 1. He wa 61. Seafarer Lord joined the SIU in 1955 and sailed in the steward department. Grant Andrew MacGregor, 78, died April 14 of cancer. He was 78. A resident of Yucca Valley, Calif., Brother MacGregor joined the SIUmerged Marine Cooks and Stewards Union in 1966 and sailed in the steward department. Cremation took place in Palm Springs, Calif. Christopher McBrien of Reno, Nev., died March 19 of cancer. He was 73. Born in Scotland, Brother McBrien joined the SIU in 1951. He sailed in the engine department, most recently as chief electrician. Burial was at Mountain View Cemetery in Reno. Robert Harrell Moore, 40, died March 19 of cardiopulmonary arrest. Born in California and a resident of Honolulu, Hawaii, Brother Moore joined the SIU in 1968. He sailed in the steward department. Seafarer Moore is survived by his parents, Ashton E. and Ruth Moore of Cottonwood, Calif. Cremation took place in Honolulu. vived by his wife, Guy Said, and a son, Douglas. Burial was at Cypress Lawn Memorial Park in Colma, Calif. Great Lakes George Alvin Glover, 74, died of cardiac arrest July 29. He was 75. A resident o Muskegon, Mich., Seafarer Glover joined the SIU in 1947 and sailed in the deck department. He is survived by his wife, Margaret. Burial was at Hart Cemetery in Hart, Mich. Edward Lombardi, 73, died April 27 of acute respiratory failure. Born in New Jersey and a resident of Sterling Heights, Mich., Brother Lombardi joined the SIU in 1964, sailing in the steward department. Burial took place at Resurrection Cemetery in Mt. Clemens, Mich. Angelo F. Simone of Duluth, Minn. died July 3 of lung cancer. He was 57. Born in Minnesota, Brother Simone joined the· SIU in 1947, sailing in the deck department. He is survived by a daughter, Jennie, of Milwaukee, Wis. and a brother, Vincent, of Duluth. Burial was at Oneota Cemetery in Duluth. Robert W. Smith, 73, died July 15 oflung disease. Born in Massachusetts and a resident of Port Richey, Fla., Brother Smith joined the SIU in 1961, sailing in the deck department. He sailed for Great Lakes Towing Co. Seafarer Smith is survived by his wife, Betty. Cremation took place at All Suncoast Crematory in Hudson, Fla. George E. Swindell died of arteriosclerotic cardiovascular disease Aug. 1. He was 80. Born in Ohio and a resident of Waterford, Mich., Brother Swindell joined the SIU in 1953. He sailed in the engine department. Seafarer Swindell is survived by a brother, William, of Dryton, Mich. Burial took place at Ottowa Park Cemetery in Independence Township, Mich. Veteran SIU Official Laid to Rest Hernando Esteban Pascual of San Francisco, Calif., died June 26 of acute leukemia. He was 42. Born in the Philippines, Brother Pascual joined the -merged arine a ards Union in 1969. He sailed in the steward department. Seafarer Pascual is survived by his wife Erlinda R., a son, Jorword, and a daughter, Jocelyn. Burial was at Holy Cross Cemetery in Colma, Calif. Raymond Carl Pierce, 69, died June 20 of heart disease. Born in Missouri and a resident of Federal Way, Wash., Brother Pierce joined the SIU-merged Marine Cooks and Stewards Union in 1958. He sailed as a chief steward. Seafarer Pierce is survived by his wife Kathy. Burial took place at Evergreen Memorial Park in Seattle, Wash. Samuel Alexander Tate, 84, died Aug. 7 following respiratory arrest. A resident of Morganton, N.C., Brother Tate joined the SIU in 1942 and retired in 1965. He sailed in the steward department. Seafarer Tate is survived by his wife, Dora. Burial was at Olive Hill Cemetery in Morganton. George Bolt Thurmer of Oak Ridge, Tenn. died June 30. He was 74. Born in Tennessee,. Brother Thurmer joined the SIU in 1967. He is survived by his wife Maggie Lee. Burial took place Oliver Springs Cemetery in Oliver Springs, Tenn. Dock Doon Wong, 81, died July 22 following cardiopulmonary arrest. Born in China and a resident of San Francisco, Calif., Seafarer Wong joined the SIU-merged Marine Cooks and Stewards Union in 1957. He is sur- SIU Vice President George McCartney, right, delivered a moving eulogy at the gravesite of his long-time friend and retired SIU official, E.B. McAuley. McAuley died June 11 at the age of 63. His ashes were interred at the Seafarers Haven Cemetery in Valley Lee, Md. The following SIU members have retired on pension: DEEP SEA Algonac Clinton B. Brown Joseph H. Sevigny Mobile Gene T. Sexton James E. Tanner New Orleans Louis T. Galuska Percy W. Kennedy Calvin J. Troxclair Baltimore Ranulfo D. Alvarez Samuel Johnson Calvin T. Price New York Juan 0. Otero Joseph A. Puglisi George F. Smith John J. Sullivan Houston Antonio Molis Puerto Rico Isaac Vega Brown Jacksonville Frederick W. Neil Jr. San Francisco Eli Q. Kralich September 1987 I LOG I 29 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes AUGUST 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP 24 3 DECK DEPARTMENT 0 30 13 0 11 3 5 ENGINE DEPARTMENT 0 9 5 0 5 2 0 4 Port Algonac ................... 0 Port Algonac ................... 0 11 Port Algonac ................... 0 5 STEWARD DEPARTMENT 11 0 2 23 ENTRY DEPARTMENT 0 0 0 Port Algonac ................... 0 9 Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP HEADQUARTERS 0 20 Totals All Departments ........ 63 28 0 50 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 12 5 32 11 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea AUGUST 1-31, 1987 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. - Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. • TOTAL REGISTERED All Groups Class A Class B Class C 52 1 12 30 9 30 29 28 17 44 12 7 27 0 2 300 25 5 14 10 12 24 18 9 5 6 8 4 6 8 11 9 5 1 17 1 0 5 95 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs **REGISTERED ON BEACH All Groups Class A Class B Class C DULUTH, Minn . 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 1 1 0 3 1 5 2 10 5 3 0 4 2 0 1 38 33 0 9 15 5 31 30 33 21 23 9 7 32 0 1 249 DECK DEPARTMENT 10 1 0 0 5 0 9 3 1 3 4 7 15 2 8 7 4 6 4 2 0 0 13 5 9 3 0 0 4 0 90 35 7 0 4 3 0 5 3 5 4 7 4 5 6 0 1 54 99 3 12 28 16 66 40 51 30 77 23 9 54 0 1 509 9 7 4 3 4 8 11 11 9 9 2 14 4 0 5 100 0 1 0 2 2 3 4 17 10 3 0 2 0 0 1 45 0 0 1 0 0 2 4 7 ENGINE DEPARTMENT 6 0 1 0 0 3 2 0 3 0 10 2 5 1 4 5 2 2 6 0 0 0 8 9 5 1 0 0 0 1 55 21 6 0 1 0 1 2 1 0 3 2 2 6 1 0 0 25 59 5 8 8 11 44 35 24 16 49 11 5 33 0 1 309 14 5 2 5 3 8 5 7 6 7 2 12 3 0 0 79 0 0 1 0 0 4 4 5 1 3 0 2 0 0 0 20 11 22 6 9 18 0 2 185 8 2 2 5 3 10 4 3 7 5 2 11 5 0 0 67 0 6 0 0 1 26 23 4 8 12 7 2 24 17 14 9 7 6 20 0 1 172 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco. . . . . . . . . . . . . Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. 24 1 4 5 5 16 5 43 5 20 3 5 10 0 2 148 3 3 0 0 2 2 6 8 0 3 0 20 1 0 5 53 0 0 0 1 1 3 1 8 1 1 0 20 0 0 0 36 16 0 3 4 3 23 15 33 10 14 4 11 13 0 3 152 STEWARD DEPARTMENT 3 0 0 0 0 0 0 0 0 0 1 2 3 0 5 5 3 0 2 1 0 0 14 13 0 0 0 0 2 0 34 20 4 0 2 1 0 7 1 8 0 3 1 54 2 0 0 83 45 2 8 6 6 25 13 82 13 37 4 4 18 0 3 266 8 3 0 0 2 1 11 11 1 7 0 24 1 0 9 78 0 0 0 1 1 4 1 10 1 2 0 26 0 0 2 48 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. 12 1 2 12 3 18 5 24 12 30 4 2 11 0 0 136 13 4 4 17 4 13 12 6 11 19 8 82 7 0 6 206 7 2 0 8 0 18 8 27 8 4 0 201 3 0 3 289 10 1 1 9 0 13 8 21 10 23 4 3 10 0 0 113 ENTRY DEPARTMENT 5 5 0 0 8 0 17 4 3 1 15 18 11 2 15 3 7 1 10 3 2 0 180 66 2 6 0 0 2 1 155 232 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40 0 3 9 3 29 10 71 21 40 14 6 21 0 0 267 37 9 4 10 6 13 13 22 21 24 15 122 9 0 12 317 12 2 1 9 0 190 5 0 8 328 Totals All Departments ...... 769 421 389 686 162 1,351 574 441 9 2 3 334 308 2 38 9 25 18 9 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of August was down from the month of July. A total of 1,490 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,490 jobs shipped, 686 jobs or about 46 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 162 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5, 766 jobs have been shipped. 30 I LOG I September 1987 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NE ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �, DONT LET ALCO~OL PUT YOU I THE 'IRASl:-lf J..IEAPo GET HELP WITl-I YOUR PROBLEM a CONTACT YOUR PORT AGENT OR S.1.U.AT PINEY POlNTo 'The Road to Recovery • • • 'Choosing a Way of Life .. ' On March 18, 1987, I finally got up enough courage to admit myself into our Union's Alcohol/Drug Rehabilitation Program. That is the best thing I have ever done for myself. The program is not easy. I realized a lot about myself and became much more aware of my feelings and my patterns in life. Being in a clear state of mind, I am now able to choose the way of life I see best for me. The program is very successful and the staff is very understanding of your problems. I would love to extend an invitation to all my Brothers and Sisters to take advantage of this program set up especially for us who want freedom from drugs or alcohol. It works if you work it! Please accept my most sincere compliments and gratitude for your series of articles on Alcoholics Anonymous. I am glad to see the extensive use of direct quotes from the "Big Book." However, many of the most frequently asked questions by both newcomers and outsiders are answered in our Traditions. "Must my employer know that I'm attending AA meetings?" "How much does it cost to join, and what are the qualifications?" "Will my family be informed of my membership?" "Do I have to belong to a certain church, or some other organization?" These questions, and many more, are very clearly answered in the Twelve Traditions of Alcoholics Anonymous. Without fail, every AA group that I know of that is growing and thriving and "carrying the message" places much importance on the strict adherence to these Traditions. Please let your readers know about our Traditions. Perhaps by answering some of their questi , someone else may be aided in walking through our o freedom. Sincerely Sharon L. Ortiz Seattle, Wash. The Twelve Traditions of AA 1. Our common welfare should come first; personal recovery depends upon AA unity. 2. For our group purpose there is but one ultimate authority-a loving God as He may express Himself in our group con- Sincerely yours, Robert L.B.. Gran (G-1167) Sault Ste. Marie, Mich. 3. 4. • ing We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. I 5. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: 6. SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. 7. ------------------------------------------------------------. HOME ADDRESS PLEASE PRINT oate: : 8. I I I Social Security No. 9. Phone No. ( ) Area Code Your Full Name 10. Apt. or Box# Street Book Number 0 City SIU O UIW ' State O Pensioner ZIP Other-------- 11. UIW Place of Empfoyment - - - - - - - - - - - - - - - - This will be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. (Signed) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _,:___ ------------------~-------------------~--------------------~ 12. science. Our leaders are but trusted servants; they do not govern. The only requirement for AA membership is a desire to stop drin ing. Each group should be autonomous except in matters affecting other groups of AA as a whole. Each group has but one primary purpose-to carry its message to the alcoholic who still suffers. An AA group ought never endorse, finance or lend the AA name to any related facility or outside enterprise, lest problems of money, property and prestige divert us from our primary purpose. Every "AA group ought to be fully self-supporting, declining outside contributions. Alcoholics Anonymous should remain forever nonprofessional, but our service centers may employ special workers. AA, as such, ought never be organized; but we may create service boards or committees directly responsible to those they serve. Alcoholics Anonymous has no opinion on outside issues; hence the AA name ought never be drawn into public controversy. Our public relations policy is based on attraction rather than promotion; we need always maintain personal anonymity at the level of press, radio and films. Anonymity is the spiritual foundation of all our Traditions, ever reminding us to place principles before personalities. September 1987 I LOG I 31 �Seafarers International Union of North America, AFL-CIO Washington Report Even though Congress was in recess for the summer, August was a hectic month for the SIU's legislative staff. The free trade talks between the United States and Canada were reaching a critical stage; events in the Persian Gulf continued to heat up, and the SIUNA held its Trienniel Convention. Canada Free Trade Talks The free trade talks held between the United States and Canada had the potential to bring about far-reaching changes in the job security of seamen north and south of the border. Unfortunately, these changes would be mainly for the worse. As reported in earlier issues of the LOG, this nation's entire system of maritime promotional programs and cabotage laws were on the bargaining table. The negotiations, which had been under way for several months, were reaching a critical stage. Under a "fast track" authority deadline, the administration has until Oct. 5, 1987 to submit a set of proposals. Congress would then have to vote the treaty up or down-it could not make any changes. The leaders of two major North American maritime unions, Frank Drozak, president of the Seafarers International Union of North America-AGLIWD, and Roman Gralewicz, president of the Seafarers International Union of Canada, issued a joint statement stating that the maritime programs of the United States and Canada were being "needlessly placed in jeopardy" by the two countries' rush to complete a free trade agreement. The letter, which was sent to President Reagan and Canadian Prime Minister Brian Mulroney, urged that maritime i ue be removed from current trade negotiation . Support was growing in the House and the Senate to protect the integrity of the Jones Act. A concurrent resolution introduced by Sen. John Breaux (D-La.) urged that any consideration of changes in U.S. maritime policy or laws be removed from the agenda of the U.S.Canada free trade negotiations. At press time, it had 56 cosponsors. The Senate adjourned for its summer recess before the resolution was brought to the floor for a vote. House Concurrent Resolution 157, which seeks to achieve the same thing, now has over 228 cosponsors. Kuwaiti Reflagging - Events in the Persian Gulf dominated the news in August. The U.S. Navy continued escorting 11 reflagged Kuwaiti tankers. Meanwhile, the United States government worked behind the scenes to get a la ting cease fire between the two combatants, Iran and Iraq. The reflagging of those 11 Kuwaiti tankers was among the most discussed topics at the Trienniel Convention of the SIUNA. On the last day of the convention, AFL-CIO Pre ident Lane Kirkland said, "We are notju t reflagging ships in the Persian Gulf, we are reflagging the American economy. 32 I LOG I September 1987 September 1987 Legislative, Administrative and Regulatory Happenings "No one disputes that we have vital national security interests in the Middle East. But we do take issue with the view that the cause of international law is served by throwing overboard our country's laws on the manning construction and safety standards of American shipping. ''The administration has spent billions on exotic weaponry, but they are leaving us without the ships to carry men and guns and tanks to the trouble spots of the real world." One day after the SIUNA Convention, The Washington Post and other leading newspapers reported that Kuwait is seriously considering leasing at least two American-owned tankers. "[One] reason the Kuwaitis are interested in leasing," said the Post," ... is to appease the member of Congress and U.S. maritime union critical of the administration's reflagging decision, made at a time when more than 40 U.S. tankers are in mothballs for lack of business." Trade ''Trade remains a top priority of this organization,'' said SIU President Frank Drozak at the Trienniel Convention. Both the House and Senate have passed bills on this matter. Although differences exist between the two version , reconciling those differences will not be the major problem. Coming up with a bill that i either acceptable to the administration or veto-proof is what concerns politicians in both houses. ''The industry is very concerned about the trade bill's provisions dealing directly with shipping," noted The Journal of Commerce recently. According to the Journal, the administration ''has raised objections'' to provisions in both the Senate and House bills that would increase the powers of the Federal Maritime Commission to combat "unfair" foreign shipping laws and practices. ''The trade bill is of vital concern to the members of this Union," said SIU Director of Legislative Affairs Frank Pecquex. "Without a doubt, unfair foreign trade is one of the most difficult issues facing American shipowners, and we need to take steps to correct that." Fishing Vessels The House and the Senate passed emergency legislation temporarily suspending the right of the U.S. Coast Guard to issue certificates of documentation to foreign-built fish processing vessels. The move was taken to prevent the owners of foreign-built fish processing vessels from taking advantage of a vaguely-worded documentation law which had been loosely interpreted by the Coast Guard. A bill dealing with this issue, H.R. 2598, the Commercial Fishing Industry Vessel Anti-Reflagging Act of 1987, was reported out of the House Merchant Marine Fisheries Committee. The Senate is expected to deal with the issue after recess. Liner Subsidy Reform Bill While the administration has announced the high points of its new subsidy reform bill, it has not yet sent a full draft version of that bill to Capitol Hill. "Reform of the subsidy program for liner operations is an issue sure to heat up in the coming months," predicted The Journal of Commerce in an update on the IOOth Congress. "But final congressional action is unlikely this year." Reform of the liner subsidy program has been a top priority of the SIU and other maritime unions. Still, the industry remains divided over this issue, and the administration's initial proposal marks a drastic change from previous practice. Bork Organized labor has added its voice to the growing chorus of civil rights groups which oppose President Reagan's nomination of Robert Bork to the Supreme Court. The AFL-CIO News notes that Bork's record on affirmative action, women's issues, labor law and civil rights is in sharp contrast with that of his predecessor, Supreme Court Justice Lewis F. Powell, a moderate whose chair Bork has been nominated to fill. The main complaint that most civil rights groups have against Bork i that he will form the crucial fifth vote that conservative activists have been looking for to tum back many of the advances that have been gained during the past 20 years. Newspapers are predicting that the Bork nomination will be among the most hotlydebated of the century and that it will take up a large portion of the Senate's time after the August recess. Passin Two good friends of the SIU passed away earlier this summer. Bayard Rustin, the widely-respected civil rights activist who helped Dr. Martin Luther King Jr. organize the 1963 March on Washington, died of a heart attack at the age 75. A resolution commemorating his contributions to the labor movement was one of 61 passed at the SIUNA Convention. William Doherty, who for many years headed the Postal Workers Union, passed away earlier this summer. He helped his members achieve important improvements in their wages, benefits and working conditions. During the '50s, Doherty was part of a labor committee put together by AFL President George Meany to deal with corruption on the waterfront. Along with then SIU President Paul Hall, Doherty helped fight organized crime on the docks. Doherty's legacy will live on. Among his many survivors is his grandson, Brian, who is an official of the United Industrial Workers Union, an affiliate of the SIU-AGLIWD. Support SPAD � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1987 Description An account of the resource HEADLINES DELEGATES APPROVE SIUNA RESTRUCTURING STUDY UNIONS WANT MARITIME REMOVED FROM TABLE BAYARD RUSTIN CIVIL RIGHTS, LABOR ACTIVIST, DEAD AT 75 GULF SHIP ATTACKS RISE NMU, MEBA-1 TO MERGE TRADE TOPS DROZAK’S WHITE HOUSE VISIT REAGAN AND MULRONEY URGED TO PROTECT MARITIME POLICY I. W. ABEL, FORMER PRESIDENT OF STEEELWORKERS, DIES SEAFARERS ARE READY FOR REFORGER USNS MERCY MASTER HONORED CAPT. DON SMITH, DEAD AT 54 AMERICAN CORMORANT CHARTERED USNS COMFORT DEDICATED IN SAN DIEGO USNS SPICA’S SPECIAL DELIVERY PROCEDURE CHANGE AT MSCPAC SIUNA LOOKS TO FUTURE WITH HOPE AND NEW PROGRAMS DROZAK PROPOSES NEW STRUCTURE TO MEET CHALLENGES OF 1990S AFL-CIO PRESIDENT LANE KIRKLAND ‘THERE WILL ALWAYS BE A NEED FOR A STRONG LABOR MOVEMENT’ DROZAK ACCEPTS MEANY MEMORIAL BENTLEY POINTS OUT “30 YEARS OF BROKEN PROMISES” TI’S HENRY SAYS: GOVERNMENT IS MISSING PARTNER FREE TRADE TALKS, CANADA PACT IS NO PLACE FOR MARITIME ISSUES TRADE BILL AND 88 ELECTION TOP SIU PRIORITIES D-2’S JOSEPH EXPLAINS SMU WILL GROW- PROVIDE OPPORTUNITY FOR ALL SEAFARERS ITF FIGHTS OPEN FLAGS SIU HAS CLOUT ON CAPITOL HILL LACK OF CARGO HURTS INLAND NEW V.P. ANDERSON REPORTS FISHING INDUSTRY FACES CRISIS REP. JOE GAYDOS CALLS FLEET “SMALL AND INADEQUATE” BARBER’S ROBERT POUCH “SIU IS COMMITTED TO PROFESSIONALISM” HUBERT H. HUMPHREY III “THE BLAME FOR MARITIME’S DECLINE DOES NOT REST WITH THE WORKERS” SIUNA ADOPTS RESOLUTIONS TO PROTECT WORKERS SIUNA ACCEPTS CHALLENGES OF THE 1990’S AND BEYOND SCHULMAN RETIRES AFTER 25 YEARS MERCER PRAISES MTSU-SIU MERGER U.S.-CANADIAN INTERESTS TIED GREAT LAKES JOBS MAY JUMP SIUNA COMMITTEES MEET TO CHART COURSE MARYLAND PROUD TO HOUSE SIU REP. JAMES QUILLEN “U.S. FLAG FLEET IS ABSOLUTELY NECESSARY” AUTOMATION: THE FUTURE IS NOW! THE SIU IN WASHINGTON CANADA FREE TRADE TALKS TRADE BORK PASSINGS FISHING VESSELS KUWAITI REFLAGGING LINER SUBSIDY REFORM BILL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 9 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3ca80edab21d714d2bda5980696434c7.pdf 1db9e2a363a0d582bf4f58a2bd1e9bc7 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 10 October 1987 Industry Gears for Tough Senate Fight U.S.!Canada Pact Threatens Maritime Community The Reagan administration once again has ·put the U.S. maritime industry in jeopardy, thanks to the recently negotiated U. S ./Canada free trade agreement. If approved as is, it would open any future promotional programs, perhaps even the Jones Act to Canadian and other foreign flags. Already the majority of senators and House members have lined up against the maritime provisions in the proposed treaty. Under the terms of the agreement , current U.S. programs such as P.L. 480 and military cargo preference will remain reserved for U.S.-flag operations. But if there is any future expansion of those programs, or any new promotional activity, Canadian inter- ests would be eligible to bid on the cargo. There is also concern that if the Jones Act is expanded, for example, to include all shipping activities within a 200-mile limit of the U.S. coast , those shipping activities would be open to foreign competition. That competition would not be simply Canadian. Under the terms of the friendship, commerce and navigation treaties that we have with 37 other nations, countries which have most favored nation standing also would be eligible to participate in those trades , according to the Department of Transportation. "Just when you think there is nothing else that can happen to the U.S. maritime industry, this administration hammers you with something new,'' said SIU President Frank Drozak. "In some respects it's a Catch-22. Any new program to help the U.S. merchant marine will really end up helping the Canadians or other nations, but the only way to help the U.S.-flag fleet is with new programs. That doesn't make a lot of sense, " Drozak added. In late August, Drozak and Roman Gralewicz, president of the SIU of Canada, sent letters to Reagan and Canadian Prime Minister Brian Mulroney requesting that all maritime issues be removed from the negotiations. The problems of national security and commercial considerations were cited. It also was pointed out that experts on the maritime industry were not included on the negotiating teams. ''Please rest assured that this matter is receiving careful attention at the highest levels of the administration,'' Peter 0. Murphy, the chief U.S. negotiator responded in a Sept. 15 letter to Drozak. "If that [the trade pact] is indicative of 'careful attention' we're in trouble," Drozak said. In addition to opening up promotional and Jones Act trade, the proposed agreement has opened a door to exporting Alaskan North Slope oil. Under terms of the deal, up to 50,000 barrels of oil a day may be exported to Canada from Alaska. The agree(Continued on Page 3.) Maritime Labor Pioneer Went to Sea in 1926 Morris Weisberger, Former SUP President, Dies Morris Weisberger, who succeeded the legendary Harry Lundeberg as head of the Sailor's Union of the Pacific, died last month. He was 80 years old. Weisberger guided the SUP during one of its most difficult periods. He assumed the helm of the union in 1957, just when containerization and automation were forcing severe reductions in crew sizes, especially in the deck department. Weisberger is widely credited with preserving the integrity of the SUP's pension and welfare plans during a time of retrenchment for the industry. He was a leading figure in the trade union movement especially on the West Coast. He was vice president of the California Labor Federation, AFLCIO, in San Francisco from 1957 until his retirement in 1978. Two months before his death, the California State Assembly passed a resolution honoring his 80th birthday. Weisberger was one of the last living links to the early seamen's movement. He started sailing in 1926 when the SUP was still an autonomous affiliate of the now-defunct International Seamen's Union. As an SUP rep, he met Andrew Furuseth, the grand old man FOC Crew Wins N.Y. Fight Page 4 of the modern seamen's movement. Weisberger worked tirelessly on behalf of the Maritime Trades Department of the AFL-CIO. He was president of the MTD port council of San Francisco Bay and Vicinity from 1959 to 1983, and considered the grassroots political work he did for that organization one of his most important contributions to the maritime industry. A vocal opponent of the flag-ofconvenience fleets which helped decimate the American-flag merchant marine, Weisberger was the United States' labor delegate and adviser to the International Labor Organization in Geneva, Switzerland and also to various international conferences on safety and life at sea. He served on numerous commissions aimed at revitalizing the port of San Francisco. He was appointed a member of the board of the Pilot Commissioners for the bays of San Francisco, San Pablo and Suisun by Gov. Ronald Reagan in 1971 ; re-appointed to that post by Gov. Edmund G. Brown in 1976, and served as president of Morris Weisberger that organization from 1973 until his death. "Few men or women have made their journeys through life and left the significant and lasting impact Morris has," said SIU President Frank Dro(Continued on Page 3.) Inside: Page 6 McAllister, Curtis Bay Beefs Page 9 Seafarers Excel for Military Pages 11-14 New T-5 Visits SHLSS Pages 16 & 17 Government Services Division Page 18 LNG Crews Ratify New Contract �Pres·dent's Report by Frank Drozak The United States and Canada have signed a Free Trade Agreement. If reports in The Journal of Commerce and other papers are correct, then the Reagan administration has hammered yet another nail into the coffin of the American-flag merchant marine. The agreement still has to be ratified by the Senate. Few details are known, but those that have been made public do not bode well for the maritime industry. The Journal of Commerce reports that ''Canadian carriers would be included in future changes in U.S. laws applying to domestic trades, cargo preference and similar water carrierrelated activities.'· That means that if the SIU and other maritime unions are successful in getting Congress to strengthen the application of this nation's cargo preference laws, then Canadian shipping firms will have equal access to those jobs. What this does, of course, is to create one more disincentive for businessmen to invest money in the American-flag merchant marine. The uncertainty caused by this proposed change in the Jones Act may scare off the few remaining sources of capital for maritime, which is a capital-intensive industry. It also sets a dangerous precedent. This will be the first time that the 67year-old Jones Act will be substantially weakened, and it will invite more such attacks. The final agreement could have been worse if the American maritime industry had not displayed a united front on this matter. The Reagan administration made no secret that it considered the maritime industry little more than a bargaining chip. As reported in the August-September issue of The American Engineer, "U.S. trade representatives at the so-called free trade talks [had] been considering a Canadian proposal to open up the protected trade to Canadian-flag vessels ... If the proposal [weren't] so dangerous, not only to our fleet but to our national defense sealift, it would [have been] laughable." This from an organization which twice supported the same Ronald Reagan who is pushing hard for the sell-out "free trade" deal. I am not in the habit of quoting The American Marine Engineer. It is, after all, the official publication of District 1 of the Marine Engineers Beneficial Association. Over the years, the SIU and District 1 have had our differences. still we have worked together on programs which affect all of our membership. Unfortunately, District I has repeatedly tried to infringe upon the jurisdictional rights of our members in the engine room, and we've fought them every inch of the way. Still, the paper accurately summed up the danger that the Canadian Free Trade Agreement posed to the job security of all American seamen, licensed and unlicensed. Then sadly, it then went on to make the following point: "The NMU and District 1-MEBA, more than any other maritime union, are strong and effective; able to maintain their gains, while protecting their members against threats facing their jobs and the industry." That's where their arguments get a little bit cloudy. What is there to say about two organizations which supported President Reagan for election, not once but twice? It's all well and good to complain about the decline of the American-flag merchant marine. When the ceiling is caving in, it's hard not to whine a little bit. But please, let's have a little humility. How can the NMU and District 1 make grandiose claims when they've actually given money to help elect that same administration which has systematically destroyed the American-flag merchant marine and reduced job opportunities for their members? Both District 1 and the NMU supported President Reagan for re-election in 1984 after his administration had taken the following steps: • Denied merchant seamen World War II benefits. • Eliminated Public Health Hospital coverage for merchant seamen. • Dismantled the Construction Differential Subsidy program. • Opposed extension of the Operating Differential Subsidy program. • Tried to dismantle the Capital Construction Fund. • Refused to consider enactment of the UN CTAD Code or implementation of bilateral trade agreements. And it is still going on. Earlier this year, the administration waived American manning and safety standards when it reflagged 11 Kuwaiti tankers. By the way, the NMU and District 1 are the same two organizations which have criticized our organization for forming the Seafarers Maritime Union. "Panicked by declining cargoes and vessels,'' The American Engineer writes, "[some unions] have signed 'sweetheart' deals with companies, offering drastic wage benefits and work rule concessions out of their own members' pockets.'' The fact is that unlicensed seamen face two very serious threats to their job security. The most obvious one comes from the decline of the American-flag merchant marine. As everyone knows, there are fewer ships and few jobs. Yet that is only half of the story. Over the past few years, licensed unions like District 1 and the MM&P have tried to protect their self interests by infringing upon the rights of unlicensed seamen. In other words, they want to protect their own generous system of wages and benefits (an average licensed officer makes more than a U.S. senator or congressman) by putting you and other unlicensed seamen on the unemployment line. They may make pious references to maritime unity, but their actions make such unity impossible. Long before there was a SMU, the MM&P and District 1 had formed topto-bottom organizations. They bypassed both SIU and NMU hiring halls to get their crews. Both the MM&P and District 1 were willing to drag people off the street rather than put accredited seamen from the SIU, SUP, MFOW and the NMU onboard their vessels. Moreover, there has been a disturbing pattern of licensed officers October 1987 performing duties covered under the unlicensed labor-management agreements. The SIU-AGLIWD will be celebrating its 50th anniversary next year. It was born during the golden age of the American shipping industry, when the American-flag merchant marine rose out of the ashes of the Great Depression to help the United States win its "Great War Against Fascism." Maritime leaders like Harry Lundeberg, Paul Hall, Morris Weisberger and Joe Curran may have had their personal and political differences, but they were no fools. In their different ways, they fought to preserve the job security of unlicensed seamen. They had no other bottom line. Conditions in the industry are getting worse, and it is not possible to keep on with business as usual. To do so will mean throwing in the towel. At the end of 1986, U.S. Lines, the largest U.S.-flag shipping company then in existence and the NMU' s largest source of jobs, went under. They filed for bankruptcy under Chapter 11 of the bankruptcy code. During the past 20 years, the trends in the maritime industry have been unmistakable. Few ships. More automation. Smaller crews. Other unlicensed unions have been content to complain about these trends, but from what I see they don't have any kind of plan to protect their members' job security and benefits. Licensed unions like District 1 and the MM&P have their own way of coping, and that is to cut unlicensed seamen completely out of the picture. By the end of last year, top-tobottom licensed operations formed by MM&P and MEBA-District 1 had reached the point where they could have become an institutionalized part of the maritime industry. Their existence posed a serious challenge to the job security of all unlicensed seamen. Faced with these threats to the job security of our membership, the SIU and District 2 formed an organization to compete for the new business, most of which is being created in the military sector. The SIU and District 2 were able to compete against Top Gallant and PASS for new business, most of which is being created in the military sector. SMU was not set up to compete with existing . SIU or MEBA 2 companies. It was chartered to go after work that neither union had or work that had Off1c al Pub calJO:i of e Seafarers lntemat1ona Umon of North Amer ca Atlant c G I La es and I land Waters 01stnct AFL-CIO (Continued on Page 7 .) Vol 49 N:> 10 Executive Board Frank Drozak President ~'' 2 I LOG I October 987 Secretary Joe Sacco Mike Sacco Leon Hall Editor Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Max Hall Joe DiGiorgio Vice President Charles Svenson Managing Editor Associate Editor Angus "Red" Campbell Deborah Greene Associate Editor The LOG (ISSN 0160-2047) is. published monthly by Seafarers International Union . Atlantic. Gulf, Lakes and Inland Waters District. AFL-CIO . 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675 Second-class postage paid at M.S.C. Prince Georges, Md . 20790-9998 and at addit1ona1 mailing offices. POSTMASTER: Send address changes to the LOG 5201 Auth Way, Camp Springs, Md . 20746. �Weisberger Leaves Legacy of Labor Victories (Continued from Page 1.) zak. "From the time he first shipped out as a 19-year-old ordinary in 1926 until the time he stepped down as Sailors Union of the Pacific president/ secretary-treasurer in 1978, he was constantly fighting to better the lot of seamen and of working men and women ashore.'' As New York port agent for the SUP from 1939 to 1957. Weisberger played an important role in many of the A&G Di')trict's early organiLing drives, including Isthmian and Cities Service. ·' Paul relied heavily on Morris ~ j udgment and contacts in those early eefs," said Rose Hall, widow of former SIU President Paul Hall. "Morris Weisberger was extremely intelligent, and had an imposing knowledge of the maritime industry,'' said Herb Brand, chairman of the board of the Transportation Institute. "He and Paul were a study in contrasts, but they made a hell of a team." Born in Cleveland, Ohio on August IO, 1907, Morris Weisberger first went to sea as an Ordinary Seaman in 1926. The power of the maritime unions had been curtailed by the ill-fated strike of 1921. Shipping markets were severely depressed. The maritime industry was then a hotbed of ideological controversy. The Wobblies and Communists tried to win the hearts and minds of seamen, who were among the most-exploited groups of workers. They tried to fill a vacuum filled by the decline of the IS U. Weisberger was an able-bodied seaman on the Morro Castle, a passenger vessel which burned off the New Jersey Coast in 1934. He learned firsthand the tragedies that could occur if adequate safety precautions were not maintained. "During the federal inquiry into the disaster," wrote historian Stephen Schwartz in his book on the I OOth anniversary of the Sailor's Union of the Pacific, ''the Pacific Seamen demanded to know how a fire could make such progress without a report to the bridge, why no attempt was made to beach the ship, why the S.O.S. signal had been delayed ... ·' In 1936, Weisberger became a business representative for the Sailor's Union of the Pacific. He serviced the ports of Brooklyn, Honolulu and New Orleans. He became an official at an historic time in the union's development. The longshoremen' s strike of 1934 had reinvigorated the seamen' · movement. SUP Secretary-Trea urer Harry Lundeberg became a major force in maritime labor by ·tanding up to Victor Olander and the people who had captured control of the Internat10nal Seamen 's Union in the twilight of Andrew Furuseth 's long and distinguished career. The Great Depression had ushered in a new era' of militancy for maritime labor. In 1936, Joe Curran, who later founded the National Maritime Union, staged a sitdown strike on the SS California. Within two years the ISU was to die an unmourned death. It was replaced by two unlicensed seamen's unions, the National Maritime character.'' One of the most dramatic moments of Weisberger's 21-year term in office came in 1962 when the Sailor's Union of the Pacific called a strike against the Pacific Maritime Association. The 1962 strike went on for a month and was suspended after President John F. Kennedy imposed an 80-day truce on the union and the shipowners. Known for his acerbic wit, Weis- Morris Weisberger served almost 20 years as the SUP's New York Port Agent, from 1939 to 1957. Union and the Seafarers International Union of North America. In 1939 Weisberger was elected the SUP port agent for New York. He served in that capacity until March 1957, when he was unanimously elected to the post of secretary-treasurer to fill the position left vacant by the death of Harry Lundeberg. During World War II, Weisberger was instrumental in helping the SUP crew a great number of merchant ships with capable and experienced seamen. According to historian Schwartz, Weisberger ''distinguished himself . . . by going to the highest levels of the U.S. military" to argue against the internment of 40 SUP members of Japanese ancestry. "The authorities finally acceded, and all the SUP men of Japanese ancestry were released and permitted to sail in the Atlantic theater." Weisberger was a delegate to the first convention of the Seafarers International Union of North America, which was held in 1944. A decade later, he supported Paul Hall's efforts to clean up the New York waterfront in the ILA-AFL beef. Upon the death of Harry Lundeberg in 1957, Wei berger was unanimously elected to fill the top post in the SUP. Addressing the SUP membership after the election. Weisberger aid, "Thi is a grave responsibility to which you have elected me. I do not con ider this so much an honor as it L a solemn respon ibility and a duty of the highest berger was a popular figure in the maritime industry. Upon his retirement in 1978, the West Coast Sailor made the following point: "Morris Weisberger made a significant contribution to the development of the Sailors Union of the Pacific, and while he has consented to stand by to assist and counsel the incoming administration, he will be sorely missed in the difficult days ahead." His career spanned nearly the entire spectrum of the modern seamen's movement. Speaking at the lOOth anniversary of the Sailor's Union of the Pacific in 1985, he made the following observations about the union he had once led: "An event like this gives us oldtimers a terrific excuse to ramble on about how far we've come, to congratulate ourselves, to reminisce a little about the bad old days, and to recall the struggles which got us to where we are. We started out on a pile of lumber down at the pier, and here we are at the Fairmont Hotel. We're entitled to crow a little. We earned it. ·'It is also a time for us to look back and try to see what it all meant. What was the single most important contribution the SUP made in these last 100 years? Some would argue for Andrew Furn eth and his incredible legislative record. which effectively released the American ailor from centuries of peonage and set the standard for maritime worker all over the world. ew Car Carrier At the end of October, 12 Seafarer · will mark a first for the SIU. They will hel p deliver Japanese cars to the States on a U .S.-ftag hip. The crew will fly to Japan to man the Overseas Joyce (Maritime Over- ea ). The 60-day round trip, at a peed of 18.5 knot , will take the ship from Japan to Bo ton, New York and Balt1more. The Joyce carries 5.300 Toyotas. It was built e pecially for the trade and will be operated on a I 0year charter by Maritime Over ea:. The engineroom officers will be members of MEBA, District I and the deck officers are employee of the company. The 585-foot Joyce is expected to arrive on the U.S. East Coast in late ~ovember with it first load of cars. ''Others would point to the strikes of the 1930s which made the West Coast into union country, and unionized not only the waterfront but made possible the unionization of so many other workers. Others would look at World War II, and the truly heroic record of the members of the SUP during the war for democracy, as the outstanding achievement of these last 100 years. I won't argue it one way or another. All these achievements deserve the strongest possible recognition. "But let'~ add to that list of outstanding achievements the creation and the continued defense of the Sailors' hiring hall. The hiring hall was a trade union answer to favoritism. corruption and violence on the waterfront. It was a unique method of expressing the solidanty of workers and their refusal to be played off against one another as they had been since time immemorial. "Harry Lundeberg deserves to be remembered for many things, but if you ask me, Harry's defense of the hiring hall , against the Copeland Fink Book first enacted into law in 1936, against the Maritime Commission's so-called ·recruitment and manning office' of the World War II years, and finally, against the anti-hiring hall provisions of the Taft-Hartley Act-these efforts stand right in there among the great achievements of this union. That the hiring hall today remains the cornerstone of our union is a tribute to Harry Lundeberg and all who worked with him on these issues." Weisberger is survived by his wife, Ann, and two children, Eugene and Ruth. U.S./Canada Pact (Continued from Page 1.) ment calls for those exports to be shipped on U.S. bottoms. But there is some concern that if that cap was increased, the extra oil could be open to Canadian ships or ships of most favored nations. Congressional reaction to the maritime provisions has been intense. ''Generally a trade agreement, no matter who it is with or how important it is, must not impinge on U.S. national security interests. The transportation annex to this agreement violates this agreement. If they consider this a compromise, they are full of baloney,'' said Rep. Walter Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee. Jones was the sponsor of a House resolution, with more than 240 coponsors, asking that maritime issues be removed from the talks. A similar Senate measure gained the support of 56 senators. Currently there are attempts to find a way to remove the maritime provisions from the agreement. Normally under the authority of the so-called ••fast track" rule, the entire package must be approved by the Senate and House. But only the whole package can be voted on; congressional members are not allowed to approve one section or reject another. There is an effort under way to allow the Senate and House to vote on the maritime c:;ections separately. October 1987 1 LOG I 3 �SIU Part of Coalition that Helped Skyranger Crew Example of FOC Seamen's Plight Fifty or 60 years ago, the conditions and cruelties that the Filipino crew of the Skyranger had to endure this summer, were almost standard on U.S .flag ships before a strong maritime labor movement gelled. The captain of the ship refused to take on or make enough fresh water for everyday needs. The crew collected rain water from the boat deck for their laundry and showers. But the discharge from the ship's stack contaminated the water with oil and sulphuric soot, and several crewmembers broke out in painful rashes. Milk and bread were reserved for the three Greek officers on the ship while the 15 unlicensed crewmembers were served third rate, poor quality food. No citrus fruits or juices were available for the crew. With only a few sets of silverware and dishes aboard, the crew was forced to eat in shifts or to grab handfuls of rice. When the captain was in a good mood (seldom according to crewmembers), he would send the officers' leftovers to the crew's mess. The owners of the Skyranger , a Greek company that registered this ship in Cyprus , used a Greek manning agency (BSR) from Cyprus to hire crew from other countries such as the Philippines. The men were required to sign blank "contracts" and stationery. Later the blanks were filled in by the local Filipino manning agency with wages, benefits and terms such as length and conditions of employment. These "contracts" were then sub- mitted to the Philippine Overseas Employment Administration to obtain official Philippine government approval of being not less than the minimum of the ILO (International Labor Organization). Astonishingly, the POEA stamped their approval of $170 for monthly base wages for ABs and oilers with an additional 30 percent of this base wage ($51.00) for an extra 120 hours of overtime per month that the crewmember had to work before any hope of additional overtime money, and none was paid. The ILO minimum wages for ABs and oilers is $276.00 per month plus daily overtime of $2.05 per hour and $3.68 per hour on weekends, plus leave/vacation compensation of $11.04 per month. The captain refused to carry toilet paper and lacked seats on the toilets , as the captain explained this was a healthier way to avoid transmitting AIDS by washing with the toilet' s seawater after flushing! He pointed out that some Greek ships have simple holes in the deck with foot pads on the sides. The crew finally took the matter. into their own hands and got their own toilet paper. The liferafts hadn't been inspected in 11 years according to the ship's records, admitted the captain; this company acquired the ship in January. The crew complained that the lifeboats were never tested again after it took them three hours of continuous, hard cranking by hand to simply raise each lifeboat during January, so they hoped the lifeboats could be lowered if nee- S , dministration, Back ILO Maritime Standards It was an unusual coalition. Representatives from several maritime unions, the State Department , the Labor Department and various business associations were all on the same side of a maritime issue for once. The issue, aired at a Senate Committee on Foreign Relations hearing earlier this month . was the International Labor Organization (ILO ) convention 147 , which ets up certain minimum standards onboard merchant ships. If those standard were enforced, the crew of the Skyranf?er (see accompanying story) and of hundreds of other flag-of-convenience (FOC) ships could be protected from the unfair and unsafe conditions under which many are forced to labor. ''The SIU believes that every human being employed in a shipboard capacity deserves the highest standards of safety and working environment ... All too often we read about the inhumane conditions aboard substandard vessels. In many cases, life aboard these vessels is an exercise in cruelty. Filthy living conditions, inadequate diet, grueling physical labor, little pay and lax safety standards, which are unacceptable to any advanced civilization, are often commonplace aboard these vessels," SIU Legislative Director Frank Pecquex testified. 4 I LOG I October 1987 The seafarers who would benefit most from the ILO convention would mainly be third-world seamen sailing FOC vessels. Seafarers from the more advanced nations are already protected by their own countries ' labor laws and strong union support. Pecquex also noted that the enforcement of minimum safety and life standards would improve overall safety at ea . "Cost savings achieved by ignoring standards at sea is a certain formula for human misery, unreliable crews and lost ships. Well-trained professionals will not accept such conditions of employment," he said. Statistics bear out the fact that most at-sea accidents, loss of life and injuries occur on FOC ships with little or no crew restrictions or safety and training enforcement. One of the key provisions for enforcement of the standards in the ILO convention is port control. That gives the country in which a substandard vessel from another nation calls on, some enforcement powers. The main areas covered in the convention are manning requirements, safety training. medical care, diet and social security provision s. The Reagan administration has recommended the adoption of the convention Edd Morris (center), the Union's ITF rep, was part of a multi-union and concerned organization group which helped the Skyranger crew win their strike for basic living and safety standards on the Greek-flag ship. essary and not be ''frozen.'' For those reasons and others , crewmembers on the Skyranger wrote to the SIU earlier this summer and asked for help. They got it, notjust from the SIU. But help came from a coalition of American labor and service groups who are trying to tum up the heat on flag-of-convenience (FOC) owners and trying to improve the lives and working conditions of seamen who are suffering the same indignities American seamen did decades ago. When the Skyranger tied up in New York, Edd Morris, the Union's ITF rep, and representatives from more than half a dozen groups were ready. ''They had a pretty lengthy list of complaints and wanted to settle them with the company. They went on a "work-to-rule" strike, sort of a slowdown. But when the company refused to negotiate, they went on a full strike. They took a lot of risks," Morris said. While the crew took a lot of risks , they were lucky in some respects because several unions and other organizations have strengthened their stand against FOC shipowners . The cooperation with the ILO, the International Transport Workers Federation (ITF) and American organizations is an attempt to both better the lives of seamen around the world and in some respects to show Americans what "cheaper" foreign competition really means. Morris said that when the Skyranger went on strike, members of the ILA and the Operating Engineers (crane operators) refused to move cargo off the ship. The port police and immigration office made sure the U.S. laws weren't unjustly applied. In addition, an ITF inspector from the NMU (Spiro Varras) joined the effort with participation of their legal staff to help the crew. This was a unified action incorporating broad legal cooperation, pooling skills and experiences of attorneys from the SIU, NMU, plus the ITF attorney in Manila and their Manhattan office, as well as the ILA. The Seamen's Rights Center in Port Newark was instrumental , too , with Director Barbara Crafton being personally involved. He said that besides the crew signing the blank contracts for the manning agent, the crew discovered that the manning agency was skimming 20 percent off the top of the allotments the crew had sent home every month. While the unions and the Seamen's Rights Center (an arm of the Seamen's Church Institute) were pressuring the shipowners and others for the back pay and to remedy the deplorable working conditions, the crew got in touch with the Philippine consulate in New York and the embassy in Washington. They proved little help. "All they did was come aboard and chastize the crew for causing such a problem. But that's somewhat typical. Most governments don't do much in situations like that. If the governments helped out, these ILO scales and shipping regulations are approved by the UN, maybe something could be done," Morris said. Some countries , the Scandanavian countries, Italy, Australia, Israel and some others with strong labor movements , crack down on ships and conditions like the Skyranger' s , but not many, Morris said. Even the U .S. Coast Guard which had more than two weeks to inspect the ship when it was tied up , did not know inspecton was requested. Eventually, the Skyranger story turned out to have a happy ending. The company forwarded $21 ,000 in back and· rightfully due pay to the crew . It agreed to meet ILO tandards. It replaced the captain who had run the ship with an unfair and iron hand. The new captain is " a very decent" guy, Morris said. There are two major reasons the SIU has become more heavily involved in cases like this , Morris said. The first is the most obvious: thousands of sailors from around the world face similiar and worse conditions and need help. The second is that if more and more ships and crews are brought to higher standards, even though nowhere close to American and European standards, the gap between the cost of U .S.-ftag shipping and FOC shipping will dwindle. The FOC shipping companies and governments supplying seamen for the FOC trade like to threaten such seamen that the ITF affiliated unions are only seeking to raise the crew costs (Continued on Page 10.) �Area Vice Presidents' Report West Coast by V.P. George McCartney I was saddened to learn of the death of Morris Weisberger, who took over the helm of the Sailor's Union of the Pacific after the death of the legendary Harry Lundeberg. Morris was one of the last surviving links to the early days of the modern seamen's movement, and he will be missed. It was an honor for me to serve as one of his pallbearers. After all, Morris played an important role in many of this Union's early organizing drives. As I noted in my last column, the Isthmian and Cities Services organizing drives put this Union on the map. As New York port agent for the SUP, Morris provided the fledgling A&G District with valuable advice and contacts. He developed a strong working relationship with Paul Hall. Despite their different styles, the two were a dynamic team. The two men couldn't have been more different. Hall, a spell-binding orator from Alabama, had an imposing physical presence. Weisberger, who hailed from Cleveland, was known for his cautious nature, his acerbic wit and his almost encyclopedic knowledge of the maritime industry. There were two truly remarkable things about the Isthmian and Cities Service campaigns. For one thing, a handful of rag-tag sailOfS were able to take on the world's biggest oil companies and win. In addition, these wins came at a time when the rest of the labor movement was suffering setbacks in signing up new members. Congress had passed the Taft-Hartley Act in 1947, which made it much more difficult for unions to organize new workers. One more thing: there are reports that the historic S.S. Monterey will be returning to active service. The famous passenger liner will begin a regular schedule of seven-night cruises through the Hawaiian Islands. The ship will be manned top-tobottom by an MM&P crew. As President Drozak notes elsewhere in this issue, top-to-bottom crews were in existence long before there was a SMU. Former SUP head Harry Lundeberg experimented with top-to-bottom SUP crews in the 1950s. But nothing came of the idea until a few years ago, when licensed unions like the MM&P and District 1-MEBA sought to establish top-to-bottom organizations like PASS and Top Gallant. PASS and Top Gallant were an effort on the part of licensed unions to protect the job security of their members by bypassing unlicensed hiring halls. When President Drozak formed SMU last year, these organizations were on the verge of becoming an institutionalized part of the maritime industry. Had Drozak failed to deal with this phenomenon, then the job security of all unlicensed seamen would have been severely compromised. History is full of surprises. Few seamen in World War II would have predicted that the A&G District would one day become the largest unlicensed seamen's union. Yet the fact that we were an AFL union helped us tremendously, and so did our structure: unlike other AFL maritime unions, we organized seamen along industrywide lines. In a sense, the A&G District was an historical accident. In 1945 we were the runt of maritime labor. By 1950 we had become a power on the waterfront. The NMU's internal problems, which I discussed in my last column, made it possible for us to survive and prosper. The very structure of Top Gallant and PASS, top-to-bottom unions formed by the licensed officers unions, would have given their companies a competitive edge over those which employed unlicensed seamen. SMU evens the playing field. The most important thing about history is that it often serves as a guide to the present, if you let it. discuss our objection to Section 7 of that document. We pointed out that the present procedure was and is causing a serious hardship on our members as well as the deviation from prevailing maritime practice. We further cited the unfairness of the policy and pointed out several instances where our members who were MSCPAC marine employees were stranded in the continental U.S. as well as foreign countries with no funds to bail out. It was a lengthy and productive meeting, and management understood our complaint. However, by necessity, the decision will have to be made in Washington, D.C., and it will be a while before we learn the decision. Workers gained an important point of leverage in the maritime industry when ''checkerboard'' (desegregated) crews were introduced onboard Americanflag vessels because seamen could then mount a truly united front. Many people view the NFL players strike as a symbolic test of organized labor's strength, much the same way that the PATCO strike was perceived at the start of the Reagan administration. Organized labor is coming off a big win with the Bork nomination. Winning the NFL football players strike would send out a powerful message that organized labor is back. Nineteen eighty-eight will be an important election year. Seamen, more than most other workers, have suffered greatly at the hands of the Reagan administration. Now, more than ever, it is important to get politically involved. That means registering to vote, donating to SPAD. And yes, until that football strike is settled, it means turning off the t. v. on Sundays. There may be hundreds of different labor unions, but when it comes down to it, we all sink or swim together. Gulf Coast by V.P. Joe Sacco T Government Services Division by V. P. Buck Mercer I N the September issue of the LOG, I discussed two items of concern to MSCPAC marine personnel, one of which has finally come to pass. That is, the 3.5 percent increase on wages due since April 1, 1985, has-at lastbeen paid. The other matter was that of travel expense money for the MSCPAC mariner when he or she is required to join a ship in other than the home port. Remember, the present MSC procedure calls for the mariner to pay travel expenses out of his or her own pocket, then submit a travel claim to the ship's purser or master, then wait weeks, or even months, to recover reimbursement of the money spent to travel on behalf of the government. The SIU believes this procedure to be a glaring inequity and should be rectified. We have taken steps to do just that. The SIU directed a letter to CO MSC Washington, D.C., via the local MSCPAC, taking exception to Section 7, ''Travel Claims and Advances'' of their Civilian Marine Personnel Instruction 4650 which encompasses all the rules and regulations from A to Z governing all civilian marine employees of the U.S. Navy. In addition, we met with MSCPAC management to HE SIU was able to reach an agreement with G&H Towing Company. I'd like to thank the members of the negotiating committee for the fine work they did in helping us get a contract. We're also getting ready for upcoming negotiations with the Delta Queen Steamboat Company and the Orgulf Energy Transport Company. We're looking forward to a united and solid membership. These and other negotiations that I've been in make me even more aware just how important unions are. Unfortunately, a large portion of the American public doesn't understand the issues involved. They don't know the truth about unions. For instance, I was greatly disappointed to find out that 40,000 fans attended the Dallas Cowboys opener the other day. The American public asks a lot from its football starspeople idolize them, expect them to be role models, live vicariously through their achievements. And yet, these same fans will go to a game played by scabs. Many people just can't get past the fact that some football players get paid a lot of money. Yet the issues involved are the same as for other unions. Management will try to persuade the public that the workers involved are overpaid and undeserving of support. It's the same trick they used in the P ATCO strike and with the pilots of Eastern Airlines. And yes, with seamen. Management's primary objective is to divide the working people. In the 1950s, Southern populists who opposed segregation tried to point out that working class whites suffered great economic harm from segregation because management could play one group of workers against another. East Coast by V.P. Leon Hall F IFTY-THREE senators have announced that they intend to vote against the confirmation of Robert Bork to the Supreme Court. This marks an important victory for organized labor and civil rights groups. Despite efforts by the White House to paint Judge Bork as a moderate, New Right and fundamental religious groups viewed the Bork appointment as a way of drastically rewriting Supreme Court rulings on civil rights and privacy. While liberal groups geared up for the fight, it was the failure of Judge Bork and the administration to persuade moderates like Arlen Spector, Richard Shelby and William Coleman which doomed the nomination. Conservative groups have protested that the confirmation hearings have unduly ''politicized'' the confirmation process. Yet liberal and labor group were only copying techniques perfected by the New Right. One reason why opposition to the Bork nomination was so fierce was that the American people finally woke up to the fact that many of their rights are decided in courts. To give one example of what I am talking about: workers would be much better off if they did not have to contend with the conservative, anti-labor appointments that President Reagan has made to the National Labor Relations Board. Emboldened by these appointments, business groups have had a field day making hash of workers' (Continued on Page 10.) October 1987 I LOG I 5 �r>W·"'-' InIan ews -.m"""'· ---~--· 1 tug/to ~ I~ harge/dredge I ":"·~:·: -~:; ;: : ·: : : :·=· ~s:.: : ~: :-:; :;:'"m: ;:;:;:;~=: ;:~if:r:f:E)J:j:;f mt;i;~ i · More than 250 SIU Boatmen at Curtis Bay and McAllister Brothers towing companies remain 100 percent solid on the picket lines in Baltimore, Norfolk and Philadelphia. They have been on strike since early this month. The strike against McAllister (owners of Baker/Whiteley Towing in Baltimore) began Sept. 30 after the company refused to bargain in good faith for its operations in the three ports. The SIU has filed unfair labor practice charges against McAllister. The Curtis Bay picketing began after a short contract extension expired Oct. 3, and negotiators from both sides were unable to reach an agreement. However, talks between the Union and Curtis Bay are continuing. The walkout came on the heels of outrageous contract concessions demanded by McAllister. ''They want to roll back wages 20 years,'' said SIU President Frank Drozak. Some of the demands, rejected out of hand by the membership, included: • Manning reductions by as much as 50 percent; • Elimination of the 8-hour day and hourly wage rate; • Institution of a 24-hour day and daily wage rate which could work our to as low as $3 .50 per hour; • Elimination of overtime; • No holidays; • No vacation. ''The 8-hour day has been around for a century, and the last time I checked even the Right-To-Work committee gives their employees holidays and vacations. McAllister must have wanted to start a strike so they could try to bust the Union. Well the SIU will be in those ports long after McAllister goes belly-up, if that's what it takes," Drozak said. One McAllister captain in Norfolk said, "I think the company's offer is an insult and a slap in the face. I've spent 17 years here, and when I think of the years I spent to obtain my licenses and the expertise needed to run these boats in some almost impossible positions and learning what it takes to move ships in and out of every pier in Hampton Roads, I just can't believe what they want.'' In Norfolk, striking SIU Boatmen have continually manned picket lines at both Curtis Bay and McAllister operations since the strike began. Late reports from all three ports indicate the scab crews have been having trouble operating safely. They are banging ships and piers and damaging their equipment. In addition, the companies are having to allot much more time for docking operations because the crews are slow and inexperienced. Pictured above in Norfolk are (I. to r .) R.L. Ainsley, Port Agent Jim Martin, Bennie Dize, Eddy Brinn, Randy Cutworth and Billy Williams. DOCKING PILOTS We Are in This Together October 21, 1987 Dear Member: The SIU is 100 percent behind yoµ in our strike against McAllister and Curtis Bay. As president of this Union, I will not allow a few well-heeled company lawyers to dictate the working conditions of our membership. I have committed the entire resources of the SIU to this struggle. We are in this strike for the duration, and with your full commitment we will prevail. McAllister and Curtis Bay have sent us a message-they want to bust the SIU. The shallow arguments their lawyers have used are irrelevant; their motivation is greed, pure and simple. It is time for the SIU to send them our response; this Union will not be broken. These companies want us to crawl back to work for 1960's wages. This is the 1980s, not the 1960s. Their executives would not work for 1960's wages. The companies would not reduce their tariffs tq 1960's levels. Yet when it comes to the crews that man their tugs, they want to roll the clock back 25 years. This is ridiculous, and we will not tolerate it. We are a reasonable Union and we represent reasonable men and women. In hard times we have sat down with many an operator and negotiated an agreement that keeps them in business and keeps us working. We can do that with reasonable companies. However, in this case, these companies are not interested in a reasonable agreement. It's time for a little education. These companies have forgotten that they need you. This industry needs people of your integrity, knowledge, experience and skill. These companies need you back on their tugs. This Union is pledged to an all-out effort, using every legal means available to successfully resolve this strike. We are in this together, and together we cannot be defeated-not here, not now, not ever. Fraternally, Frank Drozak President 6 I LOG I October 1987 Many SIU tug crewmen are also docking pilots in the three ports. Their work as docking pilots is independent from their jobs onboard the tugs. But in all three cities, pilots who are also SIU members have refused work as docking masters for either company. Some of the probl'ems reported show how their skills are sorely missed. In all three ports striking SIU members reported that the scab crews were having a hard time handling the powerful tug boats. One pier was hit so hard by a tug in Philadelphia that sparks were visible. Another tug slammed into the Packer Ave. pier and then narrowly avoided hitting a U.S. Navy ship. In Norfolk there have been several reported groundings by the scab crews. One tug had its railings knocked down and another threw her stern into the pilings at Town Point Park, according to reports . As one striker pointed out "They're having these problems in ideal weather." So far the Coast Guard has refused to investigate the reports. But the SIU has sent letters to the Coast Guard commanders in all three areas asking for investigations into McAllister's operations, particularly its safety shortcomings. "Many of the new crews are inexperienced in their work. In addition, the majority of docking pilots currently in use are neither properly licensed to perform the necessary functions of a pilot nor are they qualified to adequately dock vessels. This has and continues to create an extremely dangerous situation,'' Drozak said in the letters. Dangerous and toxic cargoes move in and out of all three ports, and accidents involving those materials could be disastrous to the cities and their citizens. Even docking ships with safe cargo is an exact and dangerous operation, and the errors of inexperienced crews could lead to civilian injuries and the disruption of port operations. Drozak warned that if these boats are allowed to continue to operate without qualified crews and pilots, losses are bound to occur. He asked for immediate Coast Guard investigations. AFL-CIO SUPPORT As the strike continued, the AFLCIO and its local councils in the three ports threw their support to the striking Seafarers. A rally in Baltimore with hundreds of labor supporters was scheduled for Oct. 21 in front of Curtis Bay headquarters. "I know you've been there for everybody else, the Steelworkers, the Machinists-now we will be there for you,'' said Ernie Greco of the Metro Baltimore AFL-CIO. Baltimore City Council John Schaeffer (an SIU member during World War II) said McAllister demands ''. . . paint a typical picture of union busting. I stand ready to help in any way." �gineers who want to take over the jobs of QMEDs and DEMACs. True unity comes only when there is mutual respect for the rights of all parties involved. (Continued from Page 2.) been lost to foreign shipping interests. It provides our newer members with good job opportunities and a very real opportunity for career advancement. Wages for unlicensed seamen working for SMU-contracted companies are better or equal than those for NMU seamen working onboard similar vessels. That's a fact. In addition, SMU provides SIU members with the following benefits: e It provides a member with the chance to go from wiper to engineer, or from Ordinary Seaman to captain with no change of union. e It protects your job security from those who would like to destroy all maritime unions. e e It allows new work to be obtained which new companies would have no chance of getting under existing maritime contracts. It replaces jobs lost in other areas. ... New Pensioners The following Inland members have retired on pension: Baltimore Harold W. Thompson, captain Houston James S. Bacon, captain James Brunell, engineman Sibi J. LeBlanc, deckhand Homer G. Warren St. Louis Harold D. Barragan, deckhand SMU was the first instance of a licensed and unlicensed maritime union working out a formal arrangement to protect the interests of their members. It was made possible by the close working relationship between the SIU and District 2, which has spanned several decades. It is a full partnership in every sense of the word. The about-to-be-merged NMU and District 1 may try to make a similar claim, but you have to wonder. There is nothing in the recent history of District 1 which would lead one to suspect that unlicensed seamen, especially in the engineroom, will have much of a future in a new organization which includes an association of en- A MATTER OF STRENGTH Dispatchers Report for Inland Waters SEPTEMBER 1-30, 1987 *TOTAL REGISTERED All Groups Class A Class 8 Class C Port New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile .......................... . New Orleans ...................... . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle . .... ... .................. . Puerto Rico ...................... . Houston . ....... ..... .... ....... . . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals .......................... . 0 2 6 32 1 0 2 0 3 0 0 3 10 0 1 60 0 0 0 12 0 0 2 0 2 0 0 4 2 0 0 22 0 1 0 DECK DEPARTMENT 0 0 0 0 6 0 0 0 0 0 35 7 0 0 0 4 0 26 0 0 3 0 5 0 39 . 0 0 1 0 20 0 0 2 11 1 0 76 0 0 1 0 29 0 0 3 3 2 0 45 0 0 2 0 34 0 0 4 0 0 Port 0 **REGISTERED ON BEACH All Groups Class A Class e Class C 0 2 4 35 1 2 1 0 1 0 0 0 0 2 0 0 0 0 10 0 0 1 0 0 34 0 5 0 0 0 0 0 3 4 0 6 11 1 1 4 0 8 0 2 0 40 98 25 15 0 0 0 10 0 0 1 0 0 0 8 0 0 0 0 8 0 0 0 2 0 0 18 0 0 0 0 0 0 0 ENGINE DEPARTMENT New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk . .. . .. ................... . Mobile .......................... . New Orleans ...................... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ..................... . . . Seattle .......................... . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . Houston ......................... . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals .................... .... .. . Port New York ........................ Philadelphia ...................... Baltimore ........................ Norfolk ......................... Mobile .......................... New Orleans ...................... Jacksonville . . . . . . . . . . . . . . . . . . . . . . San Francisco . .................... Wilmington ....................... Seattle ....... .................. . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . Houston ......................... Algonac ......................... St. Louis . .. ..................... Piney Point ....................... Totals .......................... TOTAL SHIPPED All Groups Class A Class e Class C 0 0 0 15 0 0 1 0 0 0 0 0 1 0 0 0 6 0 0 0 0 4 0 0 0 22 0 0 0 7 0 12 . . . . . . . . . . . . . . . . 0 0 0 15 0 0 0 0 7 0 0 0 0 0 0 0 2 1 0 18 2 0 0 0 0 0 1 0 0 Totals All Departments ............... . 100 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 4 0 0 0 6 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 13 0 0 0 0 0 0 4 0 0 0 0 11 STEWARD DEPARTMENT 0 0 0 17 0 0 2 12 0 0 0 0 42 0 0 0 0 0 1) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 18 0 0 0 0 36 0 0 0 3 0 0 57 0 0 0 0 0 10 0 0 5 0 0 1 0 0 0 0 0 1 1 0 8 0 0 0 15 0 1 0 5 0 0 14 0 0 0 0 0 0 0 1 2 0 0 17 1 0 28 0 0 0 2 0 0 46 2 0 0 0 0 0 0 1 0 3 44 48 106 64 42 197 89 18 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 7 0 0 0 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month. I I DONT BEUGEDI • 1' IF YOUI/AYE AD~UG PA>OllJ.£M I ue-1p1s I AVAILABl.E. . CONTACT YOURP"RT AGENT OR PINEY/ POINT • October 1987 I LOG I 7 s. �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Rep. Tim Johnson James A. Hayes A A FOURTH generation South Dakotan, Congressman Tim Johnson (D-S.D.) was elected to Congress in November 1986 with nearly 60 percent of the vote. Johnson is a graduate of the Vermillion (S.D.) High School and earned a bachelor of arts degree from the University of South Dakota, where he was awarded the Phi Beta Kappa academic honor. He also holds a master of arts degree from that university in political science. He later studied at Michigan State University in the post graduate political science program, and earned a law degree (J .D.) from the University of South Dakota in 1975. In the early '70s, Rep. Johnson worked as budget adviser to the Michigan State Senate Appropriations Committee and began private law practice in Vermillion in 1975. Ten years later he was Clay County Deputy State's Attorney. He was elected to the South Dakota State House of Representatives in 1978 and was re-elected in 1980. When a 1980 reapportionment left a state Senate seat open, he ran for the state Senate and was elected in 1982 and ran unopposed in the election two years later. In the South Dakota legislature, Johnson served on the Joint Appropriations Committee and the Senate Judiciary Committee. He was the ranking Senate Democrat on the Appropriations Committee and was regarded as a leading spokesman for his party on budget issues in the legislature. The congressman earned a reputation for effectiveness and influence in the legislature. He received the first annual Billie Sutton Award for Legislative Achievement from the South Dakota Democratic Party, and was Rep. Tim Johnson named the Outstanding Citizen of Vermillion in 1983, the same year the South Dakota Education Association presented him its "Friend of Education" Award. After election to the U.S. Congress as South Dakota's only member of the House of Representatives, Johnson was named to serve on the Committee on Agri{;ulture and the Committee on Veterans Affairs. The congressman has come out with some strong viewpoints on the defense of this country. ''The balance that we must seek in our defense spending,'' he writes in a defense position paper, "is to ensure that we are strong enough that we don't invite military adventures from our adversaries, yet not spend so much that we cannot fund our real human needs." He believes that the Reagan administration's defense requests often exceed what is actually needed and that it also has misplaced some of its priorities as to where the money should go. But while he is often critical of large outlays for certain defense projects, Johnson does believe that more money needs to be spent in certain areas, particularly in military readiness. "If we cannot respond to problems in the world in a quick and effective manner, then we are certainly not doing ourselves or countries that rely on us any service.'' LIFETIME resident of Lafayette, La., Congressman James A. "Jimmy" Hayes (D-La.) was elected to the U.S. House of Representatives, lOOth Congress, on Nov. 4, 1986 with 57 percent of the vote from his seventh district. He was graduated from Lafayette High School and went on to earn a B. S. in political science from the University of Southwestern Louisiana and a law degree (J.D.) from Tulane University School of Law. Admitted to the Louisiana State Bar in 1970, the congressman became a practicing attorney at law, representing primarily business, real estate and banking interests, and was associated with several law firms prior to taking a position as commissioner of Financial Institutions for the state of Louisiana. He served as a member of the Louisiana Farm Market Commission and was assistant district attorney in the parishes of Lafayette, Acadia and Vermilion (the first, third and fourth largest of the nine parishes contained in the seventh district) for nine years. As assistant district attorney, Hayes maintained a slightly better than 96 percent conviction rate. He helped redraft and rewrite the Louisiana Banking Code in its entirety, and in- Rep. Jimmy Hayes dependently drafted regulations to implement Louisiana securities law. Both laws were passed by the Louisiana legislature and have been praised by national organizations. As commissioner of Financial Institutions, his office always maintained a balanced budget and, in fact, returned $7.5 million in the two years of his service. In the U.S. Congress, Hayes was appointed to the U.S. House Committee on Public Works and Transportation and will serve on the subcommittees of Economic Development and Water Resources. He also was appointed to the U.S. House Committee on Science, Space and Technology and will serve on the subcommittees of Space Science and Applications; Science, Research and Technology; and Transportation, Aviation and Materials. Kuwait Charters U.S. Tanker After reftagging 11 of its own tankers under the Stars and Stripes, the government of Kuwait has come to terms with Marad to charter an American tanker, the 265,000 DWT Maryland. By chartering the Maryland, owned by Marad, U.S. law concerning crewing will apply. All officers must be U.S. citizens, and 75 percent of the unlicensed crew must be Americans. The reftagged Kuwaiti tankers only carry an American master. The reflagged tankers are receiving U.S. Navy protection in the Persian Gulf where attacks on shipping by both Iran and Iraq have increased during the past several weeks. In addition, more and more mines have been found near the shipping lanes. When those ships were first reflagged, it caused a storm of protest. The U.S. government waived crewing requirements, claiming a 100-year-old law allowed the tankers to carry only a U.S. captain. Since that time, several bills have been introduced in Congress to correct that situation, including one which would require that all ships reflagged U.S. carry 100 percent American unlicensed crews. There is some expectation that Kuwait will charter other idle U.S. ships. Glenagle Shipping Management (Houston) will operate the ship and make crewing arrangements. -----Personals----Help Needed If anyone knows the whereabouts of the wife or son of former Seafarer Ray William Sweeney, please get in touch with Clarence E. Free, 12459 Yancy, Houston, Texas 77015; tel. (713) 453-1693. The SIU was well-represented at a recent meeting of the East Baltimore Citizens Committee. The committee, created by Maryland Gov. William Donald Schaefer, keeps the lines of communication open between government and citizens. Pictured above are William Zenga of the Operating Engineers, Local 25, Marine Division; SIU Rep. Frank Paladino; Gov. Schaefer; Baltimore Port Agent Bob Pomerlane, and Ed Harrington of the Operating Engineers, Local 25, Marine Division. 8 I LOG I October 1987 Paul Pallas An old shipmate would like to get in touch with you. Please write to Clinton A. McMullen, 2 Alfred Rd., Kingston Township, Wyoming, Penn. 18644. Dave Marie, the cabbie in Savannah (Dec. 1981), would like to hear from you. Call her at (913) 3399511 or write: 8415 W. 108th St., #B, Overland Park, Kansas 66210. �Presenting their beautiful culinary confection to the birthday girl are members of the Bonnyman's steward department: Walter Johnson, crew mess; Mohamed Abdelfattah, 3rd cook; Patricia Port, saloon mess; John Hanrahan, chief cook, and Brian Gross chief steward. Birthday Aboard the Bonnvman The M/V 1st Lt. Alex Bonnyman (Maersk) recently spent a couple of weeks in the port of Bayonne, N.J. It was a convenient time for the ship's second mate, John A. Denton, to visit with his family. He writes: "I would like to thank Chief Steward Brian Gross and his staff for the gracious way my family was treated when visiting the vessel. My daughter had a birthday while on the vessel, and the steward department gave her a birthday party she will never forget. "The cake that the steward baked could not have been equalled by the finest bakers ashore.'' And thanks to Alfredo De Luise for sending us the photos commemorating that special day. Second Mate John A. Denton with his daughter. ----Pacer Goose 87 Resupply Mission Is A Success-----. Commendations for a job well done were given to masters, officers and crew of the M/V Samuel L. Cobb and the M/V Lawrence H. Gianella (Ocean Ships, Inc.) for their participation in Exercise Pacer Goose 87. The voyages to Thule and Sondre Strom, Greenland, were part of the annual resupply of petroleum product cargoes to the U.S. Air Force and NATO Arctic region bases there-and are vitally important to the security interests of the U.S. The NAVGRAM document from U.S. Navy Captain T.P. McGuire to the ships is reprinted at right. TO: MIV Samuel L. Cobb MIV Lawrence H. Gianella FROM: Capt. T.P. McGuire SUBJ: Exercise Pacer Goose 87 Support 1. You and your crew are commended for your professionalism, adept seamanship and shiphandling proficiency demonstrated during operations under adverse weather conditions in support of the Pacer Goose 87 resupply mission. • I 2. The professionalism and positive attitude of the officers and crew of the MIV Samuel L. Cobb and the MIV Lawrence H. Gianella made extremely difficult cargo discharge operations seem routine. i 3. It is noted that ice and weather conditions encountered this past season were the worst on record and that expert seamanship to handle the difficult maneuvering conditions was required. The accomplishment of your vital mission was in keeping with the highest traditions of the Military Sealift Command. 4. Well done. October 1987/LOG/ 9 �Rare Victory for Oppressed Crew (Continued from Page 4.) on FOC ships so that when the wages approach that of the developed nations, crews would no longer be gotten from the evolving nations. Arrogantly, shipping and P&I insurance companies flatly ask such crews, "Do you think a Greek shipowner would hire anyone other than a Greek or other Europeans if the crew cost was the same?" Even the Philippine consuls agreed, adding that "the number of jobs being lost to other countries, like Sri Lanka and Pakistan, is due to the increase of ITF action and contracts of FOC ships with Filipino seamen; thus, take what you can get and don't make any trouble!" "In some ways it's helping to create that 'level playing field' and stopping the 'slave ships'. "Morris said. "It is refreshing that just recently the marine insurance companies are finally reaching a similar conclusion by more cautiously insuring FOC ships from countries like Cyprus, Gibraltar and Panama due to their bad records with losses twice to triple that of other nations. This might be just another twist of the screw to extract higher insurance premiums, but maybe they are acting responsibly for a change." VICE PRESIDENTS' REPORT (Continued from Page 5.) rights. Workers in the maritime and transportation sectors have been particularly hard hit. Six years ago, getting a contract was a relatively routine matter. Now, union representatives find themselves tied up for months and years at a time in the courts fighting greedy owners. The latest example of this is McAllister and Curtis Bay. SIU members are currently striking these two tug companies which have asked for substantial and unconscionable give-backs. The workers in these companies have stood united against the companies. Scab workers now manning the vessels have run their vessels aground and have proven generally unreliable. SIU Joins NFL Players on the Picket Une Washington Redskin's center Russ Grimm autographs a picket sign for Diane Coleman and Tammy Padgett, SIU headquarters workers who joined the Skins and some 20,000 other union members and supporters outside Robert F. Kennedy Stadium in Washington, D.C. The massive demonstration was held the first week scab games were played during the National Football League Players Association Strike. At RFK, NFPLA supporters almost outnumbered the people inside, where the normally sold-out stadium (159 games in a row) was only halffull. After 24 days on strike, the players ended their walkout and filed an anti-trust suit against the owners. It's important to remember that the rights of our SIU brothers and sisters in these companies will ultimately be decided upon in the courts. The next president will have a chance to undo the harm caused by President Reagan's appointments to the National Labor Relations Board. GREAT LAKES by V.P. Mike Sacco T HE SIU won its strike against the Champion Auto Ferry Company which runs a ferry service between Algonac and Harsen's Island. The Union represents the pilots and deckhands on these vessels. I'd like to give a vote of thanks to SIU Rep Byron Kelley who handled the negotiations, and to the members themselves who stood united. Michigan House Bill H.R. 4474, also known as the Sailor's State Tax Reform Bill, would relieve Michigan seamen of the burden of filing income tax returns on a quarterly basis. Unfortunately, this much-needed bill has run Finance Committee Completes Work at Headquarters The Union's quarterly finance committee spent seVeral days at headquarters last month as they went over the SIU's expenses. Pictured above are Chief Electrician Red Harris, AB Ray Fernandez, Chief Steward Wheeler M. Washington, QMED and committee chairman Tom Doran, Chief Steward Michael Calhoun and Chief Steward Alexander P. Reyer. 10 I LOG I October 1987 into a little bit of a snag. The governor and the legislature are at loggerheads over the bill's wording. SIU Field Rep Larry Querry, who testified on behalf of the SIU earlier this year, is monitoring the bill's progress. Great Lakes seamen have been following the Canadian Free Trade talks with great concern. Local newspapers have reported favorably on the pact, but there has been little, if any, mention of the maritime industry, which stands to lose a great deal if the pact is enacted in its present form. At best, the pact would freeze support to the maritime industry at its present, depressed levels. Canadian operators would be able to compete for any new work generated by changes in cargo preference laws. Given the generous system of subsidies that Canadian operators enjoy, this would give Canadian shipping interests an almost insurmountable edge for this new work. Michigan is one of the target states for the 1988 primaries. It is a caucus state, which means that the March 26 primary date will be an important test of the candidates' organizational strengths. So far, at least, the Republicans have been garnering most of the publicity. The Michigan party has been torn between the moderates, who tend to support Vice President George Bush, and the evangelicals, who have demonstrated a surprising ability to organize. On the Democratic side, organized labor will play a critical role in determining the winner. Michigan is one of the most heavily organized states in the country. To give you an indication of how strong labor is here, the Detroit Lions failed to attract more than 5,000 people to the stadium during the first week of the NFL players strike. Michiganders like their football, but not if it's played by scabs. �Piney Point Visited by New T-5 Tanker he day was bright and sunny and the gusty winds whipped up small whitecaps on the Potomac River as the contingent of visitors from SHLSS made its way to the end of Steuart Petroleum's long concrete pier at Piney Point. Waiting to receive them was the U.S. merchant fleet's newest T-5 tanker, the Lawrence H. G ianella, noisily unloading its cargo of highly explosive jet fuel. On September 23, an eager group of SHLSS trainees and school representatives were treated to an impressive tour aboard the tanker. Built in Tampa, Florida and weighing in at a hefty 30,000 gross tons, this modern ship will be plying the waters up and down the Atlantic coast under a JP4 Military Sealift Command Time Charter 2MS contract for the next five years. The jet fuel being unloaded this day was brought up from Beaumont, Texas, stored in government-rented tanks on shore and eventually transported to power the jets at Andrews Air Force Base. T and manned by a crew of 3 5. Obviously proud of their modern, wellmaimained vessel, several crew members took turns showing their guests the entire workings of the ship from the top of the bridge, through the galley and the spacious private crew quarters down into the lowest level of the engine room where the noise level reached the 90 decibel range. One tour leader, Third Mate Pat Burke, was a 1978 graduate of the SHLSS. He was obviously delighted with being able to host visitors from his old school and to explain the many intricate workings of the bridge with its state-of-theart CAS (Collision Avoidance System). Captain Sheen was especially gracious, welcoming the visitors into ...... SHLSS trainees board the Lawrence H. Gianella. his office and volunteering as much information about the ship's operations as possible. He explained that in addition to trips from Houston, .Beaumont, and Key West, they are looking forward to making a possible December run down to Antarctica. Orders are generally given one trip ahead; however, that can change at any time, depending on the needs of the military. In executing its primary duty of transporting jet fuel for the Air Force, the Lawrence H. Gianella becomes a part of the Naval Reporting System. In order to ensure a quick response in case of national emergency, the Navy is very particular in requiring the reportage of the tanker's positioning and scheduling at all times. This information is The Lawrence H. Gianella is owned by Ocean Ships, Inc. (Houston, TX), captained by Master Robert Sheen, relayed through a network of satellites positioned around the globe. At one point, during a regularlyscheduled run, the bridge got a sudden call to help its sister ship, the Paul Buck, to refuel at sea. Being a government-contracted vessel, the G ianella is also involved in a federal program which designates it as a reporting agent in search of stolen boats or boats used for criminal intent-(drug smuggling). Naturally, all of this involvement with the government generates an enormous amount of paperwork for captain and crew; something which they view as a necessary evil. It's all a part of being our nation's Fourth Arm ofDefense--the U.S. Merchant Marine which now, more than ever, is relying on government work to help sustain the industry. • At left is Piney Point Port Agent Al Raymond with SHLSS trainees being shown around by Bosun Al Caulder, on the right. ~ SIU/SHLSS Manpower Coordinator Bart Rogers (right) and QMED Bob Cauldwell inspect the powerful engine of the Lawrence H. Gianella . • SHLSS Vice President Ken Conklin presents Captain Robert Sheen with a souvenir SHLSS/SIU cap. • Third mate Pat Burke on the bridge of the T-5 tanker Lau•rence H. Gianella with visitor Chris Tennyson inspecting the CAS (Collision Avoidance System) radar. October 1987 I LOG I 11 �Earn Your College Degree at Piney Point! M embers of the SIU sailing in the deck or engine departments can earn a two-year associate in arts degree by attending classes at the Seafarers Harry Lundeberg School of Seamanship. Degrees in Nautical Science Technology or Marine Engineering Technology can be earned by combining credits from upgrading classes with credits earned in general education classes (math, English, science, etc.). The degree programs are approved by the Maryland State Board for Higher Education. The program is designed so that students can come to school for an eight-week session of the college general education courses. During that time, students take two to three courses in subjects such as physical science, college mathematics, sociology, composition, psychology, etc. The choice of courses is up to the student and is based on his or her particular needs and interests. Students return to Piney Point for courses when their schedules allow so that they can complete the number of courses needed to earn the degree. Most students are able ro complete the our First success ... On July 31, 1987, the SHLSS graduated its first student to receive an Associate in Arts degree through its own in-house program, Jonathan Dierenfeld from Seattle, Wash. He originally graduated from the SHLSS as a trainee in 1975. Shipping out of Seattle at four-month intervals, Mr. Dierenfeld used his time between jobs to go to school and most recently has been sailing on a small freighter out of Alaska. He found out about the SIU and the SHLSS in a round-about way. While in Montana, he picked up a hitchhiker who wanted to be in the merchant marine since he was a boy. This young man told Dierenfeld all about the SIU and got him to thinking that this might be the life for him also. After traveling around to numerous port cities, he ended up in Baltimore where he was given an application to the SHLSS. Graduating in 197 5, he returned in 1977 and got his ABook. About a year ago Dierenfeld began taking college freshman math, English composition and literature, and Industrial Psychology for his AA degree here at the SHLSS. He would very much like to see the program's continued ALL MEMBERS: If you have a deep sea deck or engine license please fill out the below coupon and mail it with a xerox copy of your license to: Manpower Coordinator S.H.L.S.S. Piney Point, Maryland, 20674 FIRST LAST MIDDLE MAILING A D D R E S S : - - - - - - - - - - - - - - HOME PHONE: _ __ AREA CODE general education requirements for the degree in three to four eightweek sessions. Some students have attended one, two or even three sessions in a year's period. The schedule for college program sessions appears in the LOG each month on the same page as the upgrading schedule. Seafarers are encouraged to take advantage of this great educational opportunity. For more information about the college programs, contact the Seafarers Harry Lundeberg School of Seamanship, College Programs Office. growth and emphasis on quality education, and he encourages other SIU members to take advantage of the program. Mr. Dierenfeld waxes philosophical when reflecting on his educational experience in his "Message to the Next .Watch": One reason for the failure of many is the fact that they insist on manipulating A cooking Lesson!? riginally from Detroit and now living in San Diego, seaman Nick Nagy, who enrolled at SHLSS recently as a third mate student, has obtained his U.S. Coast Guard licensing. After first coming to SHLSS in 1981 for the Mates Program and later for the Recertified Bosuns, Nagy began studying on his own to work toward his goal of becoming a licensed seaman. He found that his independent study, however, was rather haphazard and lacked direction. Also, it was difficult for him to fit his studies into his daily schedule of working and supporting his wife and four children. Nagy finally decided that the only way he could adequately prepare for his licensing test would be to return to the SHLSS. The struc- 0 BOOK NO: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ TYPE & CLASS OF YOUR LICENSE: _ _ _ _ _ _ _ __ When would you be available to ship on your license if a job opportunity was available? DATE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ~ 12 I LOG I October 1987 reality co conform to personal perception rather than seeing things objectively. Let's accept each other for what we are and appreciate what each of us has to offer. This is not to say that we should lie back and do nothing with ourselves, for learning is a lifelong process. It starts with dedicating ourselves to understanding the laws of the universe. Once we obtain an understanding of these natural laws of existence, we arrive at the essence of spirituality and peace. Third mate Nick Nagy tured course of study, along with highly dedicated teachers and a full-time learning atmosphere, all worked together to help Nagy concentrate totally on his work. He credits hard work and lots of "after-hours" attention given by his instructors for his success in passing his licensing exam. He sums up his learning experience at SHLSS this way: "Learning the material here is just like someone teaching you how to cook. You can be given all the ingredients to a recipe, but the only way you are going to get a tasty meal is to take that recipe and try it out yourself. Here at the school, the instructors give us all the information we need to do the job right. It's up to the student to take that information and actually take the initiative to apply it." �Steward .Upgrading Courses 987 Upgrading Course Schedule Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry October 1987 - December 1987 The following is the current course schedule for October 1987 December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as po~ble. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SW Representatives in all ports will assist members in filling out the application. Course Check-In Date Completion Date Assistant Cook *Sealift Operations & Maint. October 14 November 30 November 27 December 24 Assistant Cook • Sealift Operations & Maint. November 25 January 11 January 8 February 5 Cook and Baker • Sealift Operations & Maint. October 14 December 14 December 11 January 8 Chief Cook *Sealift Operations & Maint. October 28 December 28 December 25 January 22 Chief Steward •Sea lift Operations & Maint. October 28 December 28 December 25 January 22 Adult Education Courses Check-In Completion Date Date Course For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) November 2 December 14 Adult Basic Education (ABE) & English as a Second Language November 2 December 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. College Programs Engine Upgrading Courses Course Fireman/Watertend r, "ler • Sealift Operations & Maint. Electro-Hydraulic Systems *Sealift Operations & Maint. Diesel Engineer - Regular • Sealift Operations & Maint. Check-In Date October 12 December 7 November 9 December 21 October 12 November 23 Check-In Date October 26 Course Associates in Arts Completion Date December 4 December 31 December 18 January 15 November 20 December 12 Completion Date December 18 College Program Sessions Schedule for 1988 January 11 March 21 May 23 August 8 October 17 March 4 May 13 July 15 September 30 December 9 UPDATE OF Honor Roll of QMED's Deck Upgrading Courses Course Check-In Date Completion Date Celestial Navigation November 2 December 4 Radar Observer December 7 December 12 Radar Observer (Renewal) Open ended course, however, must notify SH LSS before entering this course. LAST FIRST SSH 1v1IDDLE BOOK# Mailing Address sTREET: _ _ _ _ _ _ _ _ _ _ _ _ __ CITY: _ _ _ _ _ _ _ _ _ _ _ _ _ __ Inland Deck Shiphandling Simulator October 12 Check-In Date November 2 Date You Received QMED: _ _ _ _ _ _ _ _ _ __ SPECIALTY COURSES COMPLETED: October 16 Recertification Programs Course Steward Recertification STATE: _ _ _ _ _ _ _ _ _ ZIP CODE _ __ Completion Date December 7 Name of Course & Date: 1. _ _ _ _ _ _ _ _ __ 2. 3. - - - - - - - - 4. 5. - - - - - - - - 6. 7. - ------- If you are a Class I, QMED, have you applied to SHLSS to sit for your 3rd Asst. Engineers License? If so, date: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ DAY MONTH YEAR October 1987 I LOG I 13 �Apply Now for an SHLSS Upgrading Course . ·•••••••••••••••••••••••••••••••··••········•·············•·•··········•········•················••·················•······•·····•······•• . I I _Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) Date of Birth (Middle) Address Mo./Day/Year (Street) (City) (State) Deep Sea Member D Telephone (Zip Code) Inland Waters Member D (Area Code) Lakes Member D Pacific D If the following imformation is not filled out completely your application will not be processed. Book#______ Seniority______ Oepartment_ _ _ _ __ Social Security# Veteran of U.S. Armed Forces 0 Yes 0 Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ No Endorsement(s} or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes No D (if yes, fill in below) Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D ~ CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s} Checked Below or Indicated Here if Not Listed DECK D D O D D 0 D D ENGINE AB/Seallft Towboat Operator Inland Celestial Navigation Master Inspected Towing Vessel 1st Class Piiot Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD 0 FOWT 0 QMED-Any Rating O Variable Speed DC Drive Systems (Marine Electronics) o Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Ref rlgeratlon Systems Maintenance & Operations D Diesel Engine Technology D Assistant Engineer/Chief Engineer Motor Vessel D Orglnal 3rd/2nd Assistant Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance O Hydraulics O Electro-Hydraulic Systems D D O O O Assistant Cook Utlllty Cook and Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS O Welding 0 Llfeboatman ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) O High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) O ABE/ESL Lifeboat Preparation COLLEGE PROGRAM o Associates In Arts Degree D Nautical Science Certificate You must list, or supply evidence of, sufficient time to qualify yourself for the course(s) you are requesting. VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE~~~~~~~~~~~~~~- RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ..-.-..-........................................................................................................................... ......... ~- Rev 10187 14 I LOG I October 1987 ~-- .....\ ~ �APL Crews Don't Go Hungry SIU Stewards Feed the Presidents APL's President Garfield in San Francisco. Chief Cook S. Ghani (left) and Steward/Baker S. G. Wong keep an eye on a large roast. APL's President Monroe made its regular San Francisco call recently and Patrolman Gentry Moore made the ship. Pictured above are (I. tor.) Chief Steward Floyd King, Chief Cook Robinson Crusoe Moore, Jake Dusich, APL's asst. food steward, and an MFOW crewmember. SIU Patrolman Gentry Moore (left) has a chance to help the SIU steward department onboard APL's President Garfield catch up on the latest Union news. They are (I. to r.) Samuel Smith, assistant cook; S. G. Wong, steward/baker, and Chief Cook S. Ghani. Steward/Baker S. G. Wong serves 'em sunnyside up. October 1987 I LOG I 15 - �Burial at Sea for Senior Bosun by Bob Borden, PAO, MSCPAC Relatives, friends and former shipmates of Marty Collins gathered aboard the yacht Pacific Spirit in late September to pay their last respects to the senior bosun of MSCPAC. Collins died of heart complications Sept. 18 in Oakland. Known as a strict, no-nonsense mariner aboard ship, he was also remembered as a kind-hearted man ashore who was everybody's friend. Collins, a naturalized American who was born in Nova Scotia, spent almost 44 years sailing with the U.S. government, first as an AB with the Army Transportation Service and later as a bosun with MSTS when it was created in 1949. During World War II, he was wounded in the leg bringing troops to Normandy and was aboard ships in the North Atlantic that were torpedoed by enemy submarines. "Marty once told me that when he died, he wanted to be cremated and have his ashes tossed into the sea from the last ship he served aboard," said Irene Hall, Collins' close acquaintance over the past several years. Collins' final hip was the USNS Mercy, currently in Oakland, Calif. undergoing industrial work. The hospital ship isn't expected to move from its present berth until January, so Hall made plans with a local organization to have Collins' cremated remains put into the sea beyond the Golden Gate Bridge in San Francisco. About 75 persons were aboard the yacht, including five children of the veteran bosun, when it set sail from Berkeley Sept. 27 for Collins' final voyage. ' 'He was a good bosun , real hardcore, but a fair man ,' ' 'aid Collins' longtime friend, AB Edward Palmer, who first met Collins in t 965 on the USNS Arnold. "'There's nothing clo er than a shipmate, and I'm not afraid to say I wept when I heard Marty died. " Capt. Tom Savoie, the senior MSCPAC representative at the memorial service for Collins, spoke briefly to the mourners before Collin ' ashes were put into the Pacific. "I didn't know him personally but I am kin to him, for we are brothers of the sea," said Savoie. "'I understand the hardships Marty must have suffered and the years he spent separated from his loved ones. But the sea has its compensations, and it's a good, productive life. ''It's evident he never regretted going to sea, since his last wish was to be joined with her after his death. On behalf of all mariners who have ever sailed a ship, we honor him and commend his spirit to God.'' Commander Mike Ramming, a chaplain affiliated with an MSCPAC reserve unit, conducted the memorial service. As the friends and relatives of Collins walked along the starboard side of the yacht outside of the Golden Gate Bridge, they tossed single carnations and wreaths into the sea in tribute to the senior bosun ofMSCPAC. His former shipmates said it was the kind of service Marty would have enjoyed. MSCPAC Stays On Course j• :·:. ::.:·.~::. •• : ~: , ~·<:::_ ·-:~ MSCPAC AB Barry "Porpoise" Smith, the sailor's artist, recently completed a tour aboard the USNS Mercy and was placed back in the pool awaiting reassignment. He spent his shore time creating two impressive posters for MSCPAC, items which are popular in the fleet, ashore and in the maritime community. Smith also completed work on a series of prints which captured the spirit of the Mercy's recent humanitarian cruise to the Philippines. Prints from that series are being reproduced and sent to the various multiservice commands which were represented on the hospital ship during her deployment. 16 I LOG I October 1987 Mourners at the memorial service for Bosun Marty Collins toss flowers into the sea in tribute to the former MSPAC mariner as his ashes are committed to the Pacific. Containerization Exists in MSC by Bob Borden, PAO, MSCPAC When containerization of cargo first began back in the 1950s, many shipping companies believed it was the greatest advancement in shipping since the invention of the steamship. Given the economics of commercial shipping today, container vans are practically synonymous with private shipping. If you don't have them, you're unlikely to get much business. It comes as a surprise to some, then, when they learn that MSC-a government organization-maintains a sizeable fleet of dry cargo and reefer vans, just like its commercial counterparts. In a dusty lot across the street from the main gate of N SC Oakland, MSCPAC leases three acres of land from Naval Supply Center Oakland to survey, repair and stock parts for containers which eventually make their way up and down the West Coast and across the Pacific. ''The vans get a lot of use either on the highway or aboard ship," says George Holland, the only person in MCPAC with the title of container specialist. Holland oversees van repair work performed by four employees of the Navy's Public Works Center. Of the 600 MSCPAC containers, only about 50 are in Oakland, according to Holland. The remainder are in Port Hueneme, Honolulu, and Subic Bay, with some aboard MSCPAC controlled and chartered ships. "We've even loaned some to the Coast Guard and the Marine Corps," said Holland, a 12-year employee of the command. A neighbor of MSCPAC on the other side of Building 310, the Navy Resale and Services Support Office, frequently uses 20-foot containers and fills them with Navy exchange items which are then shipped to stores throughout the Pacific. On other occasions, the versatile vans have been used as tool and supply storage bins for ships undergoing repair work , and they've been spruced up to house shipping displays at public transportation functions. Years ago, MSC leased vans from a commercial firm but then discovered it was more cost effective to own the containers. Still, they aren't exactly (Continued on next page.) �Small Business Is Good Business by Bob Borden, PAO, MSCPAC The U.S. government is the largest purchaser of goods and services in the world. MSC, for its part, helped the government maintain that distinction in fical year 1986 with expenditures totalling over $1.8 billion. At a recent small business workshop at MSCPAC attended by 25 employees who deal with purchasing and contracts, Small Business Adminstration (SBA) representatives urged the command to make sure small and minority-owned businesses get their fair share of the MSC procurement pie. Regional SBA representatives told assembled employees about some of the basic programs within the SBA procurement division and how their organization communicates with the Department of Defense. "One of the reasons we encourage agencies to set aside procurement awards is to stimulate and increase the number of small businesses that could possibly bid on government contracts," said Robert S. Paccione, an assistant regional administrator with the SBA in San Francisco. "By doing this, we can stimulate the industrial base and hopefully increase the total number of sources for the government in different areas." In general, Paccione says American small businesses do get a fair percentage of government work primarily through subcontracts. He estimates about 40 percent of government sub- contract awards go to small businesses, with 20 percent of prime contracts going to smaller firms. "The primary purpose of the SBA in setaside awards is to try and stimulate the number of awards to small businesses," he says. "We're always trying to increase that percentage.'' Last year, 28 MSC contracts totalling $51.4 million were awarded to small business firms, including one on behalf of the Army for the construction of four Logistic Support Vessels at a firm fixed price of $41 million. COMSC's Diane Mukitarian , an SBA specialist who helped coordinate the MSCPAC conference with deputy EEO officer John Tate, would like to see more awards going to such firms in the future. "It's not only important that the small businesses get their fair proportion of DOD business, it's a statutory requirement,'' she emphasized. ''We're just playing our part and contributing to the Navy's overall contribution to the DOD program which is meant to ensure small businesses get a share of defense dollars.'' DOD also has contracting goals for minorities and is aiming for 5 percent of DOD contract funds in the next two fiscal years to be awarded to business firms owned and controlled by socially and economically disadvantaged individuals. To assist contracting officers to locate small and minority firms in their area, the SBA has established a program called PASS (Procurement Automated Source System) to assist small businesses to compete for government procurement opportunities. PASS is a national automated directory of small suppliers of goods and services. It lists profiles of almost 150,000 companies, including over 26,000 minority-owned and 27 ,000 women-owned firms. MSCPAC's John Tate, who carries the formidable title of Deputy for Small Disadvantaged and Women-Owned Businesses, has been busy in the San Francisco Bay Area trying to get the Containerization (Continued from Page 16.) cheap. A 20-foot reefer van, for example, can cost up to $23 ,000. Maintenance work usually runs around $2,000 per van, according to Holland. Most of the repair work involves fork lift damage to container sides, or replacement of bottom rails which bend when they slide on the deck vf a ship. A part of his job. Holland inspects every van when it's returned to his yard. He's also required to recertify containers for use every two years. "I've got more than enough work to keep me busy for some time to come,'' says Holland. Though MSCPAC has some 35-foot vans, it doesn't have any 40-foot containers, a size generally considered the industry standard. Several years ago , however, MSC acquired 3,000 of the larger vans as part of the SL-7 KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU procurement package when the command bought eight of the former container ships from Sea-Land. Those containers have since been sold or dispersed to military bases in the U.S. and abroad. "Our vans may be smaller than the commercial containers but that doesn't mean they're lightweights" claims Holland. At a length of 20 feet, eight feet wide and just over eight feet high, an aluminum and plywood van can carry a gross weight of 44,800 pounds. ''If the door will shut,'' says Holland, ''the chances are pretty good the cargo inside can be moved." Bruce Stallings, a cargo specialist with the transportation office in Building 310, keeps track of MSCPAC van movements through message traffic. Eventually, says Stallings, the container transactions will be monitored by computer. YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and• separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. word out about MSCPAC and the procurement opportunities available from the command. Over the past few months, he and his staff have participated in small business fairs, held workshops for a black business exchange and attended an Hispanic business conference. ''MSCPAC is doing extremely well at the present time in the procurement area and we're seeing a greater proportion of business now done with smaller firms," notes Tate, who always likes to remind listeners that 98 percent of all companies in the U.S. are small firms. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi· nated against because of race, creed, color. sex and national or geographic origin . If any member feels that he is denied the equal rights to whiCh he is entitled. he should notify Union headquarters. patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt. or if a member i required to make a payment and is given an official receipt. but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. job discrimination, financial reprisal, or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied bis constitutional right of ~ to Union records or information, be should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. October 1987 I LOG I 17 �LNG Crews Ratify New ConUactForEightShips Seafarers aboard the eight Energy Transportation Inc. LNG ships overwhelmingly ratified a new three-year pact last month in a series of shipboard meetings. Each of the distinctive ships carries an unlicensed crew of 19 on their runs from Indonesia to Japan. The SIU first crewed the ships in 1977 when the company won a 20-year contract to supply natural gas to Japanese utilities. Indications are the company may win an extension of the contract which still has 10 years to run. SIU Rep. Carl Peth traveled to the Far East to explain the contract to the crews. In addition to maintaining the manning scales aboard the eight ships, the new contract calls for annual 2 percent wage increases. Also, ordinary seamen onboard the ships received an extra 13 percent increase to overcome their re-rating to day worker status. In the galley of the LNG Gemini are (I. to r.) SA Samuel Concepcion, Steward/Baker Harold Markowitz, AB Bert Gillis, Chief Cook Michael Ruggiero and SA Monica Kohs. LNG carriers are familiar to about everyone thanks to the distinctive tanks like these aboard the LNG Aquarius. Part of the crew of the LNG Capricorn waits to start a meeting to go over the new three-year contract. Four members of the Gemini's deck and engine departments meet in the lounge to discuss the new contract. They are (I. to r.) Wiper John Hoskins, QMED Barry Harris, AB Mohamed Rawi and OS Michael Strickland. Onboard the LNG Taurus are (I. tor.) QMED Tom Maga, Bosun Fred Pheler, Steward/Baker Robert Adams and AB Al Pickford. Onboard the LNG Leo the Ship's Committee meets in the lounge. Standing are QMED James Carnell (left) and QMED Keith Amos, sitting (I. to r.) are AB Charles Kahl, Bosun Luther Myrex, Steward/Baker Henry Jones and SIU Rep. Carl Peth. 18 I LOG I October 1987 �D~aest of Sh~ps Neet~nas AMERICAN EAGLE (Pacific Gulf Marine), September &-Chairman S. Kranczynzk, Secretary Neville Johnson Jr. No disputed OT was reported, although there was some problem noted in the steward department that the master is keeping track of the steward overtime (which is the steward/baker's duty). There is $15 in the ship's fund. Crewmembers feel they need better clarification of the contract. A motion was made to reduce normal retirement to 62 years of age with ·the necessary sea time of 5,4 75 days. This would coincide with social security and also would be in line with the boatmen and Great Lakes tug members. The motion was directed to Vice President "Red" Campbell. It appears that the American Eagle is being observed! "About three days out of Rotterdam, a helicopter circled our vessel about three times, shone a search light and made very good observations. It never did make radio contact with the bridge. The trip before, an armed pirate boat observed this vessel. " Next port and port of payoff: Savannah, Ga. FALCON PRINCESS (Seahawk Management), September 13-Secretary Royce D. Bozeman, Educational Director D.E. Guajardo. Some disputed OT was reported in the engine department; otherwise everything is running pretty smoothly. Two chief cooks onboard the Falcon Princess both got off for medical reasons, leaving the vessel without a chief cook for 36 days. Some problems were noted with regard to working gear. A new ice maker is needed as well as a new washer and dryer. "This has been a pretty good trip, considering the run-Sudan. " The steward department was given a vote of thanks for the fine job they did cooking without a chief cook. Next port: Boston, Mass. 1 ST LT. JACK LUMMUS (AM SEA), Chairman Luke Meadows, Secretary Bill Bragg, Educational Director J. McCraine. No beefs or disputed OT. There is $86 in the ship's fund. A vote was taken to send flowers to the commodore's father who is in the hospital. All voted in favor. Also brought up was the question of security guards roaming the vessel. A suggestion was made to report to the bridge when the guards are seen wandering in places other than the mess hall or gangway post. It was also suggested that the crew launch no longer be used to transport ship's stores. A vote of thanks went to the steward department and the Navy staff for the great beach party. Next port: Guam. LNG GEMINI (Energy Transportation Corp.), August 16-Chairman Glen Miller, Deck Delegate Eugene Bousson, Engine Delegate Mark Freeman.Steward Delegate Mike Ruggiero, Secretary Harold Markowitz. No beefs or disputed OT were reported. There is $272 in the ship's fund. The bosun reported that there have been no problems and that the captain has noted that everything is running smoothly. He talked about the OS being underpaid. Now that they are on day work, he believes that their base wages and OT rates should be increased in the new contract. The steward asked everyone to help keep the lounge clean and to return all glasses and coffee cups when finished with them. The educational director reported that he has posted a map of Japan in the crew lounge. He also posted a local map of Nagoya with subway routes and various points of interest. The crew asked about the possibility of having the cabinets removed from the crew lounge and more chairs or a couch added so as to provide enough seating for everyone. Next ports: Bontang, Indonesia and Tobata, Japan. GOLDEN ENDEAVOR (American Maritime), August 30-Chairman R.L. Schwander, Secretary E. Tinsley. Some disputed OT was reported in the deck department, and the engine department has a problem about working overtime. These problems will be taken up with the patrolman. This special meeting was called to clarify some misunderstandings aboard ship. A motion was made for the engineers or mates not to padlock the engine room doors or any other doors while on the vessel. The steward department was given a vote of thanks for a job "very, very well done. It was 100 percent better than last trip." Next port: New York. PUERTO RICO (Puerto Rico Marine) , September 6-Chairman A. Trikoglou, Secretary J.R. Colls, Educational Director W. Stevens, Deck Delegate J. Papamanolis, Engine Delegate A.H. Nelson, Steward Delegate R. Cosme. Some disputed OT was reported in the engine department. The ship will spend five days in Baltimore next week. The bosun will check with the boarding patrolman at that time about some of the problems aboard ship, and payoff will be as soon as some of the beefs have been taken care of. A vote of thanks was given to the steward department for the fine job. SEA·LAND ECONOMY (Sea-Land), August 30--Chairman J.C. Brooks, Secretary H. Scypes, Educational Director Jose D. Hipolito, Deck Delegate R. Steele. No beefs or disputed OT. There is $106 in the movie fund. Two men got off in England. One was taken to the hospital. The other, the bosun, had to fly home to attend to his Monthly Membership Meetings Deep Sea Lakes, Inland Waters Date Port Piney Point .............. Monday, November 2 ................. 10:30 a.m. New York ............... Tuesday, November 3 ................. 10:30 a.m. Philadelphia .............. Wednesday, November 4 .............. 10:30 a.m. Baltimore ................ Thursday, November 5 ................ 10:30 a.m. Norfolk ................. Thursday, November 5 ................ 10:30 a.m. Jacksonville .............. Thursday, November 5 ................ 10:30 a.m. Algonac ................. Friday, November 6 .................. 10:30 a.m. Houston ................. Monday, November 9 ................. 10:30 a.m. New Orleans ............. Tuesday, November 10 ................ 10:30 a.m. Mobile .................. Thursday, November 12 ............... 10:30 a.m. San Francisco ............ Thursday, November 12 ............... 10:30 a.m. Wilmington .............. Monday, November 16 ................ 10:30 a.m. Seattle ........... ....... Friday, November 20 ................. 10:30 a.m. San Juan ................ Thursday, November 5 ................ 10:30 a.m. St. Louis .... ............ Friday, November 13 ................. 10:30 a.m. Honolulu ................ Thursday, November 12 ............... 10:30 a.m. Duluth .................. Thursday, November 12 ............... 10:30 a.m. Jersey City ............... Wednesday, November 18 ............. 10:30 a.m. New Bedford ............. Tuesday, November 17 ................ 10:30 a.m. wife who just had a heart attack. The crewmembers took up a donation for the bosun's wife and sent flowers and a getwell card. The replacements for these two are supposed to join the ship in Port Everglades. At that time the chairman will also check with the boarding patrolman about OT in the steward department. A vote of thanks was given to the steward department for "a good four-man feeder." One minute of silence was observed in memory of our departed brothers and sisters. Next port: Port Everglades, Fla. STAR OF TEXAS (Seahawk Management), September 19-Chairman B. Cronan, Secretary I. Fletcher, Educational Director D. Jekot. Everything is running smoothly with no beefs or disputed OT. The ship will anchor on arrival in Philadelphia and await docking orders. Payoff will take place on arrival. The chairman asked all eligible members to take advantage of the upgrading facilities at Piney Point. He also urged everyone to participate in the SIU's political activities by supporting SPAD. The steward department was given a vote of thanks for a job well done. Next port: Philadelphia, Pa. STONEWALL JACKSON (Waterman), September 6-Chairman C.T. Lineberry, Secretary C. Rooks, Educational Director C.E. Hemby, Deck Delgate Donald M. Hood, Engine Delegate Jose Ortiz. Some disputed hours were reported in the steward department and will be taken up with the patrolman at payoff. The bosun announced that the ship would pay off in Newport News, Va. and that all members getting off should leave their keys with the bosun or chief steward so that the new men can get their room keys. All departing members should also remember to strip their bunks and take all clean linen back to the linen locker. The educational director noted that one safety tape was shown this trip. The bosun spent $85 of his own money for tapes, so everyone was asked to put some money into the movie fund to pay him back. There are now plenty of movies on the ship for entertainment. A suggestion was made to have launch service every hour instead of every two hours in all U.S. and overseas ports. One minute of silence was observed in memory of our departed brothers and sisters. Next Port: Norfolk, Va. Official ships minutes also were received from the following vessels: BALTIMORE BEAVER STATE CHARLESTON 1ST LT. B. LOPEZ GALVESTON INDEPENDENCE LO G BEACH MOKU PAHU OMI COLUMBIA OMI MISSOURI OVERSEAS HARR~mE PONCE SEA-LAND ADVENTURER SEA-LAND ANCHORAGE SEA·WD EXPRESS SEA-LAND INDEPENDENCE SEA·WD INNOVATOR SEA-WO LEADER SEA-WO PRODUCER THOMPSON PASS USNS ALGOL WESTWARD VENTURE PAJtAMA ------Sprucing Up the Long Beach Ir AB Juan Quing "Picasso" Passapera, works on the SeaLand logo. Paulino Flores, bosun aboard the Long Beach, supervises his gang, ''the best deck department I've ever worked with." Aboard the SS Long Beach (Sea-Land Service), crew. members Daniel Hanbury, Felix Santiago and Carlos Passapera paint the stack as the vessel heads into Elizabeth, N.J. for payoff. October 1987 I LOG / 19 �CL -Company/Lakes l -lakes NP -Non Priority Directory of Ports Dispatchers Report for Great Lakes SEPT. 1-30, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Port Algonac .. . .. .. . ... . . ..... . 0 27 3 0 7 3 0 3 0 0 11 33 0 18 4 0 10 2 0 2 0 0 37 11 67 17 ENGINE DEPARTMENT Port Algonac ............... . ... 0 4 11 STEWARD DEPARTMENT Port Algonac .......... . ........ 5 0 0 HEADQUARTERS ENTRY DEPARTMENT Port 0 Algonac ................... 0 15 35 0 0 72 21 49 15 Totals All Departments ........ 0 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea SEPTEMBER 1-30, 1987 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York . .. ......... . .. Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco. . . . . . . . . . . . . Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ....... . . . ....... New Orleans ......... .. .. Jacksonville .............. San Francisco. . . . . . . . . . . . . Wilmington . . ............ Seattle ................. Puerto Rico .......... . ... Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville ......... . .... San Francisco. . . . . . . . . . . . . Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ... . ............. 53 1 10 15 12 37 38 31 21 38 14 6 46 0 2 324 12 3 6 12 2 12 13 12 7 9 3 7 8 0 2 108 3 1 0 3 1 3 4 15 3 7 0 0 0 0 1 41 1 1 0 1 0 0 3 7 1 3 0 7 1· 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 264 5 2 4 7 3 10 2 7 3 9 0 11 2 0 5 70 25 162 21 1 3 4 6 14 16 33 9 23 5 5 11 0 7 5 0 2 5 2 2 6 5 4 7 0 22 2 0 10 0 0 0 1 0 3 0 6 0 2 0 24 1 0 0 17 0 4 2 7 9 10 29 7 20 6 2 9 0 5 158 72 37 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco. . . . . . . . . . . . . Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. 139 198 191 Totals All Departments ...... 824 448 294 19 5 1 7 1 13 5 32 8 19 6 10 12 0 1 20 3 6 7 6 12 9 11 12 18 4 75 7 0 8 11 1 0 8 4 16 3 20 9 4 0 110 3 0 2 75 127 645 0 1 5 1 7 4 5 5 8 5 5 7 0 0 62 93 1 18 27 19 65 52 50 28 62 25 6 57 0 3 506 16 7 3 10 4 14 17 13 6 8 4 8 2 0 1 113 1 2 0 4 2 5 5 14 9 7 0 1 0 0 1 51 31 304 72 34 STEWARD DEPARTMENT 1 0 0 0 1 0 0 0 2 0 2 0 6 0 6 2 0 0 2 2 0 0 17 26 1 0 0 0 5 0 7 0 1 5 0 5 3 13 0 3 1 58 2 0 0 37 2 5 5 5 31 17 68 13 33 3 4 19 0 3 10 3 1 5 2 1 9 9 4 10 0 31 3 0 9 0 0 0 2 1 6 1 10 1 0 0 21 0 0 1 15 1 2 6 2 10 5 11 9 12 2 7 10 0 0 92 28 9 **REGISTERED ON BEACH All Groups Class A Class B Class C ENGINE DEPARTMENT 5 0 2 1 1 0 1 6 1 0 5 1 3 1 2 5 4 0 6 0 2 0 13 2 1 2 0 0 1 0 12 53 20 1 6 9 6 20 20 17 7 18 4 7 27 0 0 28 2 8 14 6 24 26 17 7 24 6 5 34 0 2 203 DECK DEPARTMENT 2 3 2 0 0 6 1 5 3 1 5 4 5 1 6 13 9 1 3 6 1 0 1 10 12 0 0 0 2 1 46 3 5 14 4 31 23 23 21 35 12 7 40 0 0 Trip Reliefs 42 31 ENTRY DEPARTMENT 15 6 1 2 1 2 4 5 5 0 4 6 3 3 17 8 7 9 13 3 3 0 67 109 2 6 0 0 1 0 144 158 314 229 6 1 0 4 0 3 4 2 1 4 0 4 2 0 0 60 3 12 14 7 43 34 21 17 38 13 3 36 0 3 98 245 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 37 5 2 10 2 30 7 71 18 36 14 9 19 0 1 9 3 4 5 5 14 3 8 6 7 0 7 2 0 4 1 0 1 0 0 3 6 7 2 6 0 7 1 0 0 97 43 36 7 4 12 6 21 17 15 21 25 14 113 12 0 18 13 0 0 13 5 41 7 24 16 5 0 173 3 0 7 0 261 321 305 191 1,316 608 433 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of September was down from the month of August. A total of 1,379 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,379 jobs shipped, 645 jobs or about 47 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 191 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5,957 jobs have been shipped. 20 I LOG I October 1987 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-11 00 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 ( 4) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 �Help A Friend Deal With Alcoholism and rugs I i l . . would~ ~ Addicts don't have friends. Because a friend let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fell ow Seafarer who has an addiction problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, Md. Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you 'II be showing him that the first step back to recovery is only an arm's length away. ~-------------------------------~ ; Addictions Rehabilitation Center : I I t I am interested in attending a six-week program at the Addictions Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name .......................... .......... Book No .............. . Address ........................................................ . (Street or RFD) (City) (State) (Zip) Telephone No. Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 "----------------------------------------------------------October 1987 I LOG I 21 -· �o1 P~~ASSOCIATES If«. ~tf~CfQ Labor's Views ~SS ASsa:..iATES /l'(C ~o~ct<! "THE ONLY THING GOOD ABOUT 'FREE TR ADE' IS THAT IMPORTED DOG FOOD IS CHEAPER!" SIU Member Retires After 4 Years 1'Hl5 PL.AC£ 15 'JUST F"./NE EXCE:PT FOR. ALL THE OE8RIS F<.OATIN6 AROUND UP lttERE/ Are OU a Missi QI We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. -----------------------------------------------------------HOME ADDRESS Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT Social Security No. Phone No. ( Your Full Name Area Code Apt. or Box# Street O City SIU O UIW State O Pensioner ZIP Other _ _ _ _ _ _ __ Juan Otero, who s · port of New York as an as t steward, has retired after more than 40 years in the industry. Upon retiring, Otero praised the SIU and Frank Drozak for protecting his job security. " Juan is a very strong union man,'' said New York Port Agent Kermett Mangram. ''It' s members li him who have built this organization." When Otero, 62, joined the Union in 1947, the SIU was just establishing itself nationally. When he retired more than 40 years later, the A&G was a power on the waterfront. The maritime industry he had joined had been transformed beyond recognition. Seamen now enjoy benefits equal or superior to their counterparts on land. When Otero joined the Union, things were different. For one thing, seamen had no pension plan. But gradually , through the hard work and support of people like Otero, the Union was able to build a life for its members , one benefit, one ship at a time . The result is this: a secure retirement. Many of the companies that Otero worked for-legendary names like Isthmian , Moore McCormack and Alcoa-no longer exist. " Juan lived through all the wars, " said Mangram , " o he understands that there is one thing that never changes in the maritime industry . Nothing ever stays the same , and you have to plan for the future .'' Book Number UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - This will be my permanent address for all official Union mailings. This address should remain In the Union file unless otherwise changed by me personally. (S i g n e d ) - - - - - - - - - - - - - - - - - -----------------------------------------------------------~ 22 I LOG I October 1987 New Pensioners and Final Departures will appear in the next issue of the LOG. �11 '~ E~~ession of Thanks . .. ' I want to express my thanks to the Seafarers. The insurance coverage has come through so many times for us .... Respectfully, Imorene Cocek Wimberley, Texas Letters To The 'Preventing a Hardship ... ' I am writing to thank the Seafarers International Union for taking care of the doctors' and hospital bills I accumulated while I was sick. I don't know how we would have managed. Having surgery four times in two months would have really been a hardship for us. Thanks a million and God bless your organization. Editor Yours very sincerely, Mrs. Eugene Hall Washington Court House, Ohio 'A Positive Scouting Experience ... ' I wish to apologize for my delayed response. Since returning to St. Louis, I've had to work daily at Ted Drews and simultaneously catch up on my overgrown lawn jobs. I hope you understand. The trip was both interesting and educational, fun and relaxing. I had a splendid time. I met many other adolescents my age and enjoyed their company. By the end of the two weeks, we were best of friends. They were a great bunch and I'll miss them. While staying at the Harry Lundeberg School, I had the privilege of learning about the SIU and AFL-CIO. I had never really heard much about unions, with the exception of what was on the news, which is usually negative. Through the SIU I was able to experience the positive side of unions. I learned how unions fight for each individual's personal rights. From my point of view, I see the unions as a vital and important institution of the United States. The ideas and principles they are based on are honorable and powerful. When I look back on those two weeks, all I can do is smile. They were fun-filled and simply marvelous. The facilities we were given access to were superb. I took advantage of all that was offered and enjoyed it all thoroughly. I wish to express my deepest gratitude for arranging and financing what I feel were two of the best weeks of my life. I really enjoyed it. I welcomed the rest and relaxation and was intrigued by the interesting and thorough education. 'Comfort in the LOG . .. ' The family of William Norman Montgomery all read the LOG each month. We were looking through the August issue and found a most perfect and comforting poem ( "En Voyage" by John E. Floyd). Captain Montgomery at that time was so ill. We found the poem a blessing to read. We loved it so much that we chose to have our pastor read the poem at the funeral. It was so perfect for his illness, job and time. Everyone in the family loves the poem. Thanks so much for sharing this with us. God Bless, Cathryn Montgomery V. Bae Conner N. Jean Mager 'Off to a Good Start . . . ' I would like to express my sincere appreciation to your insurance company. Although this is our first claim, our matters have been taken care of very promptly and efficiently. Any questions that we have had were answered politely with ''understandable explanations." Thank you once again! Job well done! With heartfelt thanks, Art Mees Jr. St. Louis, Mo. Sincerely, Lauren Kemp Orange, Texas Washington Report (Continued from Page 24.) Decline of Merchant Fleet Top sealift officials in the Navy expressed grave concern about the "precipitous" decline in the American-flag merchant marine, reports The Journal of Commerce. ''In the Persian Gulf," writes the Journal, ''the United States could find itself in a conventional fight with extremely long supply lines and no guarantees of help from European and Asian allies." Jonathan Kaskin, director of the Navy's sealift division, says that the best solution to this country's sealift needs is a revitalized maritime industry. A potentially critical problem is the present stand-off between the administration and the industry over operating subsidies. "Many existing subsidy contracts will expire in the next several years," writes the Journal. "The Reagan administration has indicated that it will renew and extend the program only if there are limits to its cost. ·'The industry and unions which it employs do not like the suggestions offered thus by the administration and are pressing for a more generous program . ''Some threaten to take their fleet to another ship registry so the y can build ne w vessel s in foreign yard s and emplo) foreig n crews. The article ends by asking the following question: How available and reliable are the merchant fleets of allied nations and ships owned by U.S. corporations but registered abroad? "In a European war," writes the Journal, "the Navy probably could depend on having the hundreds of militarily useful ships in the European fleets at its disposal. In conflicts elsewhere, however, the Europeans may not be as reliable.'' Fishing Vessels The House has voted 404-0 to continue for one year a program that reimburses U.S. fishermen for losses of their catches, fines and up to half of their gross incomes when they are seized or detained by foreign countries. The reimbursements cover cases in which the detention is found inconsistent with international law. Liner Subsidy Reform Rep . Robert W. Davis (R-Mich. ), the ranking Republican on the House Merchant Marine and Fisheries Committee . has introduced a bil that would extend operating subsidies. The legislation, H.R. 3297, would limit the amount of the subsidies. At the same time, jt would make those subsidies available to all U.S.-flag liner companies and allow recipients greater flexibility. The bill differs from recent legislation introduced in that it would not permit the acquisition of lower cost foreign-built vessels. "I cannot," said Davis, "bring myself ... to abandon our domestic shipbuilding base.'' That domestic shipbuilding base has declined even further. Earlier this month, Todd Shipyards, one of the few remaining American shipyards, filed for protection from its credi · tors under Chapter 11 of the bankruptcy code. SCA The Senate defeated two amendments that would have effectively killed the Davis-Bacon and Service Contracts Acts. The amendments, introduced by Sen. Phil Gramm (R-Texas), were similar to bills offered in the last session of Congress. Both the SCA and the Davis-Bacon Act protect the federal government from driving wage rates below community standards. In particular, the Service Contract Act protects the poorest and most vulnerable groups in the labor force from exploitation. October 1987 I LOG I 23 �Seafarers International Union of North America, AFL-CIO Washington Report The winter chill set in a bit early this year. The temperature dropped nearly 30 degrees overnight as Washingtonians reached for their cold medicine and handkerchiefs. Relief is not yet in sight. A person couldn't even stay home on Sunday afternoon and enjoy the Redskins, who were on strike along with the rest of the NFL players. Twenty-seven thousand dedicated fans, including 60 SIU members and headquarters workers, braved the cold to protest scab football at RFK stadium. Persian Gulf Events in the Persian Gulf heated up in direct proportion to the drop in Washington' temperature. As the LOG was going to pres , U.S. helicopters had just sunk three Iranian gunboats in the Per ian Gulf. Earlier in the month, the Japanese sailors union had considered a re olution to keep out of the Persian Gulf. American seamen, wh·o had played a pivotal role in every American conflict from the War of Independence to Vietnam, remained on the sidelines. The Chesapeake Corporation, which operates the 11 reftagged Kuwaiti tankers, announced that it was chartering an Americanflag vessel, the Maryland. Meanwhile, a numberof politicians, including Sen. Lowell Weicker (R-Conn.) and Rep. Les Aspin (D-Wash.), caJled upon the administration to invoke the War Powers Act. National Maritime Union While members of the National Maritime Union were voting on a proposed merger with District 1-MEBA, officials of the NMU announced the sale of the Joe Curran Annex, which sits on the corner of Ninth Ave. and Seventeenth St. in Manhattan. For years, the Joe Curran Annex has served as the headquarters building of the NMU. The sale of the building was yet one more visible demonstration of the decline of this nation's maritime industry. Canada Free Trade Iranian gunboats were not the only ones to suffer a direct hit last month. Six minutes before their deadline was up, American and Canadian trade negotiators announced that they had reached an agreement. The details of the agreement leaked out slowly. It soon became clear that the maritime industry has suffered yet another blow to its integrity. The Journal of Commerce reported that .. Canadian carriers would be included in future changes in U.S. laws applying to domestic trades, cargo preference and similar water carrier-related activities." Thi means that if the SIU and other maritime unions are successful in getting Congres to strengthen thi nation's cargo preference law , then Canadian shipping firm will have equal access to tho e jobs. In light of the generous sub idie · that the Canadians give their maritime industry. American shipping companie~ will be at a decided disadvantage. 24 ' LOG October 1987 October 1987 Legislative, Administrative and Regulatory Happenings If the Canada Free Trade Agreement is approved in it present form, it will be the first time that the 67-year-old Jones Act will have been seriously weakened. The real danger, say many experts, is that the agreement will be used as a model in the upcoming GA TT talks. For more details, turn to the story on page 1. Trade At the start of the lOOth Congress, the SIU legislative staff and many important Democratic politicians said that eradicating unfair trade would be their top priority. Within months, both the Senate and the House had passed their respective versions of a trade bill. A Nov. 1 deadline has been announced for the selection of conferees to a joint SenateHouse Committee to resolve the differences in the two bills. Still, the main obstacle remains the administration, which opposes both bills. In related developments, negotiators from the United States and Mexico were getting ready to come up with a trade agreement. Few people expected it to be anywhere near as comprehensive as the one negotiated between the United States and Canada. Representatives from the AFL-CIO testified before Congress on the matter of unfair trade. AFL-CIO Legislative Director Robert McGlotten said that a trade bill "was vital" to ensure this nation' industrial base. Chief AFLCIO economist Rudy Oswald said that much of this nation's trade deficit was caused by American companies "outsourcing" components. We should, said 0 wald, be trying to improve living standards in other countries, not cutting our own. In yet another blow to the maritime industry, the State Department announced that it would cut its maritime attaches abroad. Budget The development marks a big victory for organized labor and civil rights groups which had lobbied heavily against Bork's nomination. Even moderates and some conservatives were disturbed by Bork's interpretation of the Fourteenth Amendment, which they viewed as being overly restrictive. In order to be confirmed, Bork needs the support of conservative Southern Democrats in the Senate. He received practically none. Some traced this development to two trends: the growing influence of black voters in the South and a reluctance on the part of Southerners of all political persuasions to reopen old racial wounds. ILO Convention The United States hould ratify the most recent ILO Convention concerning minimum standards on merchant ships, said SIU Legislative Director Frank Pecquex at a recent Senate Foreign Relations Committee hearing. "The SIU believes that every human being employed in a · oard capacity deserves the highest standards of and working environment," said Pecquex. ' rofession that conservatively suffers between on two thousand fatalities and tens of thou ands of serious injuries worldwide each year, it is evident that those high standards are not being applied universally." The SIU was not alone in making this request. A broad spectrum of maritime and labor officials, including AFL-CIO President Lane Kirkland, asked that the U.S. end it isolation from other nations in the area of human rights. "ILO conventions are treaties establishing minimum world standards for working conditions and worker rights,'' wrote the AFL-CIO News. "They are shaped by government, worker and employer delegates under the ILO's unique tripartite structure, and are submitted to member nations for ratification only after a two-thirds vote of an ILO conference." For more information on this story, see page 4. Economic indicators remained mixed. The unemployment rate dropped below 6 percent for the first time in nearly a decade. At the same time, interests rates were rising, the trade deficit remained unacceptably high and the stock market suffered the largest one-day decline in its history. Meanwhile, this year's budget process got bogged down in recriminations between the White House and Capitol Hill. President Reagan announced his opposition to any kind of tax increase. He also signed into law ''GrammRudman II," which mandates across-the-board cuts in the budget in case certain budgetary goals are not met. Legislation should be enacted to ensure that this country has a large enough commercial fleet and enough skilled mariners to protect its sealift needs, said the delegates to the annual forum of the National Defense Transportation Association. The NDTA, which has 76 chapters worldwide, has been a forum for all sectors of the defense-transportation for the past 50 years. It is headed by Rear Adm. Norman C. Venzke, U.S. Coast Guard, retired. Bork DOT to Get New Head Fifty-three senator announced that they intend to vote against the confirmation of Robert Bork to the Supreme Court. A of pre time, rumor are circulating around Capitol Hill that the administration i quietly looking at other candidate to fill the vacancy left by retiring Supreme Court Ju tice Lewi F. Powell . The Reagan administration has announced that it intends to name James Burnley as head of the Department of Transportation. If approved, he will fill the vacancy left by Elizabeth Dole, who left to work full-time on her husband' campaign for the presidency. Defense Transportation Forum (Continued on Page 23.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1987 Description An account of the resource HEADLINES U.S./CANADA PACT THREATENS MARITIME COMMUNITY MORRIS WEISBERGER, FORMER SUP PRESIDENT, DIES FOC CREW WINS N.Y. FIGHT SEAFARERS CREW NEW CAR CARRIER SKYRANGER CREW EXAMPLE OF FOC SEAMEN’S PLIGHT SIU ADMINISTRATION, BACK ILO MARITIME STANDARDS MCALLISTER, CURTIS BAY STRIKE BUILDS PRESSURE KUWAIT CHARTERS U.S. TANKER PACER GOOSE 87 RESUPPLY MISSION IS A SUCCESS SIU JOINS NFL PLAYERS ON THE PICKET LINE PINEY POINT VISITED BY NEW T-5 TANKER BURIAL AT SEA FOR SENIOR BOSUN CONTAINERIZATION EXISTS IN MSC SMALL BUSINESS IS GOOD BUSINESS LNG CREWS RATIFY NEW CONTRACT FOR EIGHT SHIPS THE SIU IN WASHINGTON PERSIAN GULF TRADE ILO CONVENTION NATIONAL MARITIME UNION CANADA FREE TRADE BUDGET DEFENSE TRANSPORTATION FORUM DOT TO GET NEW HEAD BORK Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 10 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/427c975260aec00c5b61d66e26af899b.pdf 01c174fa767ac019ac85173ee5864aad PDF Text Text .***** .?' :~-* * --- •i ~~f I Gmcial Publication ol the Seafarers International Union • Atlantic, Gull, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 11November198? A Need for Healthy Merchant Fleet Defense Report Finds 'Alarming' Sealift Decline The United States has barely enough ships or crews to meet military sealift requirements today. And it's only going to get worse. The only way to remedy that is to maintain a healthy, private U.S. merchant marine, according to a recently released report by the presidentiallyappointed Commission on Merchant Marine and Defense. The seven-member panel, which conducted hearings and research throughout this year, presented its 24 ''findings'' to President Reagan earlier this month. The commission's purpose is to study U.S. military sealift needs, to determine if those needs can be met and to Salvage Effort Fails See Page 7 recommend ways to meet those requirements. ''The principal significance of the commission's findings is that there is a clear and growing danger to the national security in the deteriorating condition of America's maritime industries. The United States simply cannot consider itself secure, much less the leader of the Free World, without reversing the decline of the maritime industrial base," wrote former Sen. Jeremiah Denton, commission chairman, in a letter to Reagan. Denton said that after meeting with the president for 10 minutes, Reagan said ''he would do what he could.'' SIU President Frank Drozak said the findings ''came as no surprise to anyone who has followed the maritime industry for the past years. We have pointed out the national security problems due to a declining fleet for years, all the maritime industry has. Maybe because this commission was appointed by the president it will have a little more clout in policy making decisions, maybe not." While the merchant marine has shrunk quite a bit in the past decade or more, since the Reagan administration came to office the decline has accelerated. Since 1981 the administration ended ship construction subsidies, placed a moratorium on operating subsidies, opposed expansion of cargo preference and boosted the buildup of a reserve force run by the Navy. The commission stated repeatedly in its report that a private U.S. merchant fleet is the best way to maintain security. One of the major problems of the reserve fleet is a lack of adequate manpower to crew those ships. In a single theater sealift operation, the commission predicted a shortfall of 12,500 seamen by the year 2000. ''Of course there will be a lack of crews, because there is a lack of jobs today. Where are these people going to get their training and earn their livelihoods," Drozak asked. "A major government effort is urgently required, indeed overdue," to build the merchant fleet to a level where it can meet national security needs, the report said. ''There is no more militarily efficient, cost-effective and reliable way to provide the majority of the military sealift requirement now and in the future than through an active United States-flag merchant marine," the commission found. The commission is due to report recommendations to the president by the end of this year. Following is the list of 24 findings the commission reported. 1. The commission has found clear and growing danger to the national security in the deteriorating condition of America's maritime industry. The United States cannot consider its own interests or freedoms secure, much less retain a position of leadership in the Free World, without reversing the decline of the maritime industries of this nation, which would de- (Continued on Page 10.) Manning Conference More than three dozen labor, industry and government maritime leaders gathered at the Merchant Marine Academy to exchange ideas on innovative manning systems for the U.S. merchant marine. SIU President Frank Drozak said effective manning systems should be the objective and that competitive manning does not mean simply slashing crew sizes. He also noted that the U.S. merchant fleet serves two purposes, commercial, and as a national security asset. The requirements of the roles are not always compatible. A series of articles beginning next month will examine the questions and trends of future manning, innovations and crew training for the U.S. merchant marine. The conference established five committees to study the following areas. 1. Effective Use of Current Manning-Chaired by Arthur Haskell 2. U.S. Legislative and Regulatory Reform-Co-chaired by Frank Iarossi, Frank Drozak and Admiral William Kime 3. Multiple Unions-Chaired by Stephen Schmidt 4. Cargo Opportunities-Chaired by Robert Elsensohn 5. Ship of the Future-Co-chaired by Richard Soper and Jordan Truchan Evan Bayh, secretary of state of Indiana and son of former Sen. Birch Bayh, told the Maritime Trades Department convention that it is time to "revitalize" politics by electing men and women who share the concerns of working people around the country. For complete coverage of the convention, see pages 3-6. Inside: Special Report by Drozak Page 2 Unity Key in Inland Beefs P.R.O.M. at SHLSS? Pages 12 & 13 Last Run for Galveston Pages 15-19 Page 30 �---~------------------· ---- -- - A SPECIAL REPORT TO THE MEMBERSHIP Since its beginning in 1938, the Seafarers International Union has had one overwhelming priority: the job security of our membership. Anyone who's been around maritime for any length of time knows that the industry is like a roller coaster. It's either boom or bust, and nothing in between. Either there are too many ships or not enough. Companies come and go. And when they go, they're gone forever. Many of our younger members think that they can count on one company-Sea-Land, APL, Waterman-to take care of their job security. Well, the maritime industry just doesn't work that way. It never has. Just ask any old-timer about Isthmian or Cities Service, two SIU companies that no longer exist. Of course, this kind of thinking is not confined to our younger members. There were plenty of NMU seamen who thought that they could always rely on U.S. Lines, which was known as the Rolls Royce of the American-flag merchant marine. But to the surprise of almost no one in the maritime industry, U.S. Lines filed for bankruptcy last year. The difference between the SIU and most other maritime unions is that we are willing to give our members the hard facts so that we can work together to protect their job security. We've found from experience that it doesn't pay to sugarcoat the facts. The truth of the matter is that the maritime industry today is experiencing rough times. Things have never been worse. Since 1980, seamen, like millions of other industrial workers, have seen their jobs exported overseas. It is no longer possible for anyone to talk about "business as usual." Some unions believe that it's enough to sit back and complain about conditions in the industry. We don't happen to agree with them. While we didn't cause the present decline in the industry (unlike the NMU or District 1, we didn't give money to help elect the Reagan administration which has gutted every single maritime program on the books), we feel that we owe it to our members to confront these conditions in the best way that we can. The strongest and most committed unions in America are looking at non-traditional ways of protecting the job security of their members. Examples of this are the contracts that the United Auto workers recently negotiated with General Motors and Ford. Rather than demand large wage increases or Some German and Japanese shipping companies are experimenting with ships that have even smaller crews. Manning cuts have come mainly in the unlicensed berths. · That is not to say that unlicensed seamen have to go the way of the dinosaur. In the past, the SIU has pioneered new concepts like the QMED rating which have created new jobs for our members. And we can do it again. The decline of America's merchant marine is part of a larger decline in this country's industrial base. During the past few years, while some segments of the American economy have been doing quite well, industries like auto, steel and maritime have experienced sharp declines. While Wall Street was awash in paper profits, once prosperous communities in the middle west insist on inflexible work rules, negotiators for the UAW concentrated on pinning down job security for their members. Auto workers went along with this approach because they were aware of conditions in the auto industry. Conditions in maritime are as bad or worse than those in the domestic auto industry. If you don't believe it, then here are a few of the facts. In 1980 there were more than 600 vessels documented under the American registry. Today, there are fewer than 360 in the active deepsea fleet. The number of deep-sea billets has dropped from 18,000 in 1980 to 12,000 today. Jobs on our rivers and in the harbors are down 30 percent. "We began to make changes . . • to prepare for the 21st century" America's fleet is one of the oldest in the world. The average age of an American vessel is more than 25 years. In order for the Americanftag merchant marine to survive, new vessels will have to be built. Yet because of the promotional cuts that the Reagan administration has made over the past six years, there is no guarantee that the new vessels needed to keep this industry afloat will be built. On Nov. 9, 1987, for the first time in the entire history of the maritime industry, not one new merchant vessel was being built in an American shipyard. Yet for argument's sake, let's assume that new vessels will be built, if not in an American shipyard, then in a foreign one (which is the preference of the administration and even some other unions). Thanks to technological advances in the industry, each new vessel that is built will replace two or three active ones. So even if the operational end of the industry is able to modernize and adapt to new conditions, the number of active deep-sea jobs will continue to drop. Automation means that fewer seamen are needed to keep a vessel running. Twenty years ago, most ships had 48-man crews. Now they can run with 21 people. The Norwegians are running ships with crews of 18, top to bottom. America's next round of new ships will probably be crewed by less than 21 men, and they will be all purpose crews at that. ovem r 1987 became impoverished overnight as American companies relocated their factories overseas to take advantage of low wages, minimum safety standards and non-existent taxes. Now that the stock market has crashed, and this country faces a recession, these conditions, as bad as they are, are going to get worse, not better. The maritime industry is a capital intensive industry. In order to build and operate ships, you need lots of money. Unfortunately, the stock market crash threatens to drive foreign investors away and dry up domestic sources of capital. For the past few years, the SIU has taken a lot of heat for our relentless drive to sign up new military vessels. We began to make changes, and to prepare for the 21st century. We apologize to no one for the actions we have taken to ensure the job security of our membership in the years to come. We've had the guts to face the truth: These military vessels represent the only new jobs being created in the maritime industry. Even the most innovative, best-run commercial companies have experienced sharp declines. At a time when the maritime industry has shrunk by more than one-third, we have been able to sign up 70 new vessels representing 1,300 jobs. We were able to get these jobs even though licensed unions like District . 1-MEBA and the MM&P had set up top-to-bottom organizations (Continued on Page 3.) Off Pub! on of e Seafarers International Un!Oll of rth Amenca Atlantic Gulf, Lakes and I nd Waters District, n..r.o Vol. 49, No 11 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I November 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union , Atlantic, Gulf , lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs , Md. 20746, Tel. 8990675. Second-class postage paid at M.S .C. Prince Georges, Md . 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way , Camp Springs , Md. 20746. �·-~- "·\ Maritime Trades Department President Frank Drozak opens the MTD's convention with a stinging attack on the "devastating economic policies of the Reagan administration," and with a call for "a new unity of purpose within maritime labor.'' End of 'Disastrous' Reagan ~ra Nears MTD Maps United Program to Rebuild U.S. Shipping, Shipbuilding Industries AFL-CIO Maritime Trades Department President Frank Drozak appointed a special committee to develop a unified legislative program ''which will effectively confront the common problems that affect all workers in American industry today." That action was taken during the biennial convention of the Maritime Trades Department held last month in Miami Beach. Despite continued assaults on the maritime industry and on the rights of American workers everywhere, the delegates expressed optimism that the effective end of the Reagan era, the enhanced role of the Congress and a new sense of unity within America's labor movement can put the U.S. maritime and shipbuilding industries on the road to recovery. Drozak made clear in remarks to the delegates and in the appointment of the special committee that the department is concerned at the closing of shipyards and the loss of shipbuilding capacity as well as the decline in ships genuinely entitled to fly the American flag. AFL-CI 0 Secretary/Treasurer Thomas R. D9nahue addressed both issues in a speech to the convention. The United States foolishly scuttled its once-great merchant fleet and shut down its shipyards, Donahue noted. It al- lowed other countries to deliver its goods "and collect the wages and profits that once belonged to Americans.'' Now ''the chickens have come home to roost'' for those who argued that the United States can depend on the ships of other countries, he said. "Having sold the ships, they have now been reduced to selling the flag itself in order to get other countries' tankers through the mine fields of the Persian Gulf.'' A convention resolution protested the reflagging policy and pointed out that under-used U.S. tankers, genuinely entitled to fly the American flag, are available for Persian Gulf service. It said all vessels under the American flag should comply with safety requirements and have U.S. crews. Drozak took the lead in a sharply critical convention discussion of the maritime '' giveaway" provisions of the proposed free trade agreement between the United States and Canada. The president of the Seafarers said the pact is strongly opposed by union members on both sides of the border. As the unions affected see it, laws and bilateral agreements that the United States and Canada have enacted to keep their merchant fleets afloat are threatened by provisions that will allow low-wage nations to take over trade routes served by U.S. and Canadian vessels. Drozak termed the treaty proposal ''a calculated attempt by free trade ideologues to systematically dismantle the maritime industries of both nations.'' Runaway shipping, sailing under so-called flags of convenience, is causing unemployment in all of the world's traditional maritime nations, a convention report declared. In both ships and tonnage, the fleets of North America, Western Europe and Japan have diminished substantially while open-registry shipping continues to grow. One bright spot, the report cited, was the long-overdue closing of a U.S. tax loophole that had enabled American citizens and U.S. companies to (Continued on Page 5.) A SPECIAL REPORT TO THE MEMBERSHIP (Continued from Page 2.) which bypassed unlicensed hiring halls. These licensed organizations were willing to use strangers off the street rather than provide employment opportunities for members of the SIU, the NMU, the Marine Firemen or the Sailors Union. · Some of our members didn't want to take these jobs because they said that they didn't pay as well as comparable jobs onboard Sea-Land vessels. But the number of Sea-Land vessels has been declining every year. Ten years ago, the company had more than 50 vessels registered under the American flag. Now it has about 30. Moreover, some of Sea-Land's top management people have threatened to reflag if Congress and the administration can't come up with a plan to restructure the liner subsidy program. It is now 10 months into the lOOth session of Congress, and no one-not the administration, the industry or Congress-has been able to come up with a liner subsidy plan that meets everyone's expectations. You put two and two together. Maritime' s decline has been exacerbated by the Reagan administration. Not content with the cuts it has made in federal funding for maritime, Reagan now wants to hock the industry's future. The administration recently signed a free trade agreement with Canada. If the maritime industry is not somehow excluded from the provisions of this agreement, then Canadian shipping firms, which enjoy a competitive advantage because of Canadian promotional programs, exchange rates and tax rates, will be able to compete for any new work generated by changes in this country's promotional laws. But worse, so will other countries. This won't help Canada or the United States, but it will allow third-world nations to compete unfairly against both the U.S. and Canada. In effect, this would freeze commercial work at its present, depressed levels. So you see, that is why military work is so important. Because the fact of the matter is that this country needs some kind of merchant fleet, whether it depends on military or commercial work for its survival. And every generation of Americans has had to learn the hard way that this country needs an American-flag merchant marine capable of meeting this nation's sealift needs. Twice before in this century, the American maritime industry was allowed to deteriorate to the point of near-extinction. And twice before, the American people were forced to confront the issue head on. The American people are beginning to wake up to the fact that the hundreds of billions of dollars that they've spent beefing up the defense budget will be useless unless they have a reliable way of transporting troops and supplies overseas. And that's where we come in. We're Americans, and we're seamen. We're not some hired hands-We can be counted on m an emergency. The companies that we work for did not reflag their operations overseas. They've demonstrated their commitment to this country in the only ways that count-by paying taxes, by adhering to internationally guaranteed health and safety standards, and by employing American workers. So you see, there is a future for this industry. The trick is to hang on long enough to cash in. The old ways are gone. We have to deal with the realities of today. In the short-term, that means making hard decisions about remaining competitive. With the help of this membership, we intend to do it. November 1987 I LOG I 3 �A New Maritime Agenda TD Is United for ction Maritime Policy In the past 10 years, there has been a 31 percent decline in the active commercial oceangoing U.S. -flag fleet. The reduction in the number of U.S.-flag vessels has been accompanied by a sharp decline in the number of shipboard jobs. The Navy has indicated that there is now a critical shortage of trained mariners, a shortage that will continue to grow. Unlike America, other developed countries that depend on a strong merchant fleet have ensured that their merchant fleets expand. Many countries reserve 100 percent of commercial cargo for national-flag vessels. France reserves 66 percent of oil imports and 40 percent of coal imports for French-flag vessels. Indonesia requires 45 percent of all cargoes to be carried on Indonesianflag vessels. Additionally, the United Nations Conference on Trade and Development Code recommends reserving 40 percent of international commercial cargo for the national-flag line. America has no similar provisions; as a result, U.S.-flag vessels carry less than 4 percent of America's waterborne international trade. Coupled with the lack of support for the U.S.-flag fleet in international commerce is a failure to support U.S. operators with financial assistance. One important program which has assisted American liner companies competing against low-cost foreign carriers in America's international commerce is the operating differential subsidy program. Beginning with this administration, no new subsidy contracts have been authorized. During this same time, some of the rules governing existing operating subsidies have been changed unilaterally by the federal bureaucracy. However, none of the changes has yielded significant benefits for the entire fleet. This ad hoc approach to an important program has resulted in an inconsistent and ineffective policy, and is witnessed by the loss of one-half of America's liner companies since the early 1970s. There is now a critical need for the renewal of an operating-subsidy program to encourage the long-term revitalization of the U .S.-flag fleet. President Reagan's failure to fund the construction differential subsidy program in 1981 and subsequent years represented the beginning of the end for a viable domestic shipyard mobilization base. It is clear that America's present maritime policy is failing because of changes in international trade and cutbacks in support programs for the U.S. maritime industry. This failure must be reversed quickly, and a comprehensive and well-balanced maritime policy must be implemented. Such a policy would guarantee America's national security, and would allow the maritime industry to again make substantial contributions to the national economy. AFL-CIO Legislative Director Robert McGlotten urged delegates representing 43 national labor organizations to "present a united front" in seeking congressional support for programs which will protect the job security of their members. 4 I LOG I November 1987 AFL-CIO Secretary-Treasurer Thomas R. Donahue charged that the U.S. "foolishly scuttled its once great merchant marine and shut down its shipyards,'' and he lamented that our once great maritime nation is "reduced to selling the flag itself in order to get other countries' tankers through the mine fields of the Persian Gulf." The Jones Act American cabotage policy is as old as the United States. The Jones Act provides cost effective domestic transportation for shippers and productive employment for hundreds of thousands of U.S. workers. In addition, the Jones Act fleet and seafaring workforce provide an indispensable national security asset vital to U.S. interests. The MTD supports U.S. domestic maritime policy and any efforts to strengthen or expand its coverage while vigorously opposing any intrusion into our domestic trades. U.S.-Canada Free Trade The trading relationship between the United States and Canada is the largest in the world. Their bilateral merchandise trade in 1985 totaled $125 billion, compared to $88 billion between the United States and Japan. President Ronald Reagan and Prime Minister Brian Mulroney agreed, in March 1985, "to give the highest priority to finding mutually acceptable means to reduce and eliminate existing barriers to trade in order to secure and facilitate trade and investment flows.'' Currently, both nations are involved in the closed negotiations of what is referred to as the U.S.-Canada Free Trade Area Agreement (FTA). The outcome of this bilateral negotiation may significantly affect future multilateral talks in terms of both its overall prospects for success and on key individual issues such as rules governing trade in services and government procurement practices. Furthermore, the combination of the two markets will have a significant impact on the labor forces in ooth countries. In particular, the maritime industries in both the U.S. and Canada will suffer if maritime services are included in the free trade negotiations. The Maritime Trades Department, AFL-CIO, believes that both U.S. and Canadian maritime policies and promotional programs serve national security and domestic commerce needs and should not be a matter of international negotiation. Existing maritime policies and promotional programs were implemented to serve national interests and do not impinge on the rights of other nations to act similarly in their own interests. Therefore, current or future maritime policies and programs should not be considered as impediments to international commerce nor subject to free trade negotiations. The possible compromise of both nations' maritime policies and programs could prove extremely detrimental to existing operations. U .S.-flag and Canadian-flag vessel operators have invested substantial sums of money and time into the maritime industry under the assumption that their business environment would remain relatively stable regarding the legality of operations. Therefore, the MTD believes that a free trade agreement between the United States and Canada that includes maritime services would work only to disrupt current maritime operations on both sides of the border and result in a negative impact on U.S. and Canadian maritime industries. �MTD Plans to Rebuild U.S. Shipping, Shipbuilding (Continued from Page 3.) establish foreign corporations to register ships in tax-free havens such as Panama and Liberia, thus paying no taxes to any country. Delegates acted on dozens of resolutions submitted by the department's 43 affiliated unions and 30 port maritime councils. The thrust of the policy statements was reflected in a call on Congress and the executive branch to assure that Americanflag carriers transport a significant share of the international commerce developed by the American economy, and to restore programs necessary for the survival of shipyards. The 200 delegates unanimously reelected the MTD's top officers-Drozak, Vice President William F. Zenga and Executive Secretary!freasurer Jean lngrao. International Trade The Great Lakes Maritime Industry There are a wide variety of unfair trade practices restricting the access of U.S.-flag carriers to international cargo. These practices take a number of forms including regulatory schemes, state-owned and operated fleets and the refusal of companies in some countries to use U.S.-flag vessels for the carriage of imports or exports. As a result of the failure to secure cargo, U.S. seafaring jobs are lost. Unfortunately, the U.S. government has failed to provide the assistance necessary to prevent those jobs from being lost. The Maritime Trades Department supports efforts to strengthen America's trade laws governing international shipping, and asserts that denial of worker rights in international shipping should constitute an unfair trade practice. The Great Lakes/St. Lawrence Seaway system represents a significant natural resource that facilitates efficient waterborne commerce and provides numerous maritime employment opportunities. Despite the appearance of an upswing in Great Lakes cargo movements, many problems still exist. The MTD supports all efforts to increase U .S.-flag service by reducing steel imports and expanding exports from the Great Lakes region. Additionally, the MTD believes the United States and Canada should work to minimize and, when necessary, equitably apply all user fees on the Great Lakes/St. Lawrence Seaway to encourage continued and increasing growth in the area. Flags of Convenience The proliferation of opportunistic flags of convenience has led to the wholesale abandonment of national-flag fleets by traditional maritime nations. Such actions have accelerated the already rapid decline in vessels and reliable, qualified crews available to the Western Alliance in a time of crisis. The U.S. government continues to accord reciprocal tax or other privileges to nations which, through flags of convenience and other tax havens, deny the U.S. legitimate tax revenues. The MTD urges the U.S. government to refrain from granting reciprocal tax or other privileges to flags-of-convenience registries, which use these registries as tax havens. The MTD calls upon the government not to turn the Stars and Stripes into an opportunistic, dishonorable .flag of convenience. Citizenship Requirements for U.S.-Flag Vessels SIU of Canada President Roman Gralewicz, left, and SIU Vice President Mike Sacco were concerned about the impact of the maritime provisions in the proposed U.S./Canada Free Trade pact. Insurance Crisis in the Fishing Industry One of the most serious problems facing the U.S. · fishing industry is the availability, affordability and adequacy of fishing vessel insurance. Consequently, in the event of an accident and without adequate coverage, owners or operators of vessels are left with the prospect of losing everything they own, and injured seamen aboard such vessels may not be adequately compensated for injuries incurred. Management and investment policies of insurance companies in tandem with the high casualty rate in the fishing industry resulting from an ·absence of stringent safety standards combine to substantially contribute to the ongoing crisis. The MTD urges enactment of legislation which will address the safety problem plaguing the fishing industry, with an eye toward reducing the incidents of accidents and, in tum, lowering premiums for insurance coverage. The administration, in allowing the reflagging of Kuwaiti vessels, effectively ignored longstanding maritime law~ and policies that require U.S. citizen crews on U.S.-ftag vessels. The administration's refusal to adequately enforce existing laws on citizenship manning requires legislation to insure U.S. citizens on U .S.-flag vessels. Therefore, the MTD resolves that the laws should be amended to require that U.S. citizens comprise the crew on U.S.-flag vessels. UNCTAD and Bilaterals The cargo available in international shipping is becoming increasingly controlled through bilateral agreements in accordance with the UNCTAD Code of Conduct for Liner Conferences and cargo reservation schemes. The Reagan administration opposes agreements which would provide cargo to U .S.-ftag carriers and has failed to enter into meaningful bilateral agreements. The MTD believes that legislation should be enacted which would require the administration to enter into meaningful bilateral agreements. (Continued on Page 6.) November 1987 I LOG I 5 �~New Maritime Agenda Port and Inland Waterways Development The passage of the Water Resources and Port Development Act of 1987 is the first legislation of its kind in over 15 years, authorizing the rehabilitation of the nation's waterways. The Act authorizes construction of 262 Army Corps of Engineer projects and contains a federal/non-federal cost sharing formula. These projects, totaling over $16 billion, offer enormous employment opportunities. The MTD urges the Congress to quickly appropriate the monies for these projects and eliminate the double taxation problem that originates from the collection of user fees. Offshore/Onshore Activities The exploration and development of our nation's offshore energy resources is a significant industry that is anticipated to expand in the coming years. The MTD, in conjunction with the general presidents' offshoreonshore fabrication and construction unions council chaired by President Frank Drozak, is of the position that any economic benefits resulting from offshore exploration and development projects should be reserved for U.S. citizens. As such, this resolution supports the establishment of a domestic built and crewed requirement for all oil and gas exploration and development projects. Government-Impelled Cargo Since the enactment of the Military Transport Act of 1904 and the Cargo Preference Act of 1954, these cargo promotion policies have come under attack by federal agency personnel and various exporting industries which choose to view this policy in a very narrow sense. In recent years these attacks have been stepped up and have required the constant attention of maritime operators and seagoing unions to insure that the industry receives its fair share of the cargoes to which it is entitled. The maritime community has had to battle agriculture interests and most recently the defense agencies. The Maritime Trades Department opposes any attempts to circumvent the cargo reservation statutes. We support positive efforts to clarify and expand cargo reservation policies. Deregulation of the Maritime Industry Deregulation of the maritime industry under the Reagan administration has meant a policy of abandonment, an end to most of the federal promotional programs. The damage to the industry by this approach is clear. Since Jan. 1, 1987, the privately owned active oceangoing fleet has dropped by nearly one-third, the Great Lakes fleet is 29 percent smaller, and oceangoing shipboard jobs have dropped by 44 percent. Instead of getting out of the shipping business, the government has been forced to get deeper into it through the acquisition and maintenance of vessels in the Ready Reserve Force. The Maritime Trades Department calls on the administration and the Congress to review maritime policy as part of a comprehensive approach-one that has as its objective a merchant fleet capable of meeting commercial and defense needs. Shipbuilding The MTD urges the administration to abandon its misguided policies which have substantially contributed to the depressed condition of the domestic shipbuilding industry. The MTD urges the administration to support extension of the Jones Act to the 200-mile Exclusive Economic Zone ; a government-sponsored build-and-charter program; fully fund the Title XI ship construction loan and mortgage insurance program; and expand regulations requiring Navy ship repair work be performed in U.S. shipyards. 6 I LOG I November 1987 Civil Rights Despite the progress attained since the passage of the Civil Rights Act of 1964 toward racial justice and social unity, efforts to halt and reverse the gains acquired in the areas of equal opportunity in jobs, housing and education have surfaced. Through the narrow interpretation and subsequent weakening of civil rights laws and regulations, budgetary limitations, cutbacks on social programs, and appointments to key agency and judicial positions of conservative nominees, the Reagan administration has contributed to the tide of renewed discriminatory practices in housing, employment and education in this country as well as the diminution of workers' rights. The MTD reaffirms its commitment to all Americans whose civil rights have been placed on the back burner during the last six years of the Reagan administration of equal opportunity in every phase of American life for all our citizens . Veterans' Benefits During World War II, the U.S. Merchant Marine suffered proportionately greater casualties than any uniformed group except the Marine Corps. Despite this, there has been no G.I. bill, no honors, and no recognition for their sacrifices. The MTD applauds a recent U.S. District Court ruling criticizing the Department of Defense Civilian/Military Review Board's denial of veterans' status to World War II merchant seamen. The MTD supports legislation to provide merchant seamen who have risked their lives for the welfare of this country with the veterans' benefits they deserve. Reflagging of Kuwaiti Tankers The reflagging of Kuwaiti tankers is a questionable strategy that was handled in a questionable manner. Despite the availability of U .S.-flag tankers and crews, chartering these vessels was disregarded. During the process of reflagging the Kuwaiti vessels, important safety and inspection requirements were waived. The U.S. government has also allowed the Kuwaitis to ignore longstanding laws and policies that require U.S. citizens on U.S.-ftag vessels. The MTD objects to reftagging vessels to the U.S.-ftag that have not complied with established safety and inspection requirements and that are not 100 percent crewed with U.S. citizens. The MTD supports full compliance with U.S. maritime law and urges the U.S. government to require the use of U.S. vessels by Kuwait. Reflagging Fish Processing Vessels To assure continued access to the lucrativ~ U.S. fisheries., foreign interests are seeking to reftag their processing vessels under the American flag. Certain loopholes exist in current law which permit this reftagging to occur, detrimentally impacting U.S. fishing interests in the trades and thwarting th~ full Americanization of commercial fishing, processing and marketing of the available fishery resources within the 200-mile Exclusive Economic Zone of the United States. The MTD urges immediate congressional action to close these loopholes, impeding foreign interests from their reflagging efforts and restricting a preferential allocation for U.S. fishery resources exclusively to U.S. processors and harvesters , as envisioned by the Magnuson Act. AFL-CIO Acts on MTD Agenda The AFL-CIO , meeting in convention last month following the Maritime Trades Department convention, adopted as its own a number of the resolutions which were acted on by the 200 delegates attending the MTD biennial meeting. Prime among those AFL-CIO actions were strong resolutions attacking the Kuwaiti tanker refiagging, and calling for a positive U.S. Maritime policy. �SIU Tug on the Scene Foggy Collision Sinks Liberian Ore Freighter The crew of the Crowley tug Arthur S came upon the kind of scene all Seafarers dread. About 15 miles from California's Point Conception, a Liberian ore freighter was settling from the stem. The 564-foot Pacbaroness had collided with the auto carrier Atlantic Wing in dense fog early Sept. 21. No injuries were reported from either ship, and the Atlantic Wing was able to make it to port under her own power, with a large gash in her bow. The Arthur S, captained by W.F. Hunter, arrived on the scene about 8:30 a.m. as the Pacbaroness was listing about 15 degrees with the stem awash on the starboard side. During the morning some crewmembers of the damaged ship remained aboard, sealing hatches above the waterline in an effort to keep her afloat. The last of crew abandoned the ship a little after noon. The hope had been that the Pacbaroness could be towed and saved, so the SIU crew put a line to the ship and began towing. By then, Capt. Masters said, the Pacbaronness' stem and number five hatch was under water, and the ship was sinking at about a foot an hour. Finally after three hours of towing, and with the ship sinking rapidly, the Arthur S slipped the tow line and watched the Pacbaroness sink under 3,000 feet of water. These dramatic pictures were submitted by SIU member Mike Cresci. Arthur S. crewmembers work the double braided 8" line before bringing the Pacbaroness under tow. The tug Arthur S. with the Pacbaroness under tow. November 1987 I LOG I 7 �Opposition Mounts to U.S./Canada Trade Pact Opposition to the Canadian Free Trade Agreement signed by U.S. President Ronald Reagan and Canadian Prime Minister Brian Mulroney on Oct. 4 has brought about the seemingly impossible: unity in the maritime industry. A coalition of more than 200 maritime unions and businesses has come together under one umbrella organization, the Maritime Coalition on the U.S.-Canadian Free Trade Agree. ment. These organizations have put aside their differences because they believe that the Canadian Free Trade Agreement threatens the survival of the American-flag merchant marine. In a letter to the Reagan administration and Congress, the coalition said, 'This agreement trades away the maritime industry for advantages in other commercial sectors, such as financial transactions, that bear no relation to national defense, and it gives no assurance whatsoever that Canadian vessels and shipyards will fulfill U.S. defense requirements when needed." The coalition is seeking to have the maritime industry exempt from the provisions of the Canadian Free Trade Agreement, much like aviation is. The coalition berated the agree- ment's "grandfather" clause, which would keep existing maritime programs and Jones Act restrictions, but would include the Canadians in new or amended programs. Given the current exchange rates and the Canadians' generous maritime subsidies, this would be "disastrous" for the maritime industry. "[This] will bring all future maritime programs to a halt and dry up financing in every segment of our industry.'' Other provisions in the Canadian Free Trade agreement were opposed. According to the coalition, a provision granting 50,000 barrels of Alaskan oil to Canada ''would diminish our tanker fleet. [This] flies in the face of intense and longstanding congressional opposition to Alaskan oil exports." The provisions concerning Alaskan oil make no sense whatsoever, said the coalition, because America has to import 40 percent of its oil and Canada is self-sufficient in that area. Another provision that bothers the coalition members is the agreement's mechanism for annual review and future 'rollbacks' of existing programs. ''This,'' said the coalition members, "may even jeopardize maritime promotional programs now in existence and would leave all maritime programs Work as Art Joe Vliek of Mentor, Ohio, who sails the Great Lakes, recently boarded the MN Belle River as a temporary wiper. To keep busy in his spare time, Joe painted a picture of the 1,000-footer on the wall in the paint locker. Here is the artist and his work. entirely in the hands of U.S. trade negotiators and the U.S.-Canada Free Trade commission ... Congress and responsible executive branch departments will, in effect, become mere spectators, able to observe but unable to act.'' Opposition to the Canadian Free Trade Agreement goes far beyond the confines of the maritime industry. Opposition to the Free Trade Agreement in Canada is intense and growing. According to a poll, only 49 percent of the Canadian public favors such a treaty, down from 75 percent a year ago. While the issue has aroused much less notice in this country than in Canada where it is front page news, there are signs that opposition to the agreement is growing. In addition to the maritime industry, opposition to the Canadian FTA has been strongest in the energy producing areas of the Midwest and the West. Sen. Kent Conrad (D-N.D.) said he could not support the agreement "unless it is amended to give better treatment to North Dakota and other states rich in natural resources." Sen. Wendell Ford (D-Ky.) also indicated that he would not be able to support the treaty if he finds that it is harmful to coal industry interests. SIU President Frank Drozak has spoken out at great length on this issue. In addition to sending letters to the various members of Congress, he talked about this issue at both the New York Port Council Dinner and the Maritime Trades Department Convention last month. "The agreement," he said, "would deprive elected officials in both countries of the right to formulate maritime policies appropriate to meet industrial and national security demands of the future." One of the biggest threats, said Drozak, is that the Canadian Free Trade Agreement would be used as a model for the upcoming GAIT talks. If that happens, then Canadian and American seamen would find therr jobs exported overseas because "the United States and Canada are signatories to multilateral and bilateral trade compacts and are obligated to provide most favored nation status to numerous third world countries.'' "Canadian seamen don't want this agreement any more than we do,'' said Drozak, who earlier this year issued a joint letter with SIU of Canada President Roman Gralewicz urging that maritime be exempt from the Free Trade Agreement. Vets' Case Postponed After more than 40 years and a court decision declaring the government had erre.d in not granting veterans' status to World War II merchant seamen, survivors will have to wait a few more weeks to find out what will be done in their case. The judge in the recent successful court decision became ill before he could rule on the government's process for redressing its action in denying benefits. Federal appeals court Judge Louis Oberdorfer had ordered the government to provide a timetable for a rehearing of the merchant seamen's case. The case involved two groups of seamen. The first was the seamen who participated in invasions during the war. The judge's ruling indicated that those seamen had a very strong claim to veterans' status. There was some speculation that Oberdorfer might have ordered the government to grant those merchant sailors veterans' status. The second set of seamen were those who sailed in war zones but did not take part in any invasions. A rehearing of their case was expected. The secretary of the Air Force is the head of the Civilian/Military Service Review Board which has the power to grant veterans' status to civilian workers who participated in wars. That board denied the claims of both invasion and war zone seamen. However, it has granted benefits to a wide range of other workers, including telephone operators and dieticiari·s. The judge said that the invasion force seamen met the qualifications for veterans' status and that the other group did not receive a fair hearing because the review board's guidelines were not followed. No date has been set for another meeting between the case's participants. DON'T DRIFT INTO OBLIVION WITM BOOZE I GET HELP!! CONTACT YOUR PORT AGENT OR YOUR UNION AT PINEY POINT 8 I LOG I November 1987 �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Sen. Barbara Mikulski Elton Gallegly B C ARBARA Mikulski (D-Md.) is a woman of "firsts." The first democratic woman to hold a Senate seat not previously held by her husband, the first Democratic woman ever to have served in both Houses of Congress, and the first woman ever to win a statewide election in Maryland, Sen. Mikulski was elected to the Senate in November 1986, winning 61 percent of the vote against her Republican challenger. After being sworn in on Jan. 6, 1987, Mikulski became the 16th woman to serve in the Senate. Born in a Polish neighborhood of East Baltimore, Mikulski trained as a social worker at Mount St. Agnes College in Baltimore and the U niversity of Maryland. Following school, she went to work for Associated Catholic Charities and then the Baltimore Department of Social Services. By 1966, Mikulski was an assistant chief of community organizing for the city social services department , working on a plan to decentralize welfare programs. As a social worker, she gradually was drawn to the civil rights movement and a fight over efforts to desegregate Baltimore neighborhoods. But her first political battle came in 1968 when the city of Baltimore announced plans to locate a 16lane highway through the city's historic Fells Point neighborhood. She got involved in the efforts to stop the proposed highway and soon became one of its key leaders and spokespersons. By 1970, the anti-road forces had won their fight, and Mikulski announced her candidacy for the Baltimore City Council. In her five years on the Council, Mikulski was known as an effective representative of the people. In 1976 she entered the race for the U.S. House of Representatives where she remained for 10 years. During her House terms, she served on Rep. Sen. Barbara Mikulski the Merchant Marine and Fisheries Committee, working on legislation that would affect the port of Baltimore. She also left her mark on many important pieces of legislation, including funding of shelters for battered spouses, funding for the deep dredging of the Baltimore harbor to make it internationally competitive, and amendments to an anti-terrorism bill which improved passenger safety on the high seas. In 1985 she announced her intention to run for the U.S. Senate seat being vacated by retiring Senator Charles McC. Mathias Jr., stating that it was an opportunity to "do more good for more people.'' And she has already made a start. Mikulski urged President Reagan to pass the Water Quality Act, and she introduced legislation which will keep thousands of American couples from forced poverty if the husband or wife is placed in a nursing home for longterm care. As a freshman senator, Mikulski' s assignments include the prestigious Appropriations Committee, the Labor and Human Resources Committee, the Environment and Public Works Committee and the Small Business Committee. A force to reckon with in the Senate, Barbara Mikulski has, however, never lost sight of her roots. Rep. Jim Bates (D-Calif.) told the MTD convention that he was "embarrassed and ashamed of what this country has let happen" to the U.S.-ftag merchant marine. ALIFORNIA's 21st district, a collection of far-removed Los Angeles suburbs encompassing northwestern Los Angeles County and eastern Ventura County is the kind of territory where the Republican candidate with the strongest conservative credentials normally wins. Elton Gallegly (R-Calif.) was such a candidate. His election to the lOOth Congress on Nov. 4, 1986, came with 68 percent of the popular vote from this region. Gallegly was born in Huntington Park and was raised in the southcentral suburbs of Los Angeles. After attending Los Angeles State College (now Cal State LA) in the 1960s, he worked hard to become a successful businessman and real estate broker. Gallegly's initiation into public life came in 1979 with his decision to run for the Simi Valley City Council. Following his election that August, he was then chosen by his Council colleagues to serve two terms as mayor, a position he held from April 1980 to November 1986. During his tenure as mayor, Gallegly maintained the city's tradition of low taxes (Simi Valley remains one of only 35 cities in California without a general-fund property tax). Over the cour e of his 6V2 years as mayor, he worked to expand the city's police depart- Rep. Elton Gallegly ment, build and equip a new senior citizens' center and city hall, and purchase a fleet of buses for local rapid transit. Through his efforts, Simi Valley gained more than 10,000 privatesector jobs from 1980 to 1986. Prior to his election to the U.S. House of Representatives, Gallegly also served as vice chairman and later chairman of the Ventura (Calif.) County Association of Governments, a group whose task it is to coordinate the work oflocal municipalities and county government. Rep. Gallegly was named to serve as vice chairman of the California Republican Delegation in the House. As a representatives, he serves on the Interior and Insular Affairs Committee and on the Small Business Committee. Addressing the issue of reftagging Kuwaiti tankers, Sen. John Breaux (D-La.) told the convention, ''I support freedom of the .high seas. But I do not support foreign oil from a foreign country, going in a foreign ship that's foreign crewed, that's selling it to a foreign country to be used by foreign citizens. That's not an American policy." November 1987 I LOG I 9 �Defense Report Finds 'Alarming' Sealift Decline (Continued from Page 1.) pend so heavily in a protracted war upon adequate use of oceans for its military defense and for its economic survival. 2. The commission has addressed itself to defense aspects alone, but in its studies and analyses has come unavoidably to recognize that, although the maritime defense implications are urgent, the decline of the maritime industries is part of a more general problem as the United States shifts increasingly from an industrial toward a services based economy. The commission concludes that the United States government has not yet adequately assessed the developing and massive defense implications of the shift. 3. The commissioners, at this point, unanimously agree that major governmental effort is urgently required, indeed overdue, to revise our national objectives, policies, and commitments in order to reverse the decline of the maritime industries. 4. During recent years, substantial questions have been raised in some official quarters about whether the United States flag merchant marine still fulfills an essential defense role. The commission finds that, as a matter of fact, the maritime industries, including the merchant marine, are and will be for the foreseeable future an essential component of America's national security capability for the transportation of cargo and personnel for national defense purposes. The United States flag merchant marine is an essentia.l direct military asset because, to meet the sealift requirements of the national strategy in time of war or national emergency, many or most privately-owned, commercial, United States-flag merchant ships and their American crews would of necessity be used for military sealift purposes and integrated directly into the national military command structure. Similarly, the shipbuilding and repair industry and its associated shipyard suppliers are and will continue to be an essential national mobilization resource. 5. There is today insufficient strategic sealift, both ships and trained personnel, for the United States, using only its own resources as required by defense planning assumptions, to execute a major deployment in a contingency operation in a single distant theater such as Southwest Asia. Without decisive action, the situation will worsen substantially by the year 2000. 6. Based on its study and analysis, the commission has concluded that there is no more militarily efficient, cost effective, and reliable way to provide the majority of the military sealift requirement now and in the future than through an active United Statesflag merchant marine. The ships should be militarily useful and operating, engaged in peacetime in carrying commercial cargo, and manned by United States crews. 7. The maritime industries have been in a state of decline for many years, but the rate of decline is now incresing at an ala.rming rate. Some of the largest ship operators, shipyards, and shipyard suppliers have gone out of business, and most of those that remain face serious financial hardship. The commission's analysis shows that, unless actions are taken to reverse the downward trend, the number of merchant ships and seamen will be reduced by one-half by the year 2000. Similarly, the shipbuilding and repair industry will continue to shrink and will be almost totally dependent on Navy work for its very existence. 8. The precipitous decline in the size of the United States merchant marine has been paralleled by a similar decline in the size of the merchant fleets of some of our most important allies, particularly those in Europe, upon whom we have planned to rely for provision of sealift to support United States forces that would be engaged in their theaters. 9. Maintaining the shipbuilding and repair segment of the industrial base required to sustain a protracted general war is essential to deterring or winning such a war. The base of shipyards and repair facilities, and their industrial suppliers, is currently inadequate in that sense and is continuing to deteriorate at an alarmingly progressive rate. 10 I LOG I November 1987 10. As with other industries vital to the national defense, the government should provide an environment free of artificial, non-economic, or discriminatory obstacles that impair the ability of American maritime businesses to compete on a fair basis, both among themselves and with their foreign competitors, and to have the opportunity to earn a profit. 11. Much of the challenge for effective actions to reverse the decline of the American maritime industries lies with the industries themselves. 12. Congress and the Executive Branch have enacted and implemented procurement policies that have emphasized bid price rather than value, with uncceptably harmful effects for both the merchant marine and the shipbuilding and repair industries in the form of the erosion of industrial capacity and capability, some losses in our traditional lead in technological and service innovation, and growing dependence on foreign sources of goods and services. 13. If the privately-owned merchant fleet is to be of a size and composition to fill the requirements of the national strategy, commercial operators must be able to acquire vessels on terms that do not impair their ability to compete in the commercial trade, and must have access to cargo on fair economic terms without being disadvantaged by unfair or non-economic policies and practices. 14. "Free trade" in reality does not exist today because of the prevalence of discrimination and protectionism in internatinal commerce, sometimes involving our closest trading partners and sometimes in violation of the spirit and letter of existing agreements. The United States government has not done as much as it could to deal with that situation by efforts to provide American flag ship operators with free access to international markets through all means, including international trade negotiations. 15. In today's international business environment, United States ship operators inherently have higher operating costs than many of their foreign competitors. If American operators are to be able to compete in terms of price, some form of the Operational Differential Subsidy (ODS) program or some other measure to address some or all of the difference appears essential. 16. Continuation of and strict adherence to existing statutory programs to reserve cargo for United States flag carriers, including the Military Cargo Preference Act of 1904, the Cargo Preference Act of 1954, and the Jones Act, are essentia.l. However important those programs are, reliance on them alone will not provide sufficient cargo to support a United States-flag merchant marine and a shipbuilding and repair industry of the size and composition needed for national defense. 17. To ensure the availa.bility of sufficient trained personnel to man sealift ships in time of war or national emergency, there is a need to support and preserve the capability to train licensed and unlicensed personnel in the government, state, and industry-la.bor training facilities. 18. The total colla.pse of commercial ship construction has been a major factor in the decline of United States shipbuilding capability. Government construction alone, mostly Navy and concentrated in a small number of shipyards, is insufficient to maintain a diversified shipbuilding and repair industry, including shipyard suppliers, sufficient to meet mobilization requirements in time of war or national emergency. 19. The United States has become alarmingly dependent upon foreign sources of critical equipment, ranging from major propulsion system components to precision bearings, for Navy as well as for commercial ships. In some cases, the newest, most technologically advanced, and most important Navy weapons systems rely upon foreign manufactured components. 20. The decline of the maritime industries has been continuous over the long term in spite of a number and variety of "business as usual" fixes and marginal adjustments. Heroic measures will be necessary if the decline is to be reversed and the industries restored to the minimum capacity projected by the Department of Defense and the Department of Transportation as necessary to fulfill the requirements of our current national policy. 21. In the past, many government programs have addressed only parts of the problem. The situation is now so bad that coordinated action is essential. To provide for the national security, to avoid wasting private and public funds, and to address the situation effectively, government leadership is required to ensure the earli~st possible active, serious, and constructive public and private cooperation among government, business, and labor to make the United States merchant marine more productive and competitive in world trade. 22. No government policy or system of government assistance should guarantee a profit to the maritime industries or to any other industries, but the opportunity should be available. In a capitalistic economy, profit is the driving force that is essential for an expanding and improving commercial merchant marine, equipped with modern and efficient ships, and for a healthy shipbuilding industry capable of competing effectively in world markets. 23. The rapidly deteriorating situation cannot be addressed without real costs in terms of national resources allocated to pay for the defense aspects of the maritime industries. Any successful course of action will have costs; the challenge is to develop and implement policies that meet the requirements in the most cost-effective manner possible. 24. The needed affirmation and restatement of our national maritime policy should include seven major points: • The United States must develop the sealift resources it needs to meet its national defense requirements and to ensure its economic security during times of war or national emergency. • The United States must take the measures necessary to ensure an adequacy of ships and seamen and of sufficient shipbuilding and repair capability to meet the requirements. • There should be a balance between the active commercial fleet and inactive reserve forces, but pla.ns and policies must emphasize active sealift capabilities. • Reserve sealift forces ideally should include only those highly specialized ships with unique military capabilities that cannot be provided from commercial sources. • Although United States policy is to rely on allied shipping to meet that part of its strategic requirement committed to the support of our established alliances, nonetheless the United States must be prepared to "go it alone" if required in geographic areas not covered by those alliance commitments. • The shipbuilding mobilization base must be maintained to ensure that the demands of the national strategy can be met. • New initia.tives requiring expenditures of federal funds for the maritime industries should be justified by and directed toward the acquiring and maintaining of sufficient sealift and shipyard capability to meet defense and economic support requirements in time of war or national emergency, and the costs of those expenditures should be borne by the nation as a whole. Sea-Land and NMU's Wall Receive AOTOS Awards One steamship company and a union president were awarded the annual of the Ocean Sea Award earlier this month. It was the first time a company had been picked to receive the maritime honor. NMU President Shannon Wall was cited for his years of service to both his union and to the maritime industry as a whole. Sea-Land won its award for being the American-flag carrier which pioneered containerization in the international trade. The awards were presented at a charity dinner with the proceeds going to the United Seamen's Service. A~miral Weisberger Laid to Rest Pallbearers carry former SUP President Morris Weisberger's casket following funeral services. Weisberger, a maritime labor pioneer, died Sept. 27 (see Oct. LOG). He was buried at the Sailors Uni9n of the Pacific plot at Olivet Memorial Park in Colma, Calif. Pallbearers are SUP President Paul Dempster, Jack Ryan, Gunnar Lundeberg, SIU vice presidents George McCartney and Buck Mercer, and Brandy Tynan. �Area Vice Presidents' Great Lakes by V.P. Mike Sacco No group of people follows the weather more closely than Great Lakes seamen. Once the cold weather comes, shipping up here grinds to a halt. The recent cold spell has been a disappointment to seamen. So too have port development projects. After a promising start, the number of government-generated projects has tapered off. The big news up here has been and continues to be the Canadian Free Trade Agreement. This is because Great Lakes seamen know first-hand what opening up American shipping to Canadian interests can do. American vessels carry less than 5 percent of all ocean-borne-cargo between American and Canadian ports. Canadian subsidies and a favorable exchange rate give Canadian shipping companies an insurmountable edge. The only good news up here on this issue has been the intense opposition that the treaty has aroused in Canada itself. Anyone who wants to know why Americans run huge trade deficits might want to consider the amount of publicity that the Canadian Free Trade Agreement has received in both countries. In Canada, the issue is front page news. In the United States, which stands to lose as much as Canada, if not more, the issue has elicited little more than a yawn. For more information on this issue, tum to page 8. change to FERS. For employees afloat and ashore at MSCPAC, the figures are even more dismal. Unless there is a last minute rush in MSCP AC to change over, PERS must do with the pitiful few (fewer than 10) who have made the big decision to switch. There are two major reasons why PERS has not been successful in their recruitment efforts: mistrust and misunderstanding. Mistrust because many of the civil service elder statesmen do not trust the present administration and feel that benefits under CSRS will be eroded under FERS. They have observed how the administration has toyed with Social Security benefits, and they know that FERS and Social Security are tied together. Misunderstanding and confusion because the government's Office of Personnel Management (OPM) has not allowed enough time for employees to digest all of the material that has been sent or explained to them, mostly through videotapes. This has resulted in confusion among the rank and filenot only with MSCPAC personnel, but employees in all other government agencies as well. While retirement benefits under FERS may prove advantageous for federal and postal employees in the long run, and this is the consensus in and around Washington, D.C., until federal and postal employees can absorb all the material that has been thrown at them in a relatively short time, the Federal Employees Retirement System will fail miserably. One can assume, however, that as more information is learned about FERS, eligible federal and postal employees will have the option to switch retirement plans during an open season period. enough to have strong support in Congress. The maritime caucus is one of the strongest and most effective on Capitol Hill. Yet every time that we try to pass a promotional program to help the maritime industry, the administration just steps in and vetoes the legislation. The Reagan administration has rewritten all the rules on what to expect from government. When I started out in the maritime industry, it was not unusual for the labor officials and shipping executive to bemoan the lack of concrete action by Washington. The Reagan administration changed that. Instead of neglecting the maritime industry, they've actively tried to dismantle it. This is the first administration which has failed to implement existing cargo preference laws. It has gutted every single maritime program on the books. And on top of everything, it has demonstrated an outright hostility to the needs of the working people. Political action is the only way that we will be able to save this industry. The upcoming presidential election offers us our last, best hope for turning things around. It is no longer enough to upgrade your shipping skills. Any seaman who wants to protect his job security should register to vote, become active in the Union's grassroots activities and donate to SPAD. .x k.::. East Coast by V.P. Leon Hall I Gulf Coast by V.P. Joe Sacco H ~·:El Government Services by V.P. Buck Mercer T HE option for all eligible federal and postal employees is fast running out for changing their retirement plan from the Civil Service Retirement System (CSRS) to Federal Employees Retirement System (FERS). The deadline date has been set for Dec. 31, 1987; however, there have been few eligible federal or postal workers who have made the important decision to change plans. The latest figures show that less than 1 percent of all eligible federal and postal employees have decided to Re~ort OUSTON has long been the largest port in the country. But you couldn't tell that by the number of American-flag vessels that come in and out of here. Not that shipping is bad. Far from it. There's lots of inland and military work for our membership. But to tell the truth, there isn't much commercial work down here. And what little that we have is destined to get smaller. Given the amount of cargo that comes in and out of Houston, I find this a downright shame. Yet the only way that this sorry state of affairs is going to change is if we elect an administration which shares our commitment to the maritime industry. During the past six years, maritime has learned the hard way that it isn't T was a busy month on the East Coast. SIU members picketed McAllister and Curtis Bay tugs in Baltimore, Norfolk and Delaware. Both the Union and the companies were playing hardball. More than 100 union members from other labor organizations supported the SIU at a demonstration at Baltimore's Rec. Pier. SIU President Frank Drozak wrote a letter to the Coast Guard complaining about safety conditions onboard McAllister tugs. He cited reports of groundings, and the inexperience of the scab crews which are manning the tugs. In Washington, a coalition of maritime organizations have banded together to protest the Canadian Free Trade Agreement. Drozak spoke about this issue at the annual New York Port Council dinner. The dinner was a huge success, thanks to the hard work of Michelle Nardo and other SIU employees who helped plan it. The dinner was held Oct. 17. Two days later, Oct. 19, the stock market suffered the largest decline in its his- tory. In one afternoon, the value of all the stocks on the Dow Jones had dropped by one trillion dollars. The head of the New York Stock Exchange said that the 508 point drop in the market was the "closest that he wanted to come to an economic meltdown.'' The market recovered slightly over the next two weeks, but a sense of urgency hung over New York and the rest of the country. In a way, it was hard to feel sorry for the same group of people who have championed hostile takeover bids and junk bonds. Millions of working people, including thousands of SIU members on the rivers and inland waters, have had their pensions and benefits threatened as a result of these questionable economic practices. Unfortunately, we 're all in the same boat. The fact of the matter is that most stock market declines are followed by recessions. And this was a crash, not just a downturn. The televised accounts of the crash were chilling. No one who saw the faces of the brokers-the pained expressions, the utter sense of disbelief-will have any doubt about the way history will ultimately judge Reaganomics. One final note: I'd like to comment on a new and innovative company that the SIU recently signed up. It's called ARCO RP. As many of our members know, the New York maritime industry has been experiencing difficult times. Sea-Land is the last major operator to be stationed in the metropolitan area, and it has threatened to reflag if action isn't taken on reforming the liner subsidy program. One of the few areas of growth has been in auto ferries. Earlier this year, the SIU signed up a new company, ARCO RP. Things are going so well for the new company that it was recently written up in The Journal of Commerce. Alluding to the growing use of ferries along the Hudson River, the article said, "One ferry service exceeding expectations is operated by ARCO RP. ''From 110 passengers the first day, the [new] line has grown to more than 2,500 a day." West Coast by V. P. George McCartney I had to fly back East last month to attend two important functions. My first stop was Manhattan for the New York Port Council's annual dinnerdance. I then went on to Miami, where the Maritime Trades Department was holding its convention. For the past seven years, the New York Port Council has handed out the Paul Hall Award of Merit. The award is given to ''that individual whd has made significant contributions to the (Continued on Page 21.) November 1987 I LOG I 11 �.. ... i Strike Enters Sixth Week Boatmen, Families, Other Unions Man Tugboat Picket Unes Scab crews on Cutris Bay and McAllister Brothers tugs continued to "whack" ships and damage equipment in Norfolk, Philadelphia and Baltimore as a three port, two-company strike entered its sixth week. In the meantime, the 500 striking boatmen received picket help from their families and support from other unions in the three cities. The captain of the M/V Ocean Princess (Ocean Cruise Lines) sent a letter to Curtis Bay's Philadelphia office complaining of the poor handling by one of the tugs sent to assist in docking. "Please be advised," he wrote, "that whilst alongside Penn's Landing pier ... your tug Cape May coming to make fast at starboard quarter, hit my ship creating a considerable dent on the shellplate." In other ports, local politicians expressed fears that scab-crewed tugs posed dangers to their ports, especially when handling toxic or dangerous materials. When a massive snow storm hit parts of the East Coast in early November, the tugs in Baltimore tied up, rather than face work in conditions SIU boatmen have safely handled for years. Four-year-old Simone Garayoa accompanied her parents Mark (right) and Cynthia Garayoa to the Union unity rally in Baltimore last month. Garayoa is a chief engineer for Curtis Bay. In Norfolk, wives of the strikers staged a protest at McAllister's downtown office and at Curtis Bay's dockside operations. More than three dozen wives participated. In Philadelphia, several wives manned a daily informational picket line in front of Curtis Bay's headquarters. In Baltimore, strikers and their families rallied at the city's World Trade Center and gathered thousands of signatures from Baltimore residents on petitions requesting that the companies return to bargaining and to replace th scab crews. The docking of the Queen Elizabeth II in Baltimore became the scene of a floating picket when two boat-loads of striking SIU members shadowed, from a safe distance, the docking of the huge liner. One Curtis Bay tug barely escaped damage when it was slowly moving between the ship and the pier. As the LOG went to press, the National Labor Relations Board had not acted on several unfair labor practice charges filed against McAllister fot\failure to bargain in good faith. Negotiations had not resumed with Curtis Bay. Striking boatmen from all three ports and both towing companies gathered at Baltimore's Maritime Exchange for picket duty last month. Members of more than two dozen unions In Norfolk, dozens of wives of the striking boatmen picketed McAllister's offices. 12 I LOG I November 1987 joined in the Baltimore rally. �. Near the McAllister docks in Norfolk wives joined their striking husbands shouting questions at newly hired security guards and scabs. ~ lo Philadelphia, Sharon Rafferty (center) hands a leaflet to a passerby in front of Curtis Bay's headquarters. With her is Nancy Weiner. The women and others picketed the company's offices nearly every day at lunchtime. With help from the Metropolitan Baltimore Council of AFL-CIO Unions more than 200 working men and women joined striking SIU members in a solidarity rally. .., When the Queen Elizabeth II called on Baltimore during the strike, SIU boatmen manned picket boats and shadowed the docking operation. In Philadelphia, Sidney Faucett and An- thony Hughes man the hand-made picket shed at Curtis Bay. It's never too young to start a good union education as this young girl finds out. SIU reps and leaders of other unions spoke to the crowd at the Baltimore rally. "The Seafarers are a reasonable union that will work with a company for the betterment of the port . . . but they are determined not to work in regressive, unsafe conditions," Ernie Grecco, President of the Baltimore Council of AFL-CIO Unions told the crowd. November 1987 I LOG I 13 �New Pensioners The following SIU members have retired on pension: DEEP SEA Algonac N arch Krzywda, 3rd mate Joseph Rollins, 2nd cook Joseph A. Wilkes, AB Phillip Williams, engineman Baltimore Steve Kolina, chief cook William F. O'Brien Edward P. Sinush, GSU Brooklyn Santiago Arroyo, chief cook Richard Chamberlin, QMED Carroll P. Dwyer Michael Haukland, steward William G. Rogers, AB Houston Miguel Aguirre, cook/baker Frank J. Cunningham, AB John M. Daigle Sr., asst chief cook Nathaniel P. Davis Amado E. Diaz, OS Jimmie L. Jackson, cook NMC Calls It Quits The National Maritime Council, once an influential maritime labor and industry coalition, has folded. At one time the NMC enjoyed the direct support of Marad , hundreds of companies and most maritime labor unions. In 1978 its ties to Marad were cut. Last year the unions left the organization. The NMC was formed in 1971 to promote U .S.-flag shipping by trying to bring the various maritime groups together under one umbrella. The decision to end the NMC was ''taken because of a marked loss of broad support and a sharp decline in the number of viable American carriers ," said NMC President William B. Kelly. When the NMC was formed there were 12 U.S.-flag subsidized carriers. Today there are four. Theodore Graham Jr. Donald M. King, 3rd cook Guillermo Martinez, steward asst. Napoleon Rivas, OMV Jacksonville Peter L. Christopher John E. Floyd, AB/bosun Mobile Wesley H. Foster, bosun New Orleans Anthony Benedict, steward asst. Horace Mayeux Norfolk Kenneth Gahagan, bosun Clyde W. Marriner, AB Philadelphia Casimir Bogucki, AB San Francisco Wayne M. Evans, GSU William H. MacArthur, AB Dionisio T. Muyco, chief cook Seattle Kenneth H. Girvan GREAT LAKES Harold D. Barragan John D. Lackey ATLANTIC FISHERMEN Michael Orlando The following Inland members have retired on pension: Cleveland Donald R. Jaegle, deckhand Jacksonville Frank W. Robinson, AB Norfolk John Becker, deckhand Bruce E. Knight, mate Philadelphia Christian Frederickson, oiler DOT and Labor Posts Picked Two cabinet posts which could have an impact on the SIU and the labor movement have been filled by President Reagan, subject to congressional approval. Ann Dore McLaughlin has been nominated to take over the Department of Labor. Former Labor Secretary Bill Brock resigned to head up Sen. Robert Dole's (R-Kan.) campaign for the presidency. McLaughlin has held a number of posts in government, mainly in the communications field. Her last job in the administration was as undersecretary of the interior. Though she has a lack of labor experience, the AFL-CIO has indicated it will not oppose her appointment. Last month Reagan nominated James H. Burnley to become secretary of transportation. He will be replacing Elizabeth Dole who also is working for Robert Dole's presidential bid. Burnley has served as deputy secretary of transportation since 1983. Dispatchers Report for Inland Waters OCTOBER 1-31, 1987 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ..... . ... . .... . ......... Philadelphia ........... ~ .... . .. . .. Baltimore .. . ..... . ............... Norfolk .. .... ... . ............. . . Mobile . . ........................ New Orleans ................ . .... . Jacksonville ................. . .. .. San Francisco . . . . . . . . . . . . . . . . . . . . . Wilmington ...... . .......... . ..... Seattle .......................... Puerto Rico . ................ . .... Houston ........................ . Algonac ......................... St. Louis ......... . ........... . .. Piney Point ...... . . . ... .. ... .... . . Totals . . . . . . .... . .. .. ... . .. . . .. . . . . . . . . . . . . . . . . . 0 0 0 6 0 12 0 0 5 0 3 0 0 0 0 6 0 13 0 0 3 4 1 0 8 0 1 0 48 0 2 0 0 5 0 0 7 16 2 0 86 0 28 0 28 Port New York . . . ................... . . Philadelphia ..... .. ....... . ....... Baltimore .................... . ... Norfolk ................. . .... . .. Mobile ....... . .................. New Orleans .............. . ....... Jacksonville ........ .. .... . ....... San Francisco .. . ....... . .......... Wilmington . .. .. . . ..... . .......... Seattle ...... . ................... Puerto Rico ...................... Houston ......... . ............... Algonac .. . . ... . ............... . . St. Louis . . ...................... Piney Point ............. . ......... Totals . .. . .... . .. . .......... . .. . . . . . . . . . . . . . . . . . 0 0 0 0 20 0 0 0 6 0 2 0 0 0 0 0 3 8 0 0 0 0 0 0 0 0 0 0 31 0 0 0 0 7 0 0 15 0 0 0 0 1 0 2 0 0 0 0 12 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 2 0 1 0 0 0 3 0 0 0 0 0 1 0 0 0 1 Port New York . . . .. . ..... ...... . ...... Philadelphia . .. . . ..... . . . . .. ..... . Baltimore . ...... .... . ........ . ... Norfolk .. .... . .. . . .. . ........... Mobile .. . . .. . .... . .. . . ... ...... . New Orleans ... .. ... ... .. ........ . Jacksonville . . . . . . . . . . . . . . . . . . . . . . San Francisco . . .. ....... .. . ... .. .. Wilmington . ... .. . . ..... . .... . .. . . Seattle ......... . . . .. . ... . . .... .. Puerto Rico .... .. ...... .. . . ...... Houston .......... .. ...... ... . . .. Algonac .. ....... . .. .. ........ . . . St. Louis . . . . .......... .. ........ Piney Point .. . . .. ... . . ... . .... . ... Totals .... . . . . . . ... . . ........... THANK YOU FOR NOT SERVING MARVAL/ROCCO #P-18 TURKEY FOR YOUR HOLIDAY DINING. ·~ 2 , 14 I LOG I November 1987 Support SPAD . . . . . . . . . . . . . . . . 0 0 15 Totals All Departments .. . ... .. ....... . 132 3 0 2 9 0 3 52 33 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 0 NOT AVAILABLE 6 0 35 8 0 1 0 0 24 0 0 3 12 1 0 82 0 0 1 0 25 0 0 2 3 0 0 39 ENGINE DEPARTMENT 0 0 NOT AVAILABLE 0 0 6 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 65 1 1 0 0 0 0 0 4 0 0 0 0 4 0 2 0 10 45 141 0 25 0 0 4 0 13 0 0 3 5 1 0 51 0 0 0 0 0 0 0 0 2 13 0 0 0 15 0 2 0 0 9 0 0 0 0 0 0 1 0 25 0 0 0 0 18 0 0 2 0 38 0 0 4 0 1 0 0 49 0 30 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5 0 6 0 6 0 0 15 0 1 0 18 0 0 0 5 0 0 29 0 0 0 0 0 0 1 0 0 0 0 25 0 1 53 228 106 12 0 0 0 1 0 102 0 58 0 0 0 3 0 0 STEWARD DEPARTMENT 0 0 NOT AVAILABLE 0 0 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 1 0 1 0 0 6 4 0 2 0 0 1 7 0 0 6 0 45 0 0 7 15 2 1 0 0 0 0 0 0 1 0 1 0 14 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 0 1 3 0 0 2 0 5 0 0 0 2 0 0 0 *" Total Registered " means the number of men who actually registered for shipping at the port last month . ** " Registered on the Beach " means the total number of men registered at the port at the end of last month . �Cetting Ready for the P.R.0.M.* very day the consumption of oil around the world-increases, and with this increase comes a greater demand for tankships and skilled pumpmen. However, with new technologies and automation onboard tankships, the best pumpmen may find themselves competing for jobs. Just as the tanks hip has developed and changed since the first load of oil crossed the Atlantic in 1886, so has the pumpman. He has adapted to the vast and rapid changes in the tanker E Pump Room Operations & Maintenance*-Course Outline 1. Introduction 2. Tanker Design and Construction types of tankers changes in tanker design VLCC's ULCC's 3. How Oil is Measured units of measure gauging gross barrels net barrels 4. Cargo Piping Systems direct pipeline system learning the cargo system VLCC system S. Loading before loading starting cargo removing list stress 6. Discharging Cargo pre-transfer check-off the pumpman discharging procedures 7. Planning the Load load lines loading plan and calculations loading to final draft 8. Ballasting the need for ballast clean ballast segregated ballast tanks deballasting 9. Tank Cleaning why clean tanks methods and equipment line, pump and bottom flushes 10. Fire Prevention what is fire the elements extinguishing agents and equipment prevention versus cure 11. Preventing Pollution what causes pollution what to do if you have a spill laws governing pollution control 12. Inert Gas Systems basic IG system IG systems and components precautions know your ship 13. Valves types of valves valve care and maintenance automatic controlled valves 14. Pumps types of pumps care and maintenance of pumps pump bearings and lubrication troubleshooting pump problems 15. Precision Tools calipers dial indicators outside micrometer inside micrometer depth micrometer 16. Packing and Seals types of packing mechanical seals 17. Hydraulics pumps systems controllers care of hydraulic systems 18. Lathe construction maintenance safety industry. The pumpmen of today have found, through training and education, that they may be better equipped to meet the challenges of the industry and competition for jobs. It is through development and change in the industry that the Pumproom Maintenance and Operations Course has evolved and can help you meet the demands in the pumpman field head on. Guiding the students in this newly-designed course will be Jim Shaffer, formerly an instructor at SHLSS in 1978 who left in 1981 to work as a boiler plant foreman at the Patuxent River Naval Air Station. After a few years, he got tired of doing a job that he didn't enjoy. Jim found out that being in the classroom and teaching was what he loved most, and so he has returned, reinvigorated and enthusiastically planning to welcome his first students on Feb. 1, 1988 for a six-week course. Jim's professional background is extensive, having worked in the stationary and marine engineering field for 27 years, the first 14 of which were spent in the Navy. One of his jobs there was an "oil king"the man responsible for loading supplies and refueling ships at sea. He traveled all around the world on a variety of ships from aircraft carriers to refrigeration ships. After the Navy, he at- tended Jones College in Nor- folk, Va. and earned a Management and Administration degree in their Veterans' Degree Program. From there, he became operations manager at an oil terminal in Norfolk, loading all sorts of liquid products. Handling problems posed by a variety of materials required imaginative solutions. Railcars filled with hardened animal tallow had to be heated overnight with steam before they could be unloaded. Another shipment, this time of liquid latex, challenged Jim's ingenuity, because it resisted being unloaded by clogging every pump he tried using. Finally, Jim rigged up a system whereby he could force the latex out of the tank with high pressure frvm the outside. From fetid liquid fish solubles to delightful Kentucky bourbon, Jim handled it all! Jim considers his main field to be boiler technician, in which he is certified for feedwater test and treatment (boilers require critically balanced water quality for proper operation). In addition, he is a technician in gasfree engineering-knowing how to monitor, measure and handle oxygen levels and explosive gases in tanks and enclosed spaces. In training upgraders as pumpmen, Jim wants to stress the safety aspect of their jobs and go ''overboard'' on learning all there is to know about the (Continued on Page 16.) 19. Lathe tools accessories 20. Grinders grinder wheels dressing grinder wheels operation and safety 21. Grinder grinding, lathe facing tools grinding, lathe turning tools 22. Lathe set up work facing turning cutting threads knurling 23. Lathe Skills class project SHLSS student practicing his lathe skills. November 1987 I LOG I 15 �·Effective Dec. 1, 1987, new Coast Guard regulations go into effect regarding License renewal. -In order to renew a license, the applicant will be requested to: present evidence of at least one year of sea service during the past five years; or pass a comprehensive open-book exercise covering the general subject matter required of the license; or complete an approved refresher training course; or present evidence of employment in a closely related industry for three of the last five years. -The license holder must present a vaiid certificate of completion of a CPR course. -Applicant must take a physical or have had one within the past three years. Also, effective October 1, 1988, evidence of completion of an approved firefighting course will be required for all original licenses, upgrade of licenses, and license renewals. For those persons needing to certify or recertify in CPR, the SHLSS will schedule CPR classes during the year to satisfy those needs. Also, a firefighting course will be made available next year to meet the Oct. 1, 1988 deadline. NOTE: The third/second mate and engineers courses include CPR, firefighting and first aid in the course schedule. Name Soc. Sec. # _ _ _ _ __ Address Phone # _ _ _ _ _ _ __ License held _ _ _ _ _ _ _ _ _ _ _ _ Date of issue _ _ _ _ __ Instructor Jim Shaffer (center) explains the operation of a lathe to two SHLSS students. (Continued from Page 15.) the updating and restructuring of the entire automation program. The first three weeks of the course will cover such topics as tanker construction, cargoes, Coast Guard regulations, pipe systems, valves, pumps and loading problems, and much more. The next three weeks deals with hands-on shop work, such as precision tools, pump repair and alignment, packing types, bearings and lubricating safe and proper lathe set up and operation. Each student will use lathe skills to make a class project. ships they'll be on. Of course, hands-on experience is always the most desirable, and he hopes to use the school's tank barge as a practical training ground for application of classroom-acquired knowledge. In hoping that his enthusiasm as a teacher will rub off on his students, Jim states that, "We can cover all aspects of the pump man's job so that students will go out of here motivated to do a safe and responsible job.'' After establishing the P.R.O.M. course, Jim's next major project will be PineyP in Course needed: CPR D First aid D * More comprehensive information will be published in the Dec. issue of the LOG oes nte "The best!", "Wonderful", "Just can't compare!"; to a man, these were the type of enthusiastic comments given by the group of electricians and able seamen from Canada about their course of study here at SHLSS. These Canadian upgraders are the very first group of many to come, who will be receiving training at Piney Point. Their month-long stay ended October 9. Having returned to Canada, they'll be shipping out with newly polished skills to apply on their new jobs. Our Canadian broth- T Canadian Electricians, October 1987Left to right, front row: Jeffrey Dawson, George Moulton, Fred Bauersfeld, Warren Anderson, Tim Hallewell; back row: John Grove, Helmet Fiesel, Joseph Weber (obscured), Robert Wilson, Thomas Shaw, Jack Parcel (instructor), David McCormack. I ers were as impressed with the quality of instruction as the instructors were with the enthusiasm and intelligence of their students. Ed Boyer who guided the AB's, commented that this was probably ''the best class I've had in 14 years of training seamen. I'd be very happy if our American seamen performed as well.'' The electricians, led in study by Jack Parcel, all praised their teacher highly for his thorough knowledge of his subject and his effective teaching methods. Electrician Thomas Shaw T Canadian ABs, October 1987-Left to right, front row: Pat Slattery, Phil Popovich, Howard Strowbridge, Bob Smith, Eric Kehoe; back row: Howard Tulk, Ed Boyer (instructor), Henry Mullins, Melvin Martin, Harold Caines, Norman Bryan, Henderson Scott, Paul McGean, Denis Ferland. . .. 16 I LOG I November 1987 Firefighting D said, "Even though several of us have many years of experience, we · still found ourselves learning new and better ways of doing things from Jack." Even out of the classroom, the Canadians made as positive impression on all who came ill contact with them. Sindy Davis, a trainee from Class #416 Deck and Engine, had nothing but praise for these men. On their free time, a number of the Canadians shared their own hardearned knowledge by helping the trainees in learning knot-work and in their other course work in the library. Summing up the feelings of all, Phil Popovich from Nova Scotia said, "I enjoyed the courses here totally. Before, I was afraid to admit that I didn't know how to do something. Now, when Igo back on the job, I will feel a lot more confident in my work." �- SHLSS course Graduates Norman Armstrong, Robert Baskin, Andrew Berfein, Timothy Charez, Alonzo Cyprian Jr., Eric Fullmer, Daniel Hecker, Preston Lauffer, Pablo Luciano, Carlos Marcial Villabla, Bruce Morgan, Thomas Route, Ben Cusic (instructor). Jeffrey Amendolia, Peter Atkinson, Rober Baptiste, Tony Cheesebrew, Dean Ahtujuan, Jarrod Cunakoo, William Harris, Aaron Kamil, Willie Lindsey, Eric Manley, Ralph Neal, David Partridge, Ivan Passapera, Orab Presley, Marcus Terry, Robert Thompson III, Charles Touzet, Tony Tudury, John Tweedel, Jake Karaczynski (instructor). Sealift Class (Sept. 10}--Left to right, front row: Salvador Baclayon Jr., Alexander Stankiewicz, Janet Snow, Harry Alongi (instructor), Tracy Blanich, Ralph McKee, Willy DeLeon; 2nd row: Stephanie Smith, Scott Opsahl, Nancy Manni, Travis Crow, Guido Santiago, Robert Brown, Richard Wilson, Donald Williams, Ken Couture, Cutler Wells, William Cooper. Lifeboat Class (Sept. 23)-Left to right: Jake Karaczynski (instructor), Nancy Manni, Toni Kiwior, Michael Curtis, Lori Fencl, Johnny Cruz, Ida Prange, Roy Syring, Tracy Blanich, Richard Cotton, Shari Smithson. FOWT (Sept. 21}-Left to right, front row: Bill Foley (instructor), John Chinn, J.P. Murray, Lee Laffitte, Alvin Hom; back row: Kevin Samuels, Steve Du Pre, F.P. Jaworski. Recertified Stewards (Sept. 1}-Left to right, front row: Ernest Haitt Jr., Edward Kilford, Williams Stralley, Richard Gramble; back row: Paul Calimer, Harry Lively, John Alamar, Ken Rosiek, Melvin Morgan. Reefer Class-Left to right, front row: Michael Murphy, Rudy Salvaggio; back row: Eric Malzkuhn (instructor), Alberto Aguiar, Richard Risbeck, Charles Gallagher. Lifeboat Class (Sept. 5}-Left to right: E.C. Ammons, Rafael Suris, Willie Deleson (kneeling), Stephanie Smith, Roy Matteson, Salvador Baclayon Jr., Ben Cusic (instructor). Marine Electrical Maintenance Class (Sept. l}-Left to right: Kenneth Couture and Alexander Stankiewicz. -· November 1987 I LOG I 17 �1988 pgr ding Co rse Schedu e Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry January - June 1988 The following is the current course schedule for January 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as posmble. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Steward Upgrading Courses Check-In Date Course Assistant Cook Completion Date Open·ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open·ended (Contact Admissions Office for starting date)* *All students in the Steward Program will have 2 weeks of Seallft familiarization at the end of their regular course. Engine Upgrading Courses Course Conveyorman Check-In Date January 4 Completion Date January 29 QMED *Sealift Operations & Maint. January 4 March 28 March 24 April 8 June 30 July 15 February 26 March 11 February 19 March 4 March 11 March 25 April 29 May 13 April 1 April 15 April 22 May6 April 8 April 22 May 13 May27 May 27 June 10 June 17 July 1 July 1 July 15 QMED *Sealift Operations & Maint. Aprll 11 July 5 Marine Electrical Malnt. January 4 • Sealift Operations & Maint. February 29 Refrigeration Systems Malnt. & Operatiol as January 11 February 22 *Sealift Operations & Maint. Pumproom Maint. & Operations February 1 March 14 *Sea lift Operations & Maint. March 21 Pumproom Maint. & Operations *Sealift Operations & Maint. May2 Refrigerated Containers-Advanced Maint. February 22 * Sealift Operations & Maint. April 4 Variable Speed DC Drives March 14 April 25 •Sea lift Operations & Maint. Welding March 14 April 11 Sealift Operations & Maint. Welding April 18 May 16 • Sealift Operations & Maint. Diesel Engine Technology April 18 •Sea lift Operations & Maint. May30 Electro-Hydraulic Systems May 9 *Sealift Operations & Maint. June 20 Hydraulics June 6 •Sea lift Operations & Maint. July 5 *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. College Programs Scheduled for 1988 Check-In Date Course Associates in Arts or Certificate Program January 11 March 21 May 23 August 8 October 17 Completion Date March 4 May 13 July 15 September 30 December 9 Deck Upgrading Courses Course Check-In Date Completion Date Towboat Operator January 4 February 26 Able Seaman Open-ended (Contact Admissions Office for starting date)* First Class Pilot (Organized self study) Open-ended (Contact Admissions Office for starting date) Celestial Navigation February 29 April 1 Radar April4 April 15 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) Third Mate & Original Second Mate April 18 Lifeboat January 11 January 22 February 19 February 8 March 18 March 7 April 4 April 15 May 13 May 2 May 30 June 10 June 27 July 1 Open-ended (Contact Admissions Office for starting date) Sealift Operations & Maint. LNG - ·- Self Study Safety Course UPDATE OF on or SSH BOOK# Mailing Address srnEET: _ _ _ _ _ _ _ _ _ _ _ _ __ CITY: _ _ _ _ _ _ _ _ _ _ _ _ _ __ STATE; _ _ _ _ _ _ _ _ ZIP CODE _ __ Date You Received QMED: _ _ _ _ _ _ _ _ _ __ June 24 (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) SPECIALTY COURSES COMPLETED: Name of Course & Date: 1. _ _ _ _ _ _ _ __ 2. 3. - - - - - - - - 4. 6. _ _ _ _ _ _ __ 5. - - - - - - - ?. _ _ _ _ _ _ _ _ __ If you are a Class I, QMED, have you applied to SHLSS to sit for your 3rd Asst. Engineers License? If so, date: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ DAY *Upon completion of course must take Sealift Operations & Maintenance. 18 I LOG I November 1987 o I of MONTH YEAR �Upgrading Course Apply Now for an SH LSS ...............................•...........•.........•...••............................•••••.•••..••.••...••.•...•...••..••...•.•....... , Seat are rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) Date of Birth (Middle) Address Mo./DaylYear (Street) (City) (State) Deep Sea Member D Telephone (Zip Code) Inland Waters Member D Lakes Member (Area Code) o Pacific D If the following imformation is not filled out completely your application will not be processed. Book#_ _ _ _ _ Seniority_ _ _ _ _ Department,_ _ _ __ Social Security# Veteran of U.S. Armed Forces D Yes D No Home P o r t - - - - - - - - - - - - - - - - Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _ _ _ _ _ _ to No D (if yes, fill in below) Last grade of schooling completed, _ _ _ __ (dates attended) Have you attended any SHLSS Upgrading Courses: O Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here If Not Listed DECK ENGINE O AB/Seallft D Towboat Operator Inland D Celeatlal Navigation O MHter ln•pected Towing Vessel 0 1•t CleH Piiot O Third Mete D Radar Observer Unllmlted D Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. 0 FOWT D QMED-Any Rating D Variable Speed DC Drive Syatema (Marine Electronlcs) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Ref rlgeratlon Syatema Maintenance & Operation• o DleHI Engine Technology D Aulstent Engineer/Chief Engineer Motor Veasel D Orglnal 3rd/2nd Asslatent Engineer Steam or Motor D Ref rlgerated Containers Advanced Maintenance D Hydraulics D Electro·Hydraullc Systems STEWARD O O D D D Aaalatant Cook Utlllty Cook and Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS 0 Welding O Llfeboetman ADULT EDUCATION DEPARTMENT O Adult Saale Education (ABE) O High School Equlvelency Program (GED) D Developmental Studies (DYS) D English es a Second Language (ESL) D ABEJESL Lifeboat Preparation COLLEGE PROGRAM o Assocletea In Arts Degree D Nautical Science Certificate You must list, or supply evidence of, sufficient time to qualify yourself for the course(s) you are requesting. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ _ _ DATE _ _ _ _ _ _ _ _ _ _ _ _ __ RETURN COMPLETED APPLICATION TO: - November 1987 I LOG I 19 - �- A Cooperative Effort Fire Drill Held Aboard USNS Mercy by Bob Borden, PAO, MSCPAC - The quiet of a peaceful Sunday morning was broken Nov. 1 when fire trucks with sirens blaring roared into Naval Supply Center Oakland to put out a simulated fire aboard the USNS Mercy (T-AH 19). The drill was part of ''Operation Mercy,' ' a hypothetical pierside marine casualty exercise sponsored by the Coast Guard Marine Safety Office in San Francisco and the Oakland Fire Department. In the planning stages for about a year, the exercise was finetuned after the MSC hospital ship was selected as the platform to conduct the drill which provided local Navy and civilian fire fighting departments the opportunity to work together to perform emergency evolutions aboard ship. In the incident scenario, the Mercy was preparing to leave Oakland when, in the process of firing up the propulsion system, the ship's boiler was flooded with too much fuel. The excess fuel ignited, causing an explosion in the engine room which diasbled fire pumps and electrical generators. The explosion also ruptured a salt water cooling system in the auxiliary machinery space, resulting in flooding and a potential stability problem for the ship. For good measure, exercise coordinators threw in additional situations which required immediate response, including an oil spill, water pressure problems, an adjacent warehouse filled with hazardous materials, and a reporter who was knocked overboard into the water. For more than two hours, firemen aboard the Mercy battled the simulated fire in the engine room while others performed search and rescue and provided first aid to burn casualties. Ashore, the pier which berthed the USNS Mercy was filled with more than a dozen fire trucks and special Coast Guard equipment used to dewater the flooded auxiliary machinery space. At sea, fireboats from Oakland, San Francisco and Treasure Island helped supply additional water to fight the blaze aboard ship. Smoke bombs and smoke generators, along with volunteer casualties smeared with charcoal and red dye, helped create a disastrous atmosphere aboard the Mercy as weary firefighters with oxygen bottles strapped to their backs trudged across the decks and deep into interior spaces of the hospital ship. ''The exercise showed us we can expect a very difficult situation if we assist in fighting a fire aboard ship," Retirement for Chief Cook In ceremonies last July, Isaiah H. Young Oeft) receives a certificate of retirement from Capt. William T. Dannheim, MSCPAC commander. Young, who sailed as a chief cook, .._ retired after 33 years of service. 20 I LOG I November 1987 - Firefighters from cities in the Bay Area participated in the fire drill aboard the USNS Mercy. A "casualty" is ~isted by some of the firemen aboard the hospital ship. said Battalion Chief Andrew M. Stark of the Oakland Fire Department. ''Fires that are deep into interior spaces aboard ship limit your access to fight them. The heat buildup is tremendous, and the smoke and heat conditions can be horrendous. Then there are the problems with manpower. You need to rotate your manpower effectively to contain shipboard fires." Still, the chief was satisfied. "As far as tactics and strategy' it went very well. The response was excellent," said Stark. "We tested just about every aspect we could under these conditions and it all worked." First Assistant Engineer Joseph Watts of the Mercy, who worked with the Coast Guard and local fire departments on the exercise, assisted the firemen in locating fire stations on the ship and guided them to areas where simulated fires were burning. ''This is an important drill because it requires outside coordination in fighting a fire that's beyond the capabilities of our small crew aboard ship," said Watts. On weekends after 5 p.m. until 8 a.m. the following morning, only a security guard and a night engineer are aboard the ship while it's in reduced operating status in Oakland. Participating fire departments in the first drill of its kind at the Naval Supply Center included civilian units from Oakland, Alameda, Richmond, Emeryville and San Francisco, along with Navy firemen from NSC Oakland, NAS Alameda and Treasure Island. The Southern Alameda County Chapter of the Red Cross and a private ambulance company also participated in the drill. The Oakland Fire Department, in cooperation with the Navy, expects to produce a videotape training film based upon the "Operation Mercy" exercise. �Aboard the USNS Mispillion When Navy combatant ships of the U.S. Seventh Fleet get thirsty in the waters of the Western Pacific, they usually head for the closest MSC oiler they can find. Forward deployed in that area of the world are the MSC fleet oilers Mispillion, Hassayampa, Navasota, Passumpsic and Ponchatoula. These veteran ships, some almost 40 years old, are key elements of MSC's Naval Fleet Auxiliary Force. But without skilled mariners to crew them, the ships mean nothing. Well trained, dedicated and thoroughly professional, the civil service crews of MSC fleet oilers are known throughout the world for their expertise in underway replenishments (UNREPS). Steaming side-by-side with customer ships, MSC oilers provide them with fuel, JP-5 aviation gasoline, lubricants and other provisions. Thanks to Thomas Lopez of the Mispillion's steward department for these photos. - • Cargo Mate Pat Nueter signals a Mispillion crewmember while perched atop the · ship's deck machinery. ABs Ali (right) and Chester Bernard keep a close watch on UNREP operations aboard the Mispillion. (Continued from Page 11.) maritime industry, labor movement or port of New York." This year's winner was Jack Sheinkman. As president of the Amalgamated Clothing and Textile Workers Union, Sheinkman has spoken out about the danger that unfair foreign trade poses to the workers of this country. This is an important issue to West Coast seamen. While ports like Seattle and Wilmington are bursting at the seams with foreign-made goods, job opportunities for American seamen are declining rapidly. Almost all of the imports are carried on foreign-flag vessels. The Paul Hall Award was named after former SIU president Paul Hall. In my last column I referred to the Isthmian campaign, which was one of his crowning achievements. Demand for American shipping was at an all-time high during World War II. The number of U.S. vessels topped 5,000 in 1945. Yet anyone with vision could see that this state of affairs could not long continue. Once World War II ended, the demand for American shipping would inevitably contract. Because of this, the A&G District made organizing its top priority. In 1945, Hall, who was the Union's director of organizing, embarked on a three-year campaign to sign up Isthmian, one of the largest unorganized shipping companies. Its parent company was U.S. Steel. Isthmian was eyed by all the major maritime unions. The NMU had in- Area Vice Presidents' Report vested large sums of money in trying to bring the company under its banner. Hall had one advantage: he was able to put together a unified organizing team. A devoted student of the Civil War, he transformed the entire New York hall into a war-room. The target? 125 vessels. The enemy? The NMU and Isthmian. As historian John Bunker wrote in his history of the SIU, ''The Isthmian drive was a classic example of success through planning . . . teamwork . . . sweat and guts. "It was successful because scores of SIU men pitched in to help. They rode Isthmian ships . . . brought in pledge cards . . . defied NMU goons . . . walked picket lines . . . spent many hours at desks, typewriters , and mimeograph machines.'' The key to success was unity. SIU seamen stuck together to support the campaign because they knew that in the long run their job security depended upon organizing this company and others like it. Hundreds of SIU sailors, accustomed to high-paying jobs on union ships, flooded the Isthmian halls to take jobs onboard Isthmian vessels. Why? So that when it came time to vote, they could cast their ballots for the SIU. The large increases in wages, benefits and working conditions that we were able to obtain in the 1950s would not have been possible without the short-term sacrifices of SIU members during the Isthmian campaign. Today, qualified SIU seamen who take jobs onboard military-contracted vessels are performing a similar function. By taking these jobs and upgrading their skills, they are making sure that the 58 new military vessels that the Union has signed up since 1984 stay under the SIU banner. It's important that they do. Because another lesson the SIU learned from Isthmian is that you can't always count on commercial work. Isthmian is no longer in business. Neither are other legendary shipping companies like U.S. Lines or MooreMcCormack. Many of our members are counting on Sea-Land and other commercial work to be around forever , but it's not likely. The only new work that is being generated today is onboard military vessels. There are good jobs, even if they pay less than your average Sea-Land run. More important, they will be around for a long time. SIU members who sail these vessels will be strengthening the Union, just like their counterparts in the Isthmian beef. Moreover, they will be protecting their own job security. As bad as things are in the maritime industry today, they are going to get worse, not better. One APL official told me off the record that he wouldn't be surprised to see the American-flag vessel decline to fewer than 200 vessels within a year or so. Think about it: the Americanflag merchant marine, which had de-..., dined by more than one-third since 1980, will probably decline by more than a half within the next few years. The vessels that remain will require fewer, more technically-trained seamen. Next year, the SIU will be celebrating its 50th anniversary. The maritime industry"° that existed at the end of World War II no longer exists. I make no great claims about being able to read the future. There is, however, one prediction that I feel safe making: the world will continue to change. Either we adapt to those changes, or we cease to exist as an industry or as a union. PROlECT LIFE AND LIMB November 1987 I LOG I 21 �Onboard the M/V Ranger At Diego Garcia Chief Cook Lau Philip and Chief Steward Linasan Roger are ready in the galley. Part of the Ranger's deck crew poses for a minute. Left to right are Bosun Jerry Borucki, AB Darya Marbrook and AB Charles Bortz. AB Charles Bortz keeps busy on a sunny day scaling a tank top on the MN Ranger. Bosun Jerry Borucki looks over AB Juan Toro's shoulder. AB Juan Toro (standing) and AB Nelson Dorado take a little break. Photos submitted by Jerry Borucki. AB Juan Toro at the anchor windlass. 22 I LOG I November 1987 All work and no play makes the deck department a dull gang. �~---eguard You Ship • gRigh I \ j~ ! ~/' ·-i I., ~--....J-~ T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. - DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. I KNO KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and sel}iority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Board by certified mail. return receipt requested . T_h e proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations. such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU IGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges. trials, etc., ... as well a all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finance . The constitution requires a detailed audit by Certified Public Accountants every three months. which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings . TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. YOU EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU . These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discrimi nated against because of race, creed. color. sex and national or geographic origin . If any memher feels that he is denied the equal rights to which.-he is entitled. he should notify Union headquarters. 11111n1u111in1111n1111111111n1111111111111111111111111n111111111111111111111111111111111111111111111111 patrolman or other Union offi :::ial. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone ~ttempts to require any such payment be made without supplying a receipt. or if a member is required to make a payment arid is given an official receipt. but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. H at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, be should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return n;ceipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. November 1987 I LOG I 23 - .. �, he Ship's Cat Final Dispatch By Charles A. Bortz ONCEIVED in Greece, born in the Gulf of Mexico, abandoned by his mother in Carteret, N .J. Howard, the MN Ranger's official mascot and ship's cat, was done to death by a truck in Subic Bay last February. Like so many of his shipmates, Howard was in confident command while his paws had contact with a ship's deck, but was ill-equipped to face the temptations and dangers of the shore. Indeed, he was six months old before he was ever allowed to discover the shore. That was in Namsos, Nor- way , where-after much heated debate among the crew-he was permitted his first venture on land. Howard sniffed the unfamiliar smells, eyed the unfamiliar sights, and stood stock still in the middle of the road while a delivery van bore down on him (an ominous portent). He then turned tail and scurried back up the gangway to the safety of the ship. That caution would have assured him a longer life if he had not discovered something else during his next shore leave in Algeria-the female of the species. After that he was always the first one down the gangway andnot infrequently-the last one back . . . sometimes carried aboard by the scruff of the neck. True sailor that he was, Howard sampled the port's delights whever he happened to be. Marseilles, Rotterdam, Sasebo or Bahrain-it was all one to a seagoing tomcat. On more than one occasion, he straggled back with missing tufts of hair, signs of an encounter with a turf-conscious local tom or a dockyard mongrel. The next day, though, he was back on the job-climbing ladders after a loft-bound A.B., walking carelessly along the outside of the hull's fish plate, Qarence Fred Burrowes, 71, died Oct. 6. He was born in Barbados, West Indies and was a resident of New York and Prichard, Ala. Brother Burrowes joined the SIU in 1948 ,.. and retired in 1979. He sailed in the steward department. Seafarer Burrowes is survived by his wife, Juanita; three sons, Leander, Freddie Michael (Pamela) Burrowes and Seafarer Charles J. Kirksey, III; one daughter, Gloria K. (Cordell) Burks; three grandchildren, Courtney Burrowes, Corey and Kaylah Burks; mother, Mrs. Malta Burrowes and sister, Ila Austin of Mt. Vernon, N. Y. Internment was at Pine Crest Cemetery, Mobile, Ala. (This is the final installment in the brief saga of the Ship's Cat, as given to us by Charles A. Bortz of Hellertown, Pa. The cat's mother first appeared in the July '84 LOG, and Howard had a cameo spot in 1986 when he was billeted by a shipyard-bound crew in a cat motel. Howard is much missed aboard the Ranger. Bortz said they looked around Diego Garcia for a replacement but couldn't find one with Howard's qualities. probably just as well-as the Ranger is headed for the Persian Gulf.) C Retire to Piney Point The Seafarers Welfare and Pension Plans cover a wide range of benefits. We'd like to remind those of you who are on pension, or planning to retire, that we have a program/or pensioner housing. There are a limited number of rooms available for this program, so room and board at the Harry Lundeberg School of Seamanship's training and recreation center is granted to eligible pensioners on a first-come , first-served basis. To qualify for this benefit, a pensioner must be receiving a normal, regular early normal, or disability pension from the Seafarers Pension Plan and receive monthly Social Security benefits. You must be able to pass a pre-admission physical examination at a Seafarers Welfare Plan Clinic or with a Seafarers Welfare Plan contracted physician or facility . After admission, you will be asked to submit to and pass a periodic physical examination (at least once a year), to maintain eligibility. The contribution for room and board at the school will be two-thirds of your Seafarers Pension plus your Social Security pension. Your spouse is included in this benefit. If you should die, and he/she is entitled to a Seafarers Pension Plan Survivor's Pension, your spouse can remain at the school under the same terms and conditions. If it becomes necessary for you to enter a nursing home, the welfare plan would pay the allowable benefit to the nursing home facility; therefore, your spouse would have to make other living arrangements, or pay the costs of room and board at the school. Application forms can be obtained by contacting the Seafarers Claims Department at headquarters. startling a drowsy lookout by rubbing up against his leg at a midnight hour. Captain Home, his first skipper, said that he was always extremely wary about crossing roads. In Subic, however, there was rumor of a particularly alluring ball offluffjust the other side of the highway, and . . . Actually it was Captain Halbeck who picked him up from the road, and it was Captain Halbeck who buried him. A day out of the Philippines, the Ranger's official log entry reads: "1800. Committed the body of "Howard the Cat," the ship's mascot, to the deep in a dignified ceremony in the presence of the crew on the stem. Sounded one long blast.'' Howard didn't quite make it to his fourth birthday, but while he lived, he lived fully. He was a good shipmate. He'll be missed. Charles W. Spence, 61, of Corpus Christi, Texas died Sept. 17. He joined the Union in 1959 and sailed in the deck department. Brother Spence is survived by his wife Consuelo. He was buried at Memory Gardens in Corpus Christi. Union in 1952. Boatman Thomas is survived by his son George M. Thomas Jr. and his daughter Patricia T. Arthur. He was buried at North River Methodist Church Cemetery in Beaufort, N.C. Allen R. Ferrel, 54, of Alexandria, Va. died Oct. 13. He joined the Union in 1968 and sailed in the steward department. He is survived by his wife Evelyn. Delbert E. Shields, 70, of Athens, Ohio, died Oct. 10. Brother Shields is survived by his sister Gladys Wilson. He was buried at Nye Cemetery in Chauncey, Ohio. George Murray Thomas, 83, of Carteret, N .C. died Sept. 7. He joined the John Joseph Silver, 79, of Placerville, Calif., died Sept. 13. He joined the SIU-merged Marine Cooks and Stewards Union in 1941. He is survived by a daughter, Regina Schrader. Brother Silver was buried at Mt. Vernon Memorial Park in Fair Oaks, Calif. Henry Piedvache, 67, of San Francisco, died Aug. 10. Brother Piedvache sailed in the steward department. He is survived by his sister Madeline F. Ferreira. His ashes were scattered at sea. * \ BUY UHIOH I0 * 24 I LOG I November 1987 - UNION Union Label •nd Service Trades Deputment, AFL-CIO MADE �ADONIS (Apex Marine), September 20-Chairman B.G. Williams, Secretary Tobe Dansley Jr., Educational Director E. Figueroa. No beefs or disputed OT. Members were advised by the chairman and by the educational director to take advantage of the upgrading opportunities available at Piney Point. There are always jobs for those who are qualified. The importance of contributing to SPAD was also stressed. The secretary added a word of thanks to Vice President "Red" Campbell for a job well done on the new contracts. And the steward department was given a vote of thanks for their good work. Next port: Texas City, Texas. SIU member Raymond Diaz was given a burial at sea June 9from aboard the Sea-Land Pioneer. LNG GEMINI (Energy Transportation Corp.), September 27-Chairman Glen Miller, Secretary Harold Markowitz, Educational Director Tyler Womack, Deck Dele u ene A. Bousson. No beefs or disputed OT. There is $152 in the ship's fund. SIU Rep Carl Peth was aboard the Gemini in Nagoya, Japan recently to explain the changes in the contract. The crew voted unanimously to accept the new contract, and the bosun thanked the Union negotiators for increasing the wages of Ordinary Seamen now that they have been put on day work. The steward reminded everyone of the importance of donating to SPAD. He also urged members to write their local senators or congressmen about issues affecting the maritime industry. The educational director posted maps and local subway information in the crew lounge. to help make traveling in Japan a little easier. A vote of thanks was given to the steward department for the good food. Of interest to the LOG: "S/A Viveca Echeverio spotted four people floating in the water one day after leaving Arun. She reported the sighting to the bridge, and the ship was turned around to take a closer look. Four fishermen whose boat had capsized in a storm were picked up. They had been floating for two days. The four fishermen were dropped off in Singapore." Next ports: Tobata, Japan and Arun, Indonesia. GOLDEN MONARCH (Apex Marine), October 4-Chairman Joseph Zeloy, Secretary E.M. Douroudous, Educational Director A. Alexakis. No disputed OT or beefs, although it was noted that the third mate is doing the AB dayman's work on deck. The galley will stay open at night due to the fact that there is no water facility in the messhall. So all hands were asked to help keep the galley clean at all times. Some members still do not have keys for their rooms. Other items in need of attention: the dryer is out of order and the potable water has been extremely rusty since leaving Jacksonville. A vote of thanks was given to the steward department for a job well done. Next port: St. Lucia. LNG LEO (Energy Transportation Corp.), September 16--Chairman Luther V. Myrez, Secretary H. Jones Jr., Educational Director James A. Carnell, Deck Delegate Charles H. Kahl, Engine Delegate Keith J. Amos, Steward Delegate Albert A. Fretta. No beefs or disputed OT. There is $223 in the ship's fund and $40 in the communications fund. New movies came aboard this trip. Some of the better ones will be recorded on blank tapes. The Leo is expected to go into the shipyard Oct. 28 and will be laid up for about 18 days. Members were reminded to follow safety procedures when working on deck as well as any place aboard ship. The chairman stressed the importance of donating to SPAD. He also advised crewmembers to read the LOG to keep up on current events of the Union. SIU Rep Carl Peth was present at this meeting. He spoke to the members about the new contract and answered all their questions. A vote of thanks was given to Carl Peth for his hard work. Members were reminded not to play loud music, slam doors or smoke in the messhall during meal hours. "Respect your shipmates." The steward department was given a vote of thanks, especially to the chief cook, for all the good dishes. Next ports: Arun, Indonesia and Tobata, Japan. OMI CHAMPION (OMI), October 4Chairman M. Beeching, Secretary R. Fluker. No beefs or disputed OT. The ship will pay off Oct. 5 in Long Beach, Calif. Each member should check with the patrolman before leaving ship. The next trip will run from Hawaii to Alaska to California. The secretary noted that times are changing in the maritime field and that each member should help the Union with these changes by upgrading. "Don't let jobs hang on the board just because the ship is not going where you want to go. A job is a job (money is money). That's what we work for." A special vote of thanks was given to the steward department from the crew and officers for the excellent meals and service. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Long Beach, Calif. OMI LEADER (OMI), October 2Chairman Frank Smith, Secretary Paul Stubblefield, Educational Director C. Durden, Deck Delegate Michael Manon, Engine Delegate Jimmy Gradon, Steward Delegate Jack Hart. No beefs or disputed OT; however, one item to be brought up with the patrolman concerned the breaking of sea watches in port while handling cargo. Payoff should be on the West Coast on or about Oct. 5. The Leader will then go into the shipyard for approximately 35 to 40 days. If it turns out to be fewer than 30 days, the crew may reclaim their jobs. It was a fairly smooth trip-hot, but otherwise OK. All hands were reminded to strip their linen before leaving and to clean up their rooms. The steward department received a vote of thanks for their fine job. Next port: Singapore. PONCE (Puerto Rico Marine), October 5-Chairman Angel R. Camacho, Secretary R. Maldonado, Educational Director William Turner. No beefs or disputed OT. The Ponce will pay off in San Juan and will then lay up for an estimated threeweek repair period. A vote of thanks was given to the steward department for the good food and service. Members observed a minute of silence in memory of our departed brothers and sisters. Next port: San Juan, P.R. PFC DEWAYNE T. WILLIAMS (AMSEA), September 27-Chairman Mark Trepp, Secretary Donald Spangle, Educational Director Milton Sabin, Deck Delegate Howard F. Hare, Engine Delegate Paul D. Hanley, Steward Delegate Janet E. Price. No beefs or disputed OT reported. There is $400 in the ship's fund. With the arrival in Guam, an additional $100 will be added from the pilot pool. One question was raised as to the policy concerning the ship's elevator. Why are only engineers allowed to use it? This will be brought to the captain's attention. The chairman noted that this has been a good crew all around. He is ready for vacation and hopes to see some familiar faces when he returns. The secretary stressed the importance of returning to SHLSS for upgrading as often as possible. He also spoke of the need for SPAD contributions by stating, "Keep in mind that these AMSEA ships were made possible by SIU and our contributions to SPAD." The educational director reiterated the importance of taking advantage of the educational opportunities available to SIU members at the Lundeberg School. 'Think ahead and make the most of the Union's programs." It appears that AMSEA, SeaLand and Ocean Carrier ships are calling in Guam-and a suggestion was made that a Union hall be opened there. A point was raised concerning crewmembers traveling to the ship who are stranded on Guam due to bad weather, etc. These members are not being P?id, and this creates a hardship for Seafarers and their families. A vote of thanks was given to the steward department-"by far the best in the fleet!" Next port: Guam. and magnifying glass so that ABs can steer more easily. Otherwise, he said, everything is running smoothly. He also stressed the importance of contributing to SPAD. A vote of thanks was given to the steward department for a job well done. Next port: t=lizabeth, N.J. RANGER (Ocean Carriers), October 3-Chairman Jerry Borucki, Secretary R.D. Linasan, Educational Director Tom Hogan. The Ranger sailed shorthanded for one month with no AB and more than one month with no QMED. Despite that, there were no beefs or disputed OT. "We've got a good crew." The educational director reported that many crewmembers are now familiar with underway refueling, thanks to the SIU's training in sealift operations and maintenance. And the food is good-filet mignon twice a month and fresh red snapper! Members aboard the Ranger give some advice to other Seafarers heading for Diego Garcia: "Make sure to bring your fishing equipment-it's a good place for fishing." A vote of thanks was given to the steward department for the work they've done and for "preparing the best food in the fleet." The bosun also impressed upon everyone the importance of contributing to SPAD. "Thanks to SPAD and to all members who support it so that our Union offices can create new jobs for all of us. So don't delay. Sign up now." Next ports: Diego Garcia and Bahrain. SEA-LAND PIONEER (Sea-Land), September 20-Chairman Calvin James, Secretary Joseph P. Emidy, Educational Director Jerry Dellinger. No disputed OT. The chairman asked for donations for the Seamen's Church for delivering books to the ship. Everything is in order and running fine, according to the secretary, and the educational director urged all eligible members to take advantage of the upgrading courses offered at SHLSS. A number of movies are available in the ship's library. Crewmembers were asked to return each movie when they're through. The steward thanked the deck and engine departments for keeping the messhall and lounge clean. And a vote of thanks was given to the steward department for a job well done. Next port: Elizabeth, N.J. SEA·LAND DEVELOPER (Sea-Land), September 27-Chairman Bobby L. Riddick, Secretary E. Vazquez, Educational Director M. Donlon. No beefs or disputed OT. There is $80 in the ship's fund. A letter was received from headquarters explaining the pension plan. The letter was posted for all members to read. The chairman mentioned that some improvements are needed to the lights on the gyro compass SEA·LAND LIBERATOR (Sea-Land), September 20-Chairman A.J. Eckert, Secretary C.M. Modellas, Educational Director E. Fahie. No beefs or disputed OT. Everything is going smoothly, according to the chairman. Payoff will take place in Oakland, Calif. upon arrival. One QMED missed the ship in Kaohsiung, Taiwan, and a replacement came aboard in Kobe, Japan. The bosun reminded all crewmembers to read the new contract and familiarize themselves with it. The captain made an inspection Aug. 16 at sea and commented that the ship is very clean. He was satisfied with the officers' and crews' messhalls and passageways and praised the steward utility for having done his job well. Next port: Long Beach, Calif. Official ships minutes also were received from the following vessels: ALTAIR LNG AQUARIUS FALCON PRINCESS GALVESTON OAKLAND OVERSEAS BOSTON SAii JUAN SEA-LAND ADVENTURER SEA-LAND FREEDOM SEA-WO LARK SEA-WID LEGION SEA-WID MARKETER SEA-WID PACER SEA·WID VENTURE SPIRIT OF TEXAS SUGARISl.AllDER - Monthly Membership Me~tings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, December 7 ................. 10:30 a.m. New York ............... Tuesday, December 8 ................. 10:30 a.m. Philadelphia .............. Wednesday, December 9 .............. 10:30 a.m. Baltimore ................ Thursday, December 10 ............... 10:30 a.m. Norfolk ................. Thursday, December 10 ............... 10:30 a.m. Jacksonville .............. Thursday, December 10 ............... 10:30 a.m. Algonac ................. Friday, December 11 ................. 10:30 a.m. Houston ................. Monday, December 14 ................ 10:30 a.m. New Orleans ............. Tuesday, December 15 ................ 10:30 a.m. Mobile .................. Wednesday, December 16.............. 10:30 a.m. San Francisco ............ Thursday, December 17 ............... 10:30 a.m. Wilmington .............. Monday, December 21 ................ 10:30 a.m. Seattle .................. Monday, December 28 ................ 10:30 a.m. San Juan ................ Thursday, December IO ............... 10:30 a.m. St. Louis ................ Friday, December 18 ................. 10:30 a.m. Honolulu ................ Thursday, December 17 ............... 10:30 a.m. Duluth .................. Wednesday, December 16.............. 10:30 a.m. Jersey City ............... Wednesday, December 23 .............. 10:30 a.m. New Bedford ............. Tuesday, December 22 ................ 10:30 a.m. November 1987 I LOG I 25 - �Help A Friend Deal With Alcoholism and Drugs I I I l would~ ~ Addicts don't have friends. Because a friend let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fell ow Seafarer who has an addiction problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, Md. Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. I~-------------------------------~ . 1 I I l Addictions Rehabilitation Center I am interested in attending a six-week program at the Addictions Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name ..................... . .. , .......... Book No .............. . Address ..................... . .................................. . (Street or RFD) (City) (State) (Zip) Telephone No. Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 '--------------------------·--------------------------------26 I LOG I November 1987 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes OCT. 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac ............ . ...... 0 20 5 DECK DEPARTMENT 0 23 2 0 29 0 7 2 ENGINE DEPARTMENT 19 0 4 0 10 0 6 0 0 8 ENTRY DEPARTMENT 0 0 0 0 35 16 82 23 Port Algonac ............... . ... Port Frank Drozak, President Joe OIGlorglo, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George Mccartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP 5 STEWARD DEPARTMENT Algonac ................. . . 0 Port Algonac . . . . . . . . . . . . . . . . . . . 0 16 12 4 Totals All Depanments. . . . . . . . o 49 20 o 46 6 o *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea OCTOBER 1-31, 1987 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ..... . .... .. . . . Philadelphia .......... .. .. Baltimore ..... . .... . . . .. Norfolk ................. Mobile ................. New Orleans .......... . .. Jacksonville . . . . . . . . . . . . . . San Francisco .......... . .. Wilmington .............. Seattle ................. Puerto Rico . .. .. .... ..... Honolulu ....... . .. .... . . Houston . ....... . . .. . . .. St. Louis ... . .. . ...... . .. Piner: Point . . . . . . . . . . . . . . Tota s . .. ... ... .. . . .... New York .... . ...... . ... Philadelphia . . . . . . . . . . . . . . Baltimore ............... Norfolk ................. Mobile . .. ......... . .. .. New Orleans . . . . . . . . . . . . . Jacksonville .• . ....•.....• San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu . ....... ... .. .. . Houston . ......... . ..... St. Louis .. . . ..... . .... .. PineY: Point ... . ... .. . .... Tota s .... ..... ........ 51 7 7 10 7 31 35 33 15 37 13 8 28 0 2 284 33 5 5 4 2 26 28 14 11 21 6 7 13 0 a 175 13 3 6 9 1 1 10 11 3 4 2 14 9 0 4 90 1 1 3 5 2 4 2 2 4 9 2 9 6 0 6 56 1 1 0 3 1 1 5 9 4 4 1 7 4 0 1 42 0 1 0 0 0 0 0 3 3 1 0 11 1 0 0 20 Port New York ...... . ........ Philadelphia ........... . .. Baltimore . . ... ... .. . .... Norfolk ............... .. Mobile .. . ........... .. . New Orleans . . . . . . . . . . . . . Jacksonville .............. San Francisco . . . .. ........ Wilmington . ..... . ..... .. Seattle .. .... . . .... . ... . Puerto Rico ... . .... ... . . . Honolulu ............ . ... Houston . . ... ...... . .... St. Louis . .. . ... .... ... .. Piner: Point ....... . ... .. . Tota s . ...... . ......... 17 1 0 5 2 19 7 29 10 26 6 5 18 0 3 2 0 2 3 0 0 3 5 2 7 1 18 0 0 6 0 1 0 0 0 0 1 8 0 1 0 19 1 0 0 148 49 31 19 1 4 6 19 4 4 10 4 13 10 19 9 19 3 79 8 0 3 2 3 0 6 2 13 3 16 3 6 0 117 2 0 0 TOTAL SHIPPED All Groups Class A Class B Class 45 2 8 14 2 24 34 24 9 31 17 7 20 0 1 238 20 2 5 5 2 19 20 12 11 19 11 4 11 0 0 141 131 204 173 99 Totals All Departments .. . ... 738 399 266 600 2 DECK DEPARTMENT 1 5 2 1 3 0 2 8 1 1 3 3 6 4 10 8 3 4 7 1 2 1 8 7 7 3 0 0 0 1 8 1 0 3 1 4 4 3 5 5 0 13 6 65 37 ENGINE DEPARTMENT 2 0 1 0 5 0 4 0 1 0 4 1 2 0 4 1 3 1 8 2 10 7 0 1 54 1 0 10 2 0 0 16 STEWARD DEPARTMENT 16 4 0 1 1 0 1 0 0 7 3 0 1 0 0 11 0 0 10 4 0 29 0 4 8 4 0 22 4 0 3 0 0 2 30 23 8 0 0 0 0 0 3 1 0 122 51 27 Port New York .... . .... ...... Philadelphia . . . . ...... . ... Baltimore . ..... .. . .... . . Norfolk ...... . ..... . . . .. Mobile ... . . .... ... . .... New Orleans ... .... .... .. Jacksonville . . . . . . . . . . . . . . San Francisco .. . ..... .. ... Wilmington .. ... .... . .... Seattle . ... . ...... . . .... Puerto Rico . . .... .. .... .. Honolulu .......... . . . .. . Houston . . ........ ... .. . St. Louis ... ....... .... .. Piney Point .......... ... . Totals ... ... . ..... .. . . . 18 8 21 3 22 13 5 9 0 0 c Trip Reliefs 8 0 0 1 0 10 5 24 3 17 11 9 11 0 0 ENTRY DEPARTMENT 16 4 1 1 2 0 9 2 0 1 6 11 6 3 6 5 3 1 14 1 5 0 95 150 6 1 0 0 1 0 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 96 5 11 23 19 60 50 52 30 64 18 7 57 0 4 22 7 7 14 3 11 15 13 5 4 3 11 6 0 5 2 2 0 4 0 4 5 9 4 8 0 1 1 0 1 53 496 126 41 9 0 0 0 0 3 2 60 7 11 12 4 40 38 21 6 2 1 7 5 12 3 4 6 6 0 1 1 1 0 0 1 5 8 3 1 3 3 0 6 0 0 0 13 36 7 4 34 0 2 5 1 0 9 27 289 67 4 2 0 3 34 6 2 3 4 1 0 4 1 6 4 3 0 85 4 0 0 1 4 2 5 34 14 62 12 35 6 7 25 0 2 1 7 11 1 9 1 18 2 0 9 116 243 75 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 42 6 5 14 4 33 8 54 17 36 13 8 16 0 1 31 8 6 11 9 26 20 21 22 28 11 86 12 0 9 6 0 8 0 0 0 34 0 1 0 2 1 6 2 11 1 1 0 17 1 0 0 43 9 2 0 15 4 33 6 29 14 8 0 118 4 0 2 170 180 0 257 300 244 340 260 196 1,285 568 362 *"Total Registered " means the number of men who actually registered for shipping at the port last month . ** " Registered on the Beach" means the total number of men registered at the port at the end of last month . Shipping in the month of October was up from the month of September. A total of 1,396 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,396 jobs shipped, 600 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 196 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6, 153 jobs have been shipped. DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 _ (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 November 1987 I LOG I 27 - �t I I l 1 I I SIU Legislative Director Frank Pecquex reported on the "hold-the-line" efforts of MTD affiliates during the Reagan union-busting years, and suggested that a new day could be dawning for maritime, shipbuilding, and the many related industries as Reagan's sun begins to set. f i I I MEBA-2 Great Lakes Executive Vice President Mel Pelfrey, left, and Airline Pilots President Henry A. Duffy were active participants at the convention. I Marine Engineers District 2 were represented at the convention by Jack Brady, Gordon Spenser and Michael McKay. Are You Missi National Marine Engineers President C.E. Gene DeFries is an executive board member of the Mare ep .Imp We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. Robert Georgine, pr · t of the AFL-CIO Building Trades De ment, promised the continued sup' port of his organization toward MTD's goal of rebuilding America's aritime industry. ail? If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. -----~---------------------~-----------------------~-------- HOME ADDRESS Date: _ _ _ _ _ _ _ __ PLEASE PRINT Social Security No. Phone No. ( ) Area Code Your Full Name City Apt. or Box# Street Book Number - 0 SIU 0 UIW State 0 Pensioner ZIP Other------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - Thia will be my permanent address for all official Union mailings. This address ahould remain In the Union file unleaa otherwise changed by me personally. (Signed)-~~~-~--~-~~~~~ ~ ---------------~--~~-~-----~----~---~------------~~--------~ 28 I LOG I November 1987 - FOR A BETTER YEAR AND BETTER FUTURE FOR ALL AMERICANS BUY AMERICAN AND LOOK FOR THE UNION LABEL Personals Sven Regner Anyone knowing the whereabouts of Sven Regner, please contact his nephew, George J. Anderson, 22576 Lanyard St., Boca Raton, Fla. 33428. Edward Kostango It's very important that you contact Lyda at (516) 584-8973 as soon as possible. �November 1987 I LOG I 29 - �"She was a Good Ship" After 43 Years, Galveston Ties Up for Last Time Its first cargo was American Gl's and its last was containers for Alaska. In the 43 years between its first and last trips the Galveston (Sea-Land) carried millions of tons of goods and hundreds of Seafarers. She was laid up in Tacoma, Wash. last month and is headed for the scrapyard. Built in 1944 as a C-4 troop transport, the Galveston ended her sailing on the ''Salmon Run'' between Tacoma, Anchorage and Kodiak Island, Alaska. Chief Electrician Michael Bagely submitted these pictures from the Galveston's final run. ''She was a good ship, and I was sad to see her go.'' Sea-Land Galveston Chief Cook Bill Bryley bas learned to do a goOd job on 43-year-old stoves. AB Inus Otter shows off his seamanship skills. Bosun J. W. Allen secures the anchor. AB Larry Stogner always pulls his own weight. 30 I LOG I November 1987 OS Larry Mills is ready to lend a band. Part-time messman, but full-time comedian, Gary Loftin serves up ribs. �·L etter To The Editor 'Grateful SIU Pensioner . . . ' Just a line to say that I thank you for my pension. I am now working at the First Baptist Church of Kingsland [Texas] part-time. I have no insurance except workmen's compensation which only covers accidents. I am really grateful for having been an active member of the SID for 36 years. I also thank the welfare plan for paying my medical bills for the past two years. If I can ever do anything to help the Union to further the cause of better shippping for my SID brothers in any way, do not fail to call or write me. Thank you again. I remain, Jimmie L. Jackson Kingsland, Texas Washington Report (Continued from Page 32.) What this does, in effect, is to freeze the American maritime industry at its present level and dry up the remaining few sources of domestic capital. Since Canadian operators enjoy favorable exchange rates and substantial subsidies, they would have an insurmountable edge in obtaining any new work that is opened up by changes in American romotional laws. The prospect of this has brought about the seemingly impossible: unity in the maritime industry. More than 200 maritime organizations av joined forces to decry the agreement. Many of these organizations have never agreed on anything in their lives. In a letter to all members of the House and the Senate, the Maritime Industry Coalition, as the 200 maritime groups call themselves, said that unless maritime issues are removed from the Free Trade Agreement, that agreement .. will be disastrous for our industry." Noting that the airline industry was exempt from the agreement, the coalition said, .. The agreement trades away the maritime industry for advantages in other commercial sectors . . . that bear no relation to national defenses, and it gives no assurances whatsoever that Canadian vessels and shipyards will fulfill U.S. defense requirements when needed." For a full discussion of this issue, see page 8. William Brock William Brock, who restored the Department of Labor's credibility after stepping in to replace Ray Donavan, has announced that he is leaving the federal government to head Bob Dole's presidential campaign. Anne Dore McLaughlin has been named to replace Brock, who sought to build bridges between organized labor and the ideologically charged Reagan administration. Given the ideological bent of the Reagan administration, Brock was not always successful. Yet he was applauded for his highwire act. At a minimum, he restored a modicum of confidence in OSHA and the EPA after that confidence had been destroyed by right-wing ideologues who headed those departments during the early years of the Reagan presidency. "If Mrs. McLaughlin is confirmed by the Senate," said The Baltimore Sun, "she will face an array of union-backed legislation: trade, workplace safety, notification of plant closings, minimum wage increases, parental leave. At this point, the fate of the legislation lies with Congress: the ultimate question is whether the president will veto much of it and if so, whether there will be enough support on Capitol Hill to sustain the overrides." The Last Ship Nov. 9 marked a new era in the history of the maritime indu try. For the first time ever no merchant vessel was being built in an American shipyard. ''U.S. shipbuilders regard Nov. 9 as a black their industry," wrote The Journal of day Commerce. "On that day, the last merchant vessel under construction or on order in U.S. yards will be delivered to Sea-Land Service Inc. by Bay Shipbuilding Co., Sturgeon Bay, Wis." Given the decline in the commercial domestic fleet, Reagan administration officials have predicted that American shipyards would be able to rely on Navy shipbuilding and repair orders. Yet the present budget crisis has raised a spector of uncertainty over this plan. "Aggravating the situation," said the Journal, quoting John J. Stocker, president of the Shipbuilders Association, ''were uncertainties . . . caused by the government itself.'' These questions include ''whether or not the export of Alaskan oil will be allowed, the extent to which construction subsidies will be allowed to be repaid in return for domestic trading privil~ges and the impact of the recently negotiated U .S.-Canada Free Trade Agreement." The SIU has strongly opposed the export of Alaskan oil, the payback of construction subsidies and the maritime provisions of the U.S.-Canadian Free Trade Agreement. for Insurance Crisis In an effort to solve the insurance liability crisis which has plagued the American fishing industry, three subcommittees of the House Merchant Marine and Fisheries Committees have approved a bill to provide no-fault benefits for temporarily injured fishermen. The legislation eliminates the $500,000 limit on claims for temporary injury which was included in a similar bill that was defeated in the last session of Congress. The bill creates a compensation system for fishermen who suffer ''temporary injury.'' Under the terms of the legislation, vessel owners must provide compensation to seamen with temporary injuries within 14 days in order to win protection against lawsuits written into the bill. According to The Journal of Commerce, few people are satisfied with the bill. Yet everyone is willing to give a little on this issue because of the crisis situation in the industry. A ep. GI nn Anderson (D-Calif.) said, under the present situation more than 90 percent of the fishing vessels in his district do not carry insurance. "Therefore, there is no one around to pay the bills for work injuries sustained by fishermen," he said. Safety Standards in the Fishing Industry One of the leading causes of the liability insurance crisis in the fishing industry has been the lack of adequate and verifiable safety standards. Therefore, the SIU has supported congressional and executive moves to improve those standards. Last month, SIU President Frank Drozak wrote a letter to the Coast Guard expressing his support for the agency's proposed rule to require uninspected fishing, fish processing and fish tending vessels operating on the high seas to carry Emergency Position Indicating Radio Beacons, or EPIRBS. The rule is included in a section of the Coast Guard Authorizations Act of 1986. Tax Correction Act One year after Congress passed the historic Tax Reform Bill of 1986, attempts have been made to amend the legislation. Given the present budgetary crisis, such moves were perhaps inevitable. The SIU has worked hard to retain the 100 percent deductibility of meals during shipboard conventions in the House versions of the tax bill. "We expect to see full floor consideration of the bill before Congress adjourns at the end of its sess · n this year," said SIU Director of Legislation Frank Pecquex. - November 1987 I LOG/ 31 • �Seafarers International Union of North America, AFL-CIO Washington Report During the past month and a half, Washington has been hit by a number of nasty surprises, some man-made, others natural. Mother Nature's surprise was the record 16inch snowfall that fell on Veteran's Day. It took everyone, including the meteorologists, by urprise. Another unexpected event wa& the October 19 stock market crash, which erased $1 trillion worth of paper profits in one hectic trading session. Black Monday, as the crash was called, was largely man-made, the result of six years of back-to-back trade and budget deficits. The unexpected snow drifts melted within two days, as the weather in Washington took a 180-degree turn and returned to Indian Summer levels. No such luck is expected with the. trade and budget deficits, though the Reagan administration is still hoping. Bended Knees: Part One The stock market crash took almost everyone by surprise. Still, a few analysts were sufficiently worried before the event to call on President Reagan and the American people to reevaluate their priorities. One of the most perceptive criticisms of Reaganomics was written by former Commerce Secretary Peter Peterson. In an article entitled "The Morning After," which hit the newsstands several days before the crash, Petersen noted that America ''could not stand tall on bended knees.'' Petersen compared the situation of the United States today to that of Great Britain in the 1950s. That country's ability to run an independent foreign policy was severely compromised because it was heavily dependent on foreign (American) capital. During the Suez Canal crisis, President Dwight D. Eisenhower forced the British to back down by threatening to stop supporting the British pound on the international money markets. The same thing, said Petersen, could happen to America today. The Washington Post made a similar observation. "Six years of free spending and heavy borrowing under the Reagan administration have brought an historic shift of financial control from this country to its new creditorsand financial control is political power. ''The markets-that vast, restless collection of investors, traders and speculators-are now the monitors of American economic policy, meting out swift and sure punishment of politicians' backsliding.'' Bended Knees: Part Two .. America can't operate a fully-independent foreign policy if it is in hock to foreign investors; it also can't run one if it is unable to transport its troops and supplies overseas. This country's lack of a credible sealift capability was cited in the recently released report by the presidentially-appointed Commission on Merchant Marine and Defense. The seven-member panel, which ha conducted hearings and research throughout this year, stated repeatedly that a private U.S. merchant fleet is the best way to maintain this country's sealift capability . 32 I LOG I November 1987 • November 1987 Legislative , Administrative and Regulatory Happenings Predicting that the American-flag merchant marine will "decline by one-half" by the year 2000 and that there would be ''a severe manpower shortage of skilled workers,'' the study stated that "heroic measures will be necessary if the decline is to be reversed ... The situation is now so bad that coordinated action is essential. "Free trade in reality does not exist," stated the report. ·'If American operators are to be able to compete in terms of price, some form of the Operating Differential Subsidy (ODS) program or some other measure to address some or all of the difference appears essential.'' For a more detailed discussion of this report, please turn to page 1. Liner Reform Subsidies The report from the Commission on Merchant Marine and Defense was eagerly awaited by the maritime industry, which viewed it as a way to spur the administration to act on a matter affecting the survival of the Americanflag merchant marine: reform ofthis country's liner subsidy program. "Since it took office in January 1981," said The Journal of Commerce, "The Reagan administration has made clear it opposes subsidies, abhors government intrusion, prefers to let the competitive marketplace make the decisions, and isn't willing to see any more money be spent for maritime subsidies than now.'' Last year, the operating subsidies that had propped up many of this nation's remaining shipping companies started to expire. Industry experts predicted dire consequences if action weren't taken. Nothing was done. At the end of last year, U.S. Lines, known as the "flagship fleet of the American merchant marine,'' filed for bankruptcy. ''A number of factors contributed to the bankruptcy, ' ' said SIU Legislative Director Frank Pecquex. "The failure of Congress and the administration to come up with a liner subsidy reform program certainly didn't help.'' After much delay, the administration finally submitted to Congress the details of its liner subsidy program. But many people in the maritime industry and on Capitol Hill feel that it doesn't go far enough in addressing the industry's problems. That is where the report comes in. "The hope is," reports The Journal of Commerce, ''that once President Reagan is confronted with . . . alarming facts regarding the merchant fleet and its inability to perform an adequate defense emergency role, he may change his mind." Trade Bill The Omnibus Trade Bill "continues to languish in the massive House-Senate conference," reports The Journal of Commerce. The bill, which seeks to restore balance in America's trading relationship with other countries, is perceived as having been jeopardized by the Oct. 19 stock market crash. For one thing, the stock market crash underscores the fact that the United States has become heavily dependent on foreign investors to finance the huge trade and budget deficits. According to The Washington Post, "The extraordinarily heavy new dependence on foreign governments' support is diminishing this country's freedom of action ... The final stages of the trade bill may not be, as Congress supposes, negotiations with the White House to avoid a presidential veto, but rather negotiations with Japan and Europe to avoid a financial veto. As most people know, running up your debts leads to a loss of control over your own affairs.'' Canada Free Trade: Part One Opposition is building in Congress and in Canada to the Canadian Free Trade Agreement signed by President Reagan and Canadian Prime Minister Brian Mulroney. In Canada, the trade agreement is front page news. There is widespread dissatisfaction with the agreement on economic and cultural grounds. While the agreement will probably be approved by the Canadian Parliament because of the large Conservative majority there, public opinion polls how that support for a U.S.Canadian pact has dro from 75 percent to 49 percent today. Opposition has been particularly 1 e among Canadian labor unions and e ergy concerns. The accord also needs the acquiescence of a majority of the 10 provinces. The governments of Ontario, Manitoba and ri c dward are opposed to the agreement. Ontario's premier is also critical of the pact, although he hasn't yet indicated if he will oppose it. Canada Free Trade: Part T While the U.S. -Canada Free Trade Agreement has received much less publicity_south of the border, a coalition of industry associations is expressing concern about the pact's possible ramifications. Several congressmen have indicated that they intend to vote against the trade agreement. Their opposition to the bill is due to a variety of reasons. Some of the most vehement congressional opponents of the Canadian bill come from energy states. Sen. Kent Conrad (D-N.D.) said he could not support the trade agreement ''unless it is amended to give better treatment to North Dakota and other states rich in natural resources.'' Sen. Wendell Ford (D-Ky.) also indicated that he would not be able to support the treaty if it is harmful to coal industry interests. Canadian Free Trade: Part Three Some of the most vehement criticism of the Canadian Free Trade Agreement has come from the maritime industry, which perceives its existence threatened by the proposed agreement. As reported in this and other issues of the LOG, the pact would seriously weaken the Jones Act and allow Canadian shipping companies to compete for any new work created by changes in the promotional laws of this country. (Continued on Page 31.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1987 Description An account of the resource HEADLINES DEFENSE REPORT FINDS ‘ALARMING’ SEALIFT DECLINE A SPECIAL REPORT TO THE MEMBERSHIP MTD MAPS UNITED PROGRAM TO REBUILD U.S. SHIPPING, SHIPBUIDLING INDUSTRIES MTD IS UNITED FOR ACTION FOGGY COLLISION SINKS LIBERIAN ORE FREIGHTER OPPOSITION MOUNTS TO U.S./CANADA TRADE PACT VETS’ CASE POSTPONED STRIKE ENTERS SIXTH WEEK BOATMEN, FAMILIES, OTHER UNIONS MAN TUGBOAT PICKET LINES DOT AND LABOR POSTS PICKED NMC CALLS IT QUITS GETTING READY FOR THE P.R.O.M. PINEY POINT GOES INTERNATIONAL FIRE DRILL HELD ABOARD USNS MERCY ABOARD THE USNS MISPILLION ONBOARD THE M/V RANGER AT DIEGO GARCIA AFTER 43 YEARS, GALVESTON TIES UP FOR LAST TIME WASHINGTON REPORT THE LAST SHIP SAFETY STANDARDS IN THE FISHING INDUSTRY TAX CORRECTION ACT INSURANCE CRISIS WILLIAM BROCK BENDED KNEES: PART ONE LINER REFORM SUBSIDIES CANANDA FREE TRADE: PART ONE CANADA FREE TRADE: PART TWO BENDED KNEES: PART TWO TRADE BILLCANADIAN FREE TRADE: PART THREE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 11 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f3d6f92ff007d6820ae1d448fc9811ce.pdf 91a6d4ecbfea49e75a4ce8036c959fc7 PDF Text Text Official Publication of the Seafarers International Union• Atlantic,Gull,LakesandlnlandWatersDistrict•AFL·CIO Vol.49,No.12December 1987 �President's Report by Frank Drozak It's time to do a little explaining. It's time to explain to you that sometimes as president of the entire SIU, I have to make decisions that some of you won't like. In a perfect world, labor and management would sit down at the table and give a little, take a little. Somewhere along the line, both sides would find a common ground which would keep the company profitable and the workers well paid and protected. It's not a perfect world. If it were, we wouldn't have had to face the situation we did with Curtis Bay Towing Co. The situation has been getting a lot of attention inside and outside the SIU. I'd like to take this time and try to explain why some things have happened. The SIU is not just inland deckhands, APL steward departments, TAGOS crews or QMEDs on Sea-Land ships. Though if you're part of one of those groups, that might certainly seem to be the most important aspect of the Union. But we 're also all the men and women on the beach who haven't worked in months. We're the folks who are approaching retirement age after decades of long work. We 're the people on pension. We're a lot of people who have to count on the strength of the entire SIU to protect the benefits and security of each of us. When we began negotiations with Curtis Bay for contracts in Philadelphia, Baltimore and Norfolk this past summer, we knew it wouldn't be easy. We knew eventually we would have to make some concessions. We told them we were willing to help the company through its financial troubles so that, in the long run, Curtis Bay would stay in business and we would stay on the job. When the membership in those three ports saw the final offer from the company, they said "shove it." I don't blame them. Over the years, through their professionalism and the SIU' s representation, tugboat jobs in those ports were some of the best paying blue-collar jobs in the country. Almost anybody would balk at taking pay and benefit cuts that could reduce your income by 50 percent. The membership voted to strike, and I supported that action. We felt that the skills and talents these people had could not easily be replaced. We believed the company could not operate efficiently and profitably without SIU crews. Well, a strike isn't the weapon it used to be. Though we had support from many other unions, legally we could not shut down the entire port as we could in the past. If we had done some of the things we wanted, we would have put the entire SIU in jeopardy-open to multi-million dollar lines today. In fairness, as hard as it is to admit, some cross picket lines out of desperation, simply to work. In the past, when companies used scabs to replace strikers, they were usually let go after the strike was settled. But again, recent court and NLRB rulings have given strikebreakers certain seniority and preferential hiring rights if they are brought in as replacements. Management can now threaten to replace striking union members. And even if a contract is reached, there is no guarantee strikers will get their jobs back. We were on strike, and Curtis Bay was running all their boats and making money. We got no help from the Coast Guard when we reported safety and licensing violations. We knew we would get no help from the NLRB. So where were we? In deep trouble. Unexpectedly, in early November, Curtis Bay delivered an ultimatum to its Norfolk crews. Come back to work or be fired, permanently replaced. The membership in Norfolk said no, and Curtis Bay stuck to its guns and fired the lot of them. Fifty-six people out of work. They said they would make the same demand in the other ports. In addition, if Curtis Bay followed through on its threat to replace the striking SIU members, it could have " ... Since 1981, court and NLRB rulings have made traditional picket line activities illegal. Strikers have actually been assessed damage for name calling ... for having too many people on a picket line ... '' lawsuits that could bankrupt us. Since 1981, court and NLRB rulings have made traditional picket line activities illegal. Strikers have actually been assessed damages for name-calling, for trying to block entrances or for having too many people on a picket line. Not only are union members liable for damages, but unions themselves can be fined hundreds of thousands of dollars. Step-by-step, this administration has weakened unions' rights. In better times, experienced crews are hard to find because they are working. But the heavy depression in the inland industry has thrown thousands of tugboat crews out of work. Curtis Bay knew that. Within days they had crews, mainly from the Gulf. People aren't afraid to cross picket placed their pensions in jeopardy. In effect, their action would have been a withdrawal from the pension plan and our people could have lost their past service credits. The Union's Executive Board decided we had to end the situation. We were losing. It happens. I did not want anyone else to lose their jobs. Also, these ports are important to the SIU. I did not want the Union to lose its presence in those ports. I wanted to do what was best for all the individuals involved and for the Union as a whole. As a union, the SIU had to maintain its presence in those ports. If you pack up and leave, it's doubly hard to reestablish yourself. Just ask any union which has lost a foothold in an industry. From the United Mine Workers to the Meat Packers-if you let your December 1987 jobs become non-union, very seldom do you get a chance to win them back. That's why, with the Board's approval, I entered negotiations with Curtis Bay. It was time to get people back to work, accept our losses and be there to fight another day. I wanted it over quickly. We were able to make some substantial improvements on their last offer. But more importantly, we retained those jobs on those boats. In hindsight, maybe we could have done it differently. But that's now water under the bridge. I decided that it was time to stop the losses. In the long run, it would be better for the members and for the Union to return to work. I acted under the authority granted me in the SIU Constitution to negotiate and sign contracts. It was my decision, and it is my responsibility. When the membership in Baltimore refused to return to work, they lost their jobs. That is sad, very sad. Just like I had to make a decision for the good of the Union, they had to make theirs. I think they were wrong. But I understand the emotion of the situation. In Philadelphia, the membership returned to work, but in their disappointment they filed suit against the Union. *** The aftermath of a strike can be bitter. This one is. Boatmen in two ports lost their jobs. Suits and NLRB complaints have been filed against the Union. There is name calling and finger-pointing. I want to stress that it is not just the SIU that has had to face these tough fights. Until the anti-union climate, fed by seven years of the Reagan administration, changes, until we as trade unionists are allowed to fight on equal footing with companies, every strike will be difficult. But our first weapon is something no court or president can take away from us: We must maintain a solid core ofunity and jobs. In the end, the buck stops at my desk. I made the decision to end the strike and sign a contract. We still maintain SIU jobs on those boats in Philadelphia and Baltimore. In Norfolk we have problems, but we are not finished there. It's simple. We got beat. I hope that during the next few weeks our members wh~ are upset and unhappy will realize that the SIU will be around to fight again. I hope that they will be part of it. Let's put it behind us, learn from it and get on with the job of building a union-together. Off1c1al Pu cat on of the Sea arers In emat onal Union ol orth Ar.-er ca nt c Gu f La es and I land Waters 01stnct Vo 49 o 12 AFL-CIO Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I December 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG. 5201 Auth Way, Camp Springs, Md . 20746. �Maritime Unity Provides Pressure U.S./Canada Trade Pact Deletes Maritime Threat The American maritime industry won what may be its most important victory in years when U.S. and Canadian trade negotiators removed all maritime provisions from a new Free Trade Area Agreement (FTA). The action came after months of continued pressure in what observers called ''a rare show of maritime unity." Earlier drafts of the FT A would have opened up almost every U.S. maritime program-from the Jones Act to subsidies to cargo preference-to Canadian ship operators. ''This is wonderful news,'' said SIU President Frank Drozak. "We were sitting there with a gun pointed at our heads. There was a very real possibility that ifthe maritime sections were not removed, the entire U.S.-flag industry would have been destroyed." Under the earlier proposals, Canadian shippers would have been allowed to participate in any expansion of U.S. maritime promotional programs. For example, if the Jones Act were expanded, that would be open to the Canadians. If new subsidies or cargo preference programs were enacted, those would have been fair game. While sentiment in the maritime industry had been running against proposed maritime agreements in the FTA for more than two years, the industry (labor, management and other groups) didn't come together until this summer. That was when it became clear that unless some action was taken, U .S.~flag ships were at high risk. The Maritime Industry Coalition on the U.S. Canada Free Trade Area Agreement was formed by more than 200 organizations. The coalition, along with almost 300 senators and representatives opposed to the deal began a massive education and lobbying effort. "Over the past months we have had to mount what can only be called an educational campaign to explain the maritime industry to those who see only ships," said Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee. In the House, Jones introduced a resolution calling for the removal of maritime issues from the agreement. It gathered 245 cosponsors. In the Senate, Sen. John Breaux (D-La.) introduced a similar measure which won several dozen cosponsors. The coalition sent several letters to politicians and others outlining why the agreement would hurt the maritime industry. It also expressed concerns to the administration and its trade experts. The two issues most heavily stressed by FTA opponents were that the headto-head competition between U.S. and Canadian ship operators would be unfair because of the heavily subsidized Canadian industry, and the defense role of the U.S. -flag fleet. ''The Canadians have an overwhelming competitive advantage because of the Canadian exchange rate, government health and pension ben- Marad Keeps RRF Authority Marad has won the right to maintain its control of the 86-ship Ready Reserve Fleet. · The agency had been involved in a dispute with the Military Sealift Command over the RRF. The future of its role as manager of the reserve fleet of merchant ships, including the 80-plus vessels in the Navy's high-readiness Ready Reserve All Ribbin' Aside . .. Leonard Earl Johnson, longtime SIU steward department member, won a spicy honor earlier this year when he was named a judge for the Chicago Tribune Ribfest 87. Johnson, from New Orleans, is currently sailing on the MN William Button. When not sailing, he works as a photographer, and his pictures have frequently appeared in galleries around the country and in the LOG. Fleet, was at stake in the Senate, but the agency won out. The action involved a decision by the Senate Appropriations Committee to turn back a Navy-inspired effort to complete a takeover of the Ready Reserve Fleet function. The committee assigned to Marad, beginning next fiscal year, the roughly $80 million needed to keep that fleet in readiness, rather than having the Navy reimburse Marad for its efforts. The committee did express concern that the costs of maintaining the fleet "are excessive," a Navy contention. But the committee suggested that because both Marad and Navy have been involved, there has been little incentive to cut costs. It is expected that the committee's report will conclude that "the merging of the financial and administrative responsibilities will provide such an incentive.'' With the support of an appropriations subcommittee, the Navy also had pressed for manning the fleet's ships with naval reservists rather than civilian merchant crews. The full committee decided to direct the Navy to submit by May 1 a feasibility study on a plan giving the Naval Reserve responsibility. The committee said the study must ''include steps to recruit the entire private-sector merchant manpower pool into the Naval Reserve, and that the manpower pool continue to be efits, faster depreciation tax schedules for vessels and numerous other forms of aid such as interest-free loans, grants and assistance for new facilities and equipment. If Canadian-flag vessels are allowed to penetrate future markets in U.S. domestic waterborne commerce, U .S.-flag vessel operations will entirely disappear,'' the coalition wrote. In addition to the competitive advantages the Canadians have, Canadian ships already carry about 90 percent of the bilateral trade on the Great Lakes. That country's Parliament is in the process oi tightening Canadian coastwise laws also. FT A opponents also pointed out that if the trade pact were approved with maritime provisions, other nations could be granted the same rights under Most Favored Nations trading pacts. ''The establishment of the Free Trade Area Agreement with Canada sets an extremely dangerous precedent that may result in the total collapse of the domestic U .S.-flag fleet. Other U.S. trading partners have the right, under existing treaties, to demand the same benefits granted to Canada. The combined political pressure of these nations, coupled with the benefits granted to Canada, could lead to the eventual demise of the U.S. merchant marine,'' the coalition wrote. In addition, Drozak pointed out in letters to congressional members that maritime provisions in the proposed pact could have a disastrous effect on the nation's defense posture. Both the "President's National Security Strategy", issued earlier this year, and the Merchant Marine Commission on Defense and National Security pointed to an alarming decrease in the number of ships, especially the number of qualified crewmembers in the U.S. merchant marine. ''Allowing Canadian operators to compete in America's domestic and reserved trades will decrease the demand for American seafarers and will only exacerbate this trend, damaging U.S. defense capabilities," Drozak said. It was the defense issue that seemed to gather more support for treaty opponents. "We believe that a strong merchant marine and a national sealift capability are absolutely vital to our national defense. This is not some hackneyed sentiment. It expresses a sense of alarm over the decline of the U.S.-flag merchant marine and our ability to fulfill the responsibilities of a great power," Jones and Breaux wrote in a letter to The Journal of Commerce. ''You simply do not make national security part of a trade agreement,'' they added. Breaux called the removal of the maritime provisions "a substantial victory . . . and a reiteration of the long standing position of this government to maintain its promotional programs that strengthen the merchant marine for its national defense role." First SMU Convention Delegates to the first convention of the Seafarers Maritime Union met at District 2' s training school in Dania, Fla. Nov: 24 and 25 to lay the foundation for a strong, new union to meet the challenges and opportunities of a changing maritime industry. ''The formation of the Seafarers Maritime Union marks a new beginning," said Frank Drozak, the newly-elected president of the SMU. "While there have been other topto-bottom organizations, this is the first time that licensed and unlicensed seamen have come together under one roof on equal terms." Also elected to office along with Drozak were Executive Vice President I Secretary - Treasurer Ray McKay and Vice Presidents Jerry Joseph and Red Campbell. Delegates to the convention reviewed the events that led to the formation of the new union, the most important of which has been the deterioration of the commercial sector. ''The maritime industry as we knew it is dead," said Ray McKay. "Many large commercial operators used to the maximum extent practicable." Civilian mariners will continue, through Marad' s general agency ar- still in business have made it known that they are thinking of reflagging." Developments over the past year have reinforced this trend. These include the inability of Congress to reform the liner subsidy program, events in the Persian Gulf, formation of top-to-bottom organizations by MEBA-1 and MM&P and the recent stock market crash, which has threatened. to dry up the few remaining sources of domestic capital for ship construction. On a more positive note, the delegates heard about the considerable progress that had been made in the areas of organizing, legal, servicing, manpower, training and new SMU benefit plans. ''This union represents a real opportunity for unlicensed seamen who like to think ahead, and who understand that the only new work being created in the maritime industry today is on military support vessels," Drozak said. Both Drozak and McKay stressed that SMU contracts will not supplant existing SIU or D-2 contracts. rangements with private operators, to man such vessels when activated until Congress evaluates the requested Navy plan, the committee added. December 1987 I LOG I 3 �Maritime Unity Provides Pressure U.S./Canada Trade Pact Deletes Maritime Threat The American maritime industry won what may be its most important victory in years when U.S. and Canadian trade negotiators removed all maritime provisions from a new Free Trade Area Agreement (FTA). The action came after months of continued pressure in what observers called ''a rare show of maritime unity.'' Earlier drafts of the FTA would have opened up almost every U.S. maritime program-from the Jones Act to subsidies to cargo preference-to Canadian ship operators. "This is wonderful news," said SIU President Frank Drozak. "We were sitting there with a gun pointed at our heads. There was a very real possibility that if the maritime sections were not removed, the entire U .S.-flag industry would have been destroyed." Under the earlier proposals, Canadian shippers would have been allowed to participate in any expansion of U.S. maritime promotional programs. For example, if the Jones Act were expanded, that would be open to the Canadians. If new subsidies or cargo preference programs were enacted, those would have been fair game. While sentiment in the maritime industry had been running against proposed maritime agreements in the FTA for more than two years, the industry (labor, management and other groups) didn't come together until this summer. That was when it became clear that unless some action was taken, U.S.-flag ships were at high risk. The Maritime Industry Coalition on the U.S. Canada Free Trade Area Agreement was formed by more than 200 organizations. The coalition, along with almost 300 senators and representatives opposed to the deal began a massive education and lobbying effort. ''Over the past months we have had to mount what can only be called an educational campaign to explain the maritime industry to those who see only ships," said Rep. Walter B. Jones (D-N. C.), chairman of the House Merchant Marine and Fisheries Committee. In the House, Jones introduced a resolution calling for the removal of maritime issues from the agreement. It gathered 245 cosponsors. In the Senate, Sen. John Breaux (D-La.) introduced a similar measure which won several dozen cosponsors. The coalition sent several letters to politicians and others outlining why the agreement would hurt the maritime industry. It also expressed concerns to the administration and its trade experts. The two issues most heavily stressed by FTA opponents were that the headto-head competition between U.S. and Canadian ship operators would be unfair because of the heavily subsidized Canadian industry, and the defense role of the U .S.-flag fleet. ''The Canadians have an overwhelming competitive advantage because of the Canadian exchange rate, government health and pension ben- Marad Keeps RRF Authority Marad has won the right to maintain its control of the 86-ship Ready Reserve Fleet. · The agency had been involved in a dispute with the Military Sealift Command over the RRF. The future of its role as manager of the reserve fleet of merchant ships, including the 80-plus vessels in the Navy's high-readiness Ready Reserve All Ribbin' Aside. Leonard Earl Johnson, longtime SIU steward department member, won a spicy honor earlier this year when he was named a judge for the Chicago Tribune Ribfest 87. Johnson, from New Orleans, is currently sailing on the MN William Button. When not sailing, he works as a photographer, and his pictures have frequently appeared in galleries around the country and in the LOG. Fleet, was at stake in the Senate, but the agency won out. The action involved a decision by the Senate Appropriations Committee to tum back a Navy-inspired effort to complete a takeover of the Ready Reserve Fleet function. The committee assigned to Marad, beginning next fiscal year, the roughly $80 million needed to keep that fleet in readiness, rather than having the Navy reimburse Marad for its efforts. The committee did express concern that the costs of maintaining the fleet "are excessive," a Navy contention. But the committee suggested that because both Marad and Navy have been involved, there has been little incentive to cut costs. It is expected that the committee's report will conclude that ''the merging of the financial and administrative responsibilities will provide such an incentive.'' With the support of an appropriations subcommittee, the Navy also had pressed for manning the fleet's ships with naval reservists rather than civilian merchant crews. The full committee decided to direct the Navy to submit by May 1 a feasibility study on a plan giving the Naval Reserve responsibility. The committee said the study must "include steps to recruit the entire private-sector merchant manpower pool into the Naval Reserve, and that the manpower pool continue to be efits, faster depreciation tax schedules for vessels and numerous other forms of aid such as interest-free loans, grants and assistance for new facilities and equipment. If Canadian-flag vessels are allowed to penetrate future markets in U.S. domestic waterborne commerce, U .S.-flag vessel operations will entirely disappear,'' the coalition wrote. In addition to the competitive advantages the Canadians have, Canadian ships already carry about 90 percent of the bilateral trade on the Great Lakes. That country's Parliament is in the process ot tightening Canadian coastwise laws also. FTA opponents also pointed out that if the trade pact were approved with maritime provisions, other nations could be granted the same rights under Most Favored Nations trading pacts. ''The establishment of the Free Trade Area Agreement with Canada sets an extremely dangerous precedent that may result in the total collapse of the domestic U.S.-flag fleet. Other U.S. trading partners have the right, under existing treaties, to demand the same benefits granted to Canada. The combined political pressure of these nations, coupled with the benefits granted to Canada, could lead to the eventual demise of the U.S. merchant marine,'' the coalition wrote. In addition, Drozak pointed out in letters to congressional members that maritime provisions in the proposed pact could have a disastrous effect on the nation's defense posture. Both the "President's National Security Strategy", issued earlier this year, and the Merchant Marine Commission on Defense and National Security pointed to an alarming decrease in the number of ships, especially the number of qualified crewmembers in the U.S. merchant marine. ''Allowing Canadian operators to compete in America's domestic and reserved trades will decrease the demand for American seafarers and will only exacerbate this trend, damaging U.S. defense capabilities," Drozak said. It was the defense issue that seemed to gather more support for treaty opponents. ''We believe that a strong merchant marine and a national sealift capability are absolutely vital to our national defense. This is not some hackneyed sentiment. It expresses a sense of alarm over the decline of the U.S.-flag merchant marine and our ability to fulfill the responsibilities of a great power," Jones and Breaux wrote in a letter to The Journal of Commerce. "You simply do not make national security part of a trade agreement,'' they added. Breaux called the removal of the maritime provisions "a substantial victory . . . and a reiteration of the long standing position of this government to maintain its promotional programs that strengthen the merchant marine for its national defense role." First SMU Convention Delegates to the first convention of the Seafarers Maritime Union met at District 2' s training school in Dania, Fla. Nov: 24 and 25 to lay the foundation for a strong, new union to meet the challenges and opportunities of a changing maritime industry. ''The formation of the Seafarers Maritime Union marks a new beginning," said Frank Drozak, the newly-elected president of the SMU. "While there have been other topto-bottom organizations, this is the first time that licensed and unlicensed seamen have come together under one roof on equal terms." Also elected to office along with Drozak were Executive Vice President I Secretary - Treasurer Ray McKay and Vice Presidents Jerry Joseph and Red Campbell. Delegates to the convention reviewed the events that led to the formation of the new union, the most important of which has been the deterioration of the commercial sector. ''The maritime industry as we knew it is dead," said Ray McKay. ''Many large commercial operators used to the maximum extent practicable.'' Civilian mariners will continue, through Marad's general agency ar- still in business have made it known that they are thinking of reflagging. '' Developments over the past year have reinforced this trend. These include the inability of Congress to reform the liner subsidy program, events in the Persian Gulf, formation of top-to-bottom organizations by MEBA-1 and MM&P and the recent stock market crash, which has threatened. to dry up the few remaining sources of domestic capital for ship construction. On a more positive note, the delegates heard about the considerable progress that had been made in the areas of organizing, legal, servicing, manpower, training and new SMU benefit plans. ''This union represents a real opportunity for unlicensed seamen who like to think ahead, and who understand that the only new work being created in the maritime industry today is on military support vessels," Drozak said. Both Drozak and McKay stressed that SMU contracts will not supplant existing SIU or D-2 contracts. rangements with private operators, to man such vessels when activated until Congress evaluates the requested Navy plan, the committee added. December 1987 I LOG I 3 �A 1971 Predictwnfor Today The Stanwick Report: Manning Revolution This is the second in a series of commentaries on the evolving conditions in the U.S. maritime industry. We began last month with a report from President Drozak on the decline of America's industrial base, and the loss of focus on the need for a strong U.S. maritime capability, particularly during the seven years of the Reagan administration. * * * I N December 1971 a report was issued which proposed radical changes in manning requirements for U .S.-flag merchant ships. The report was prepared by the Stanwick Corporation at the request of the U.S. Maritime Administration's office of research and development and the U.S. Coast Guard's office of merchant marine safety. The purpose of the report was "to determine crew skills, manning, and training requirements to provide safe, efficient and economical operation of U .S.-ftag merchant ships;, in the near future (10 years). The bottom line of that report was that ''it is possible to operate present ships safely and efficiently with approximately 50 percent of present (1971) manning, i.e., present manning as required by union agreement or company policy.'' To put this report into perspective, manning scales under SIU Standard Agreements at that time called for 34 unlicensed crewmembers on standard dry cargo vessels, and crews of from 28 to 34 aboard tankers. While it is not possible to assess what direct influence the Stanwick Report has had on the changes that have taken place in manning requirements and training of merchant seamen, the fact is that many of that report's conclusions have come to pass, and some more of them are imminent. Here are excerpts of the "principal findings" of that section of the report dealing with Manning and Skill Requirements: • ''. . . Present manning and skills of modern cargo vessels do not match the functional requirements of high-speed, fast-turnaround operations; highly automated engineering plants, or sophisticated electronic equipment.'' • ''In general there is a shortage of personnel adequately skilled in the operation and maintenance of the more complex systems, and an excess of personnel with little or no technical skills. With minor changes in equipment and procedures, cross-utilization of personnel, upgrading of skills, and transfer of some functions ashore, it is possible to operate present (1971) ships safely and efficiently with approximately 50 percent of present manning ... '' • ·'Systems and equipment expected to be installed in ships during the next 10 years will be significantly more complex, sophisticated and automated than at present ... Such ships and systems, designed to be operated by smaller crews, require personnel with a high degree of technical skill and operating proficiency ... '' • "In general, engineering personnel are inadequately trained in the operation and maintenance of control systems for centralized control engineering plants, and in effective preventative maintenance ... '' • ''Much routine engineering preventative maintenance could be performed by shoreside personnel during in-port stays ... " • ''There are extensive duplications and overlaps of functions, as well as excessive idle time among members of the steward's department. Many functions performed by stewards aboard ship could be performed more efficiently and effectively ashore.'' • ''The present rigid shipboard departmental organization and restrictive work rules prevent effective use of available manpower. Crossutilization of personnel is one means to obtain more efficient use of shipboard personnel.'' (It is interesting to note that in the Nov. 1987 issue of FAIRPLAY, a respected maritime journal published in Great Britain, it was reported that a recent research study on Technology and Manning for Safe Ship Operations concluded that one of the most important manning issues to be addressed is ''Role Flexibility: the need to move away from the traditional departmental and rank divisions.") * * * The Stanwick Report addressed two integrally related aspects of manning: skills and training requirements, and implementation problems. The S.S. Steel Age was one of 14 break-bulk ships operated by Isthmian Steamship Co. in the 1940s and 1950s with an unlicensed SIU crew of 31 Seafarers. Isthmian is gone, and so are the "stick ships" and the ratings that were needed to sail and maintain them. Manning Scales/1968 Tanker (55,000 DWT) (30 Unlicensed) Dry Cargo/C-3 (34 Unlicensed) Bosun Carpenter Deck Maintenance (2) Able Seamen (6) Ordinary Seamen (3) Chief Electrician Second Electrician Engine Utility (2) Oilers (3) Firemen/ Watertenders (3) Wipers (2) Bosun AB Maintenance Able Seamen (6) Ordinary Seamen (3) Chief Cook Galley Utility Crew Pantry Saloon Pantry Chief Pumpman (2) Second Pumpman/ Engine Maint. Oilers (3) Firemen/ Watertenders (3) Wipers (2) Steward Steward Chief Steward Cook & Baker Crew Me~ Saloon Mess Engine Deck Engine Deck Chief Steward Cook/Baker Crew Mess Pantry Utility Chief Cook Galley Utility Saloon Mess BR BR It was in this skills section of the report that the most revolutionary manning concepts were put forth. A "new" unlicensed rating of Quartermaster would require training to operate radar, perform simple navigational functions, operate automated bridge helmsman's station, and related advanced technology bridge duties. Messmen would be required to act as linehandlers and bow lookout, and to learn and become proficient in nautical terminology, life-saving and firefighting apparatus and equipment procedures. Utilitymen, who would be upgraded messmen or other basic entry ratings, would be trained to act as lookout/helmsman, and would be required to have all able seaman and messman skills. In the engineroom, two "new" classifications are proposed: unlicensed engineer and maintenance technician. These seafarers would work wherever required to do engineering housekeeping and to perform preventative maintenance and repairs of marine mechanical, electrical, hydraulic and pneumatic equipment. The report observed that training would, of course, be a key requirement for implementing the proposed manning changes. The report called for an industry-wide approach to identify the training needs of the future and to coordinate training programs. The report said: ''The new skills and ratings proposed will require the establishment of new courses and curricula, as well as new licensing and certificating requirements by the U.S. Coast Guard." * * * Much of what was suggested in that report 16 years ago was anticipated by the Seafarers International Union. The emphasis on training and upgrading began 20 years ago with the establishment of the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. New courses to keep our membership abreast of technological advances were developed. The courses are being constantly evaluated, modified and improved to insure that our members are the most competently-trained seafarers anywhere. And, we are looking to the future to insure the continued job security of this membership. In the real world, jobs are changing, technology is advancing, new skills and new approaches are needed. More about this next month. December 1987 I LOG I 5 �Area Vice Presidents' Report Gulf Coast by V.P. Joe Sacco D ESPITE the upheaval in the tug and barge industry, we were able to negotiate a contract with Moran Towing which included increases in wages and benefits. A special vote of thanks to Dean Corgey for the role he played in these negotiations. Negotiations are presently under way for the following companies: Dixie Carriers, Orgulf and Delta Queen. Things look especially good for the Delta Queen. Shipping has picked up a bit in the Houston area. This is welcome news, especially since the near-depression in the oil industry has caused severe dislocations up and down the East Coast. The slowdown in the domestic oil industry has thrown a lot of non-union seamen out of work. They've travelled as far north as Baltimore and Delaware to get jobs for wages far below what is normally paid union members. This has given companies like McAllister and Curtis Bay an added weapon in their efforts to break tug and barge unions. Some of these nonunion people are even holed up in crimp joints in Lousiana. On a brighter note: I went with Dean Corgey and Vice President Red Campbell to inspect the Overseas Joyce, the new auto carrier which just made its maiden voyage. It is an incredible vessel. And the only reason we have it is because of the work that our Washington staff has done in exposing unfair trade. Toward the end of last month, I attended the first convention of the Seafarers Maritime Union. It was an historic occasion. For seamen who are interested in making a career onboard military vessels, SMU represents an important breakthrough. Not only do seamen sailing aboard these vessels have improved job security, but they can use the opportunity to get a license. is the instrument that governs wages, hours, working conditions and a host of other rules and regulations that apply to marine personnel. After religiously following their bible (CMPI) for lo these many years , MSCPAC and MSC Washington, D.C. have now begun to interpret their bible in their favor, regardless as to what is written. For instance, William H. Smith, SIU ship's chairman aboard the USNS Passumpsic, submitted a Premium Pay Dispute Claim in behalf of the entire crew, when they and a U.S. Navy ship's crew were confined to their ships for three days in Fremantle, Australia, by the Battle Group Commander. CMPI states in part, "Liberty may be restricted without premium pay where unsafe conditions exist,'' and outlines other restrictions where individuals are concerned. CMPI also states that the master will deny liberty without premium pay when Competent Port Authorities order the restriction of the crew. The argument here is whether a Battle Group Commander is competent port authority. COMSC Washington, D.C. concurs in the fact that a Battle Group Commander may be considered a competent port authority and then covers its tracks by going on to say that the CMPI is a guideline and, as such, may not encompass all situations. Therefore, what is already in the written text is open for wide interpretation. The final chapter of this story has not been written because the SIU intends to appeal to a higher authority. I must say that Bill Smith, ship's chairman, did an exceptional job in presenting his case. As if the federal government had not already confused the retirement issue for eligible federal and postal employees by advising and inviting them to switch from the Civil Service Retirement System to the Federal Employees Retirement System, the employees under CSRS are further confused by Alternative Forms of Annuities (AFA) for eligible CSRS employees who retire after June 5, 1986, with certain exceptions. The Federal Personnel Manual letter which explains the AFA in its entirety is printed in the Government Services Section of this month's LOG. Those members under the CSRS who are thinking of retiring soon should give careful study and consideration to the article. Government Services Great Lakes by V.P. Buck Mercer by V.P. Mike Sacco T HE Military Sealift Command has always faithfully followed the authority of their Civilian Marine Personnel Instruction book (CMPI), which 6 I LOG I December 1987 N ow that the Great Lakes shipping industry has all but shut down for the winter months, it is time to take stock of 1987. It was a difficult year for maritime workers, with one exception. And that exception is crucial, because it marks the single most important victory in the maritime industry since 1985, when the SIU and other maritime unions were able to save the Cargo Preference Act of 1954. Thanks to the hard work of such grassroots organizations as the Maritime Trades Department and the Great Lakes Task Force, the maritime provisions of the Canadian Free Trade Agreement have been dropped. I've discussed this issue at length in my previous columns. If you want to know all the details, just turn to the lead story in this paper. But the most important thing to remember is that we have been able to save the maritime industry from extinction. Since it took office seven years ago, the Reagan administration has dismantled or cut funding for every single maritime promotional program on the books. Yet what it was proposing in the Canadian Free Trade Agreement was something different. Things may be bad now, but if the agreement had been ratified with the maritime provisions intact, the maritime industry would have lost something more important than any one program. It would would have lost all hope for the future. Hope is what kept us going in the early days of this Union, and it is what keeps us going today. Our absolute belief that we can ultimately improve the wages and working conditions of our members is what has enabled us to make the difficult choices about staying alive. Simply put, this Union is not willing to die. We believe that if we keep our members informed, if we communicate, then we can avoid what happened to the NMU. And the record is strong in this regard. By not relying on one company to provide the totality of our members' job security, or to put it differently, by not putting all our eggs in one basket, we are in a good position to weather out this storm. The record bears us out. I and other officials of this Union have often repeated these numbers: during a time when the maritime industry has declined by more than one-third, the SIU has been able to sign up 58 new vessels representing more than 700 new jobs. Let me repeat it-58 new vessels, 700 new jobs. And not just any jobs, but jobs that will enable out members to upgrade into licensed positions. Jobs with futures. It is true that jobs onboard military vessels do not pay as much as SeaLand vessels. But anyone who wants to make a career in the maritime industry has to realize that there is no real future in commercial work. In order to remain competitive, Sea-Land is going to have to modernize its fleet. Every new vessel that it is able to build (and it is not certain that it can or will build new vessels under the American flag) means that two or three existing ships will be put out of business. I know it is hard for many of our members to think about the maritime industry in these terms. And if I were shipping on a Sea-Land vessel today, I guess that I would be reluctant to go after this military work. Sea-Land jobs seem secure. They pay well. You don't have to take the time to upgrade. Why bother? Let me put it another way. No one likes to think about his own death. But any married man or woman knows that if you don't think about it, if you don't buy life insurance and plan for your family's future, then you are a fool. By the same token, the maritime industry is sick, maybe terminal, and we have to think about the future. Your future. ~ East Coast by V.P. Leon Hall B ALTIMORE, Philadelphia and Norfolk, three of our leading East Coast ports, were recently rocked by bitter strikes. President Drozak discusses the issues in detail in this month's President's Report. The problems that we have experienced with McAllister and Curtis Bay are part of a larger problem which threatens all labor unions and, I believe, the entire American economy. For one thing, a growing number of companies are trying to sabotage the labor laws of this country. They have hired high-priced labor lawyers to muck up negotiations. In effect, these people are being paid millions of dollars to make sure that the process does not work. It no longer is possible for American labor unions to get a fair hearing at the NLRB. At the bottom, this is a political issue. At the very least, American workers have to elect an administration that is not willing to let the NLRB become a mouthpiece for American conglomerates. This breakdown in managementlabor relations first became apparent in 1978 when a number of transportation companies, including American Commercial Barge Lines and Texas Air, started to challenge the whole concept of hiring halls. Deregulation had created a new climate in the transportation industry. · So did the rise in the number .of hostile takeovers. More and more, companies, hardpressed for cash, saw pension funds as potential company assets. By breaking the unions (be they maritime, rail, trucking or air), they would be able to establish their own single-employer pension plans, which were far less secure than multi-employer union plans. For instance, several thousand single-employer plans filed for bankruptcy between 1975 and 1978. During that same time, not one multi-employer plan went under. For SIU members, these issues did not reach a critical point until 1984, when SONAT Marine unilaterally declared the captains, chief engineers, mates and barge captains under con(Continued on Page 20.) �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. profiles Rep. Louise Slaughter Sen. Bob Graham T F he 30th district of New York includes the northwestern quarter of Rochester and a portion of the city east of the Genesee River. It is from this predominantly Republican area that Louise M. Slaughter (D-N.Y.) upset a one-term incumbent in her race for the U.S. House of Representatives. Slaughter was one of only five challengers, nationwide, to defeat an incumbent in 1986, and the only woman to do so. A native of Harlan County, Ky., the congresswoman holds a B. S. in bacteriology and an M.S. in public health from the University of Kentucky. One of her first political encounters was leading a neighborhood environmental fight to save a stand of rare native trees of environmental significance. Her interest in this sparked her political career. In 1975 Slaughter ran for the Monroe County Legislature, defeating a multiterm incumbent, and was easily reelected in 1977. While a member of the County Legislature, she also served as the regional coordinator for the Department of State under then-Secretary of State Mario Cuomo. In 1978 she managed Cuomo' s upstate campaign for lieutenant governor and, after a successful race , coordinated the e ·e ant vem r' upstate regional office. Congresswoman Slaughter ran for the New York State Assembly's 130th District in 1982 and was re-elected in 1984 with 55 percent of the vote, once again upsetting an incumbent. During her terms in the state assembly, Slaughter generated legislation on a number of issues. She was the chair of the subcommittee on Enterpreneurship, Employee Ownership and Family Owned Business. She sponsored legislation that cut excess regulation of small business and was the prime sponsor of the sunshine law on liability insurance. She also chaired the Committee of Overcrowding in New York's detention facilities and Rep. Louise Slaughter was a strong advocate of senior citizens. Slaughter, presently the only woman in the New York congressional delegation, has already made her mark in the lOOth Congress. She is one of three freshmen who have been appointed to a Majority Whip at Large position by the House leadership. Members of the Whip organization work closely with the Speaker of the House and the Majority Whip to establish legislative priorities and to build support among their colleagues. Slaughter was instrumental in supporting legislation to address the seriously deteriorating service that airline passengers have been encountering. The bill requires the Department of Transportation to publish a monthly report outlining each airline 's performance record, including information on delayed flights, lost or damaged luggage, canceled flights, overbookings and other passenger complaints. She also co-sponsored a bill that significantly strengthens taxpayer assistance resources within the Internal Revenue Service and introduced a bill that would help many older Americans throughout the country. Congresswoman Slaughter sits on the Public Works and Transportation Committee and is a member of the Governmental Operations Committee. She also has been appointed by the Speaker of the House to the Select Committee on Aging. lorida, the nation's fifth most populous state, has been skillful in promoting itself as a mainland paradise-and its booming growth rate testifies to that. Retirees, high-tech manufacturers, the phosphate mining industry, Hispanics, citrus agribusinesses, the tourism industry, boosters of the fast-growing cities and the defenders of the rural Panhandle all bid for influence in a state where roughly 300,000 new residents are added each year. Sen. Bob Graham (D-Fla.) knows about Florida firsthand, having served in the Florida House of Representatives, the Florida Senate and then as 38th governor of the state. Graham comes from a family of Florida pioneers and gr~duated from Miami High School. He received a bachelor's degree from the University of Florida and a doctor of law degree from Harvard Law School. The senator was elected to the Florida House of Representatives in 1966 and to the Florida Senate in 1970. As a legislator, Graham was a pioneer in support for improved education and authored or helped write almost all of the state's current environmental laws. He also focused on more adequate services for the elderly and community health programs. As governor of Florida, Graham showed strong leadership in times of unprecedented crises such as the massive Cuban-Haitian influx of 1980. Enforcement of the law was a priority for the governor. He focused on Sen. Bob Graham the need to reduce the overall crime rate and to provide additional resources throughout the criminal justice system. And because of the state's unique vulnerability to illegal drug smuggling and immigration, he advocated a strong federal role in fighting crime in Florida. Elected to the governorship in 1978 and re-elected in 1982, Graham was ineligible to seek re-election in 1986. Instead, he challenged GOP Sen. Paula Hawkins for a U.S. Senate seat-and won. In the Senate, Graham co-sponsored the Graham-Wirth bill (S.1891) Nov. 20, dealing with the financial services oversight commission. Of special interest to SIU members is the fact that the senator serves on the Veterans Affairs Committee and could be a strong ally for us there. He also is on the Banking, Housing and Urban Affairs Committee and the Environment and Public Works Committee. Onboard the USNS Wyman Washington Report (Continued from Page 24.) Cash Transfer Congress and the administration are once again examining certain aspects of this nation's cargo preference laws. The Maritime Administration is considering cutting subsidy payments to U.S.-flag vessels that haul cargo purchased by foreign governments using cash grants provided under the U.S. foreign aid program. Marad' s announcement came nearly one month after the House adopted an amendment offered by Rep. Robert Torricelli (D-N .J .), which would require countries receiving U.S. financial aid to purchase U.S. products and to apply U.S.-flag preference rules for half of those shipments. While the SIU lobbied very hard for passage of the Torricelli amendment, the amendment was weakened when agricultural commodities were exempted from its provisions. Debasement of this nation's cargo preference laws has been a problem with the present administration, as it has looked for ways around existing laws. For example, Marad has a policy against paying subsidies on U.S. government-generated cargoes which by law must be moved on U.S.-flag vessels. The SIU steward department onboard the Wyman (T-AGS 34) is " ... proud of the work we do," said Chief Steward Mark Skidmore. Pictured above (I. to r.) somewhere near the equator in the Pacific are: (back row) SIA Jimmie Cooper, Cook/Baker Rock Young, SIA Bill Beir, SIA George Tatum and SIA Michael Pooler; (front row) Chief Cook Jesus Laxamana, 3rd Cook Alum Mak, SIA Greg Connite and SIA Simerjo Arana. December 1987 I LOG I 7 �SIU Crews New Commuter Ferry Service One of the brightest spots on New York's glittering skyline is ARCORP, the newly-organized SIU company which carries commuters from Weehauken, N.J. to Manhattan. ARCORP revives an old conceptcommuter ferries-and makes it profitable, thanks to the hard work and dedication of its SIU crews. The company is doing so well that it was recently written up in The Journal of Commerce. "From 110 passengers the first day, the (new) line has grown to more than 2,500 a day," said the Journal. Instead of having to pay for parking (which in New York can run $20 a day) or riding to Manhattan in a crowded bus, commuters can ride in comfort and experience one of the world's truly beautiful sights: the New York City skyline. "I don't know what I did before this service opened," said one commuter. "Suffer, I guess." ARCORP has revived the ferry business in the New York area. ~ Hank Rostek was with the SIU from the beginning. He provides customers with information about monthly commuting rates. SIU shore gang member John Alberti, left, greets Phil Treboe. Hey good looking! Where'd you get the shades? Earl Sandwick commands the ferry! 8 I LOG I December 1987 Three good SIU members: Bob Alburtis, Bill Curran and Bob Tovay. Phil Treboe unlashes the gate after a pleasant and quick commute across the Hudson. �Baltimore and Philly Contracts Signed Curtis Bay Boatmen Strikes End in Two Ports A bitter six-week strike against Curtis Bay Towing in Baltimore and Philadelphia came to an end late last month. But its after-shocks are still rumbling through the ports and the SIU. In Baltimore, strikers refused to return to work under a contract negotiated by the Union in their behalf. When they did not return to work, they were permanently replaced. They then filed an NLRB complaint against the SIU. In Philadelphia, striking boatmen did return to their jobs under a contract hammered out by the Union and the company. But they, too, filed suit against the Union. The strike against Curtis Bay continues in Norfolk. But last month the company issued an unexpected ultimatum to the strikers there: "Return to work or be permanently replaced." The surprise demand was turned down, and the company kept its word-the 56 strikers lost their jobs. "It is clear that under the present circumstances, continued strike activity will not accomplish any of our goals,'' wrote SIU Vice President Angus "Red" Campbell in a letter to Curtis Bay strikers in Baltimore. In all three ports, Curtis Bay continued to operate its tugs during the strike with scab crews, mostly unemployed boatmen from the depressed Gulf Coast. In addition, legal restrictions prevented any organized attempts to shut down entire ports. The Coast Guard did little to respond to safety and licensing complaints. After replacing its Norfolk workers, Curtis Bay threatened to do the same in the other ports. ''Taking all of this into account, the Executive Board of the Seafarers International Union, AGLIWD, directed the top officers of the Union to attempt to re-open negotiations in hope of resolving the existing dispute. This was done and the Union was able to negotiate an agreement that is substantially better than the company's last offer. In an effort to preserve the remaining union jobs in this industry and in the best interests of the membership of this Union, the Executive Board decided that this agreement should be signed," Campbell wrote. Under the provisions of the SIU Constitution, such action is valid. But the striking boatmen in Baltimore were unhappy with the contract and upset with the action. They refused to return to work and forfeited their jobs. ''This was not an easy decision to make," SIU President Frank Drozak said. ''But to put it simply, we were getting beaten. In order to preserve our presence in those ports and to keep union jobs on those boats, I did what was necessary and negotiated and signed a contract in the best interests of the Union and the membership," he said. Drozak said he understood the disappointment felt by the striking boatmen, but he hoped that situation could be resolved. In the meantime, crews for McAllister Brothers Towing in those ports remained on strike awaiting action from the NLRB on the Union's unfair labor practice charges. In a related development in Philadelphia and Baltimore, the SIU filed an NLRB complaint against Curtis Bay over the status of captains and docking pilots. The company claims they are supervisory personnel and not covered by the contract. The Union contends they are members of the bargaining unit. In Memoriam The foil owing Inland members passed away this year. FEBRUARY David C. Beab ey APRIL William L. Caulk Roy A. Schmidt MAY Joseph F. Flynn Luther 0. Harris Joseph R. Pearson JUNE Curl T. Banks William Blanchard Thomas Hingle William P. O'Oonoghue Victor M. Ortiz Blain S. Rowe John Viera Elbert Welch JULY Herbert M. Bernhard Andrew Carich Harry J. Farnsworth AUGUST Arcadio Alverado SEPTEMBER Raymond J. Cocek Kenneth Rowland OCTOBER Joseph Hebert Elias W. Landrum Herbert V. Olson Donald J. Schulingkamp John G. Sheppard Dispatchers Report for Inland Waters NOVEMBER 1-30, 1987 Port New York ........... . .......... . .. Philadelphia ....................... Baltimore ......................... Norfolk .. .. ..... . .... . ........... Mobile ... ................. . ...... New Orleans ....................... Jacksonville ....................... San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ........................ Seattle ........................... Puerto Rico ....................... Houston .......................... Algonac .......................... St. Louis .... ........... ........ .. Piney Point . .. .. ... ... .... .. .. ..... Totals ........................... Port New York . ... ........ . ........... . Philadelphia ....................... Baltimore ......................... Norfolk .... . ......... .. .......... Mobile ........................... New Orleans . . . . . . . . . . . . . . . . . . . . . . . Jacksonville ....................... San Francisco . . ................ .... Wilmington ... .. ......... .......... Seattle ................. : ...... .. . Puerto Rico ....................... Houston .. . .... ................... Algonac ................. ..... .. .. St. Louis ... ... .......... ......... Piney Point ........................ Totals ........................... Port New York ..................... ... . Philadelphia Baltimore ......................... Norfolk ......... . ...... . . ....... . Mobile ........................... New Orleans . . . . . . . . . . . . . . . . . . . . . . . Jacksonville .... .......... .... . ... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington .................. .... .. Seattle ........................... Puerto Rico ..... ..... . ... ........ . Houston ... .... .... ... .. .......... Algonac .... ... ..... . ... .... .. .... St. Louis ................ ... ..... . Piney Point .................... .... Totals ..... .... ... ............... • NOVEMBER John B. August Charles C. Miller Sr. John Rowe The following Great Lakes members have p~ away. Peter J. Brisick Guy Herbert Jeffrey A. Derricks Patrick J. Moran John Palmer Angelo Simone Robert W. Smith Paul Stepan Gloucester Fishermen Joseph Viator *TOTAL REGISTERED All Groups Class A Class B Class C • 0 0 I I 0 I I 0 0 0 I I 0 ff O O I O t O Totals All Departments ......... ....... 0 0 6 55 1 1 0 2 0 0 0 12 0 0 77 0 0 0 18 0 0 0 0 0 14 0 1 0 7 0 0 0 6 3 0 31 0 0 0 8 0 0 0 3 0 0 0 0 0 18 17 4 0 0 0 2 1 28 0 0 55 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 24 11 0 0 0 0 0 0 0 0 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 17 0 0 10 0 0 0 0 0 0 0 0 118 52 28 4 1 0 0 0 4 DECK DEPARTMENT 0 0 0 0 6 0 28 10 1 0 1 0 NOT AVAILABLE 0 0 13 0 0 0 0 0 3 0 0 0 0 0 0 0 6 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 0 7 31 ENGINE DEPARTMENT 0 0 0 0 0 0 9 5 0 0 1 0 NOT AVAILABLE 0 0 0 0 0 0 0 0 0 0 6 2 0 0 0 0 15 8 STEWARD DEPARTMENT 0 0 0 0 0 0 8 3 0 0 0 0 NOT AVAILABLE 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 10 5 80 44 0 0 0 0 0 0 0 15 0 0 5 0 0 0 **REGISTERED ON BEACH All Groups Class A Class 8 Class C 0 0 4 69 1 2 0 48 0 0 2 21 2 0 0 0 0 27 0 0 0 15 0 0 3 11 4 0 20 149 60 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 28 0 0 0 21 0 0 1 17 18 0 1 0 0 0 0 0 0 0 0 0 0 3 0 4 2 9 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 1 0 5 2 0 0 67 33 3 0 0 0 0 0 0 0 0 0 0 0 0 8 0 0 18 0 1 0 41 49 0 0 0 0 0 0 0 0 0 20 257 142 12 0 0 0 0 0 0 0 0 0 29 0 0 0 4 0 0 0 27 0 0 0 3 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month . ·*"Registered on the Beach" means the total number of men registered at the port at the end of last month. December 1987 I LOG I 9 �A S the 1988 school season begins, it's not too early for high school seniors to start thinking about college. For dependents of Seafarers and Boatmen the financial burden of college can be greatly eased if they win an SIU scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Seafarers Welfare Plan. For dependents, four $10,000 scholarships are offered. But the Scholarship Program is not exclusively for dependents. A $10,000 award and two $5,000 scholarships are available to active Seatare rs and Boatmen. Also, when there are exceptionally qualified Seafarers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $10,000 award to an active member. The Scholarship Program was begun in 1952 to help members and their children achieve their educational goals. Several years ago it was named after Charlie Logan, a labor consultant and arbitrator who died in 1975. He helped establish the Seafarers Scholarship Program and then worked hard to keep it strong and growing. Seafarer Requirements Seafarers and Boatmen who are applying for scholarships must: • Be a graduate of high school or its equivalent. • Have credit for two years (730 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment on a vessel in the sixmonth period immediately preceding the date of application. • Have 120 days of employment on a vessel in the previous calendar year. Pensioners are not eligible to receive scholarship awards. Dependent Requirements Dependents of Seafare rs and Boatmen who apply for a scholarship must be unmarried, under 19 years of age, and receive sole support from the employee and/or his or her spouse. Unmarried children who are eligible for benefits under Plan #1 Major 10 I LOG I December 1987 Don't Wait! Apply Now For 1988 SIU College Scholarships Deadline - April 15 Medical are eligible to apply for a dependent's scholarship up to the age of 25. Each applicant for a dependent's scholarship must: • Be unmarried at the time application is made. • Be under 19 or 25 years of age (whichever is applicable). • Be eligible for dependent benefits under the Seatare rs Welfare Plan. • Be a graduate of high school or its equivalent. The applicant's parent must: • Have credit for three years (1,095 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment in the six-month period immediately preceding the date of application. • Have 120 days of employment in the previous calendar year. The last two items above covering worktime requirements of the applicant's parents do not apply to applicants who are the children of pensioners or eligible deceased employees. Must Take SAT or ACT For both active members and the dependents of eligible members, the scholarship grants are awarded on the basis of high school grades and the scores of either College Entrance Examination Boards (SAT) OR American College Tests (ACT). The SAT or ACT exam must be taken no later than February 1988 to ensure that the results reach the Scholarship Selection Committee in time to be evaluated. For upcoming SAT test dates and applications, contact the College Entrance Examination Board at either: Box 592, Princeton, N.J. 08540 or Box 1025 Berkeley, Calif. 94 701 , whichever is closest to your mailing address. For upcoming ACT test dates and applications contact: ACT Registration Union, P.O. Box 414, Iowa City, Iowa 52243. Scholarship program applications are available to active members or their dependents at any SIU hall or through the Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced in May 1988. The deadline for submission of applications is April 15, 1988. �coast ouarct Licensin ~~. . . .~r.'" A New Vear Brings New Regulations by Carla Tomaszewski he U.S. Coast Guard has announced its most sweeping licensing rules revisions in 40 years. The rule-changing process took six years, involving 30 public meetings around the country which elicited over 13,000 comments. By revising the licensing rules and the deck and engine license structure, the Coast Guard aims to simplify the entire licensing procedure and make it easier for mariners to move from one industry to another within the marine field as their careers evelop. Over I 00 licenses previously offered have been reduced to 46. T The most notable change to the Coast Guard's licensing system is to the license structure itself. Upper level licenses have undergone the least amount of change. However, no longer is there a provision for an original second mate or second assistant engineer's license. Additionally, beginning Oct. 1, 1988, completion of an approved radar observer course and qualifications as an able seaman are required to obtain a master or mate license with a tonnage of above 200 gross tons. The lower level deck licenses have had all trade restrictions removed, and are now limited only as to grade, waters and tonnage. Two grades are available, master or mate. The waters available are; oceans, near coastal (200 miles off shore), Great Lakes and inland, or inland. The lower level engineer licenses available are: chief engineer (limited oceans), chief engineer (limited nearcoastal), assistant engineer (limited oceans), designated duty engineer (DDE) of any horsepower, DDE of not more than 4,000 hp., and DDE of not more than 1,000 hp. Provision has been made in the regulations for a mariner to pursue a career path from a limited to an unlimited license. Eliminated are licenses as master, mate, or engineer of uninspected vessels, however, these licenses are retained for those grades on uninspected fishing industry vessels. Licenses for oceans or near coastal service have been divided into three gross tonnage ranges; 1600, 500, or not more than 200. Licenses for Great Lakes and inland service have been divided into two gross tonnage ranges; 1600, and not more than 200. Those licenses of not more than 200 gross tons are granted in 50-ton increments based upon the qualifying service. In addition, the licenses as operator or second class operator of uninspected towing vessels, and operator of uninspected small passenger vessels have been retained. There are five routes provided for the operator of uninspected towing vessels (OUJ'V). They are oceans (domestic), near-coastal, Great Lakes and inland, Western Rivers, or limited local area. The oceans (domestic) route would permit service between Alaska, Hawaii, Puerto Rico, and the Continental U.S. An individual holding a license as OUTV, oceans will be permitted to retain that license upon renewal, but is encouraged to obtain a master oceans not more than 200 gross tons license to avoid potential difficulties when calling at foreign ports. Beginning Oct. I, 1988, individuals using military sea service to qualify for a license will be required to satisfy --. the recency requirements, i.e., three months service within the last three years. In summation, the Coast Guard has accomplished a number of goals with this revision of the licensing regulations. The regulations themselves are simplified, making them easier for the mariner to read and understand. Extensive use of tables and flow diagrams make it easier to determine license requirements, examination subjects, and available career patterns. The new regulations make provision for technological advances in the marine field. For example, provision is made for designated duty engineers who would serve on automated vessels which do not require a continually manned engine room. Finally, the regulations have been brought into compliance with internationally recognized standards. By using a licensing system which meets the standards of the International Convention on the Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, the qualifications of U.S. mariners will be readily accepted when operating in a foreign nation's waters. December 1987 I LOG I 11 �Helpful Hints When Renewing Your License 1. The process of renewing your license can be completed by mail. There is no need to come to our office. Call the Regional Examination Center (REC) at USCG Marine Safety Office Baltimore, Md. (301-962-5140) and ask that the appropriate renewal packet be sent to you. 2. Dealing with the application: a) After you complete the blocks dealing with your license, criminal, and narcotics records, initial the blocks by your corresponding answers. b) Sign the application in the block where it states that you certify that all the information you gave on the application is true, etc. c) Notarize the application upon completion. 3. You must submit proof that you are a U.S. citizen, if it is not already indicated on your license. An original or notarized copy of one of the following forms of identification will suffice: a) b) c) d) e) Birth Certificate U.S. Passport Certificate of Naturalization Baptismal Certificate Any other method listed in 46 CFR 10.02-5 (c) 4. Physical requirements: a) Pilots need a complete physical. b) All other license holders need to submit the following statement in writing, sign it, and have it notarized: "I have no known physical incapacity that would prevent me from performing my duties at sea.'' 5. After you complete a color vision test, ensure the doctor lists your name, the test results, and the test used on an official form or the doctor's letterhead paper. 6. Recency requirements: a) All license holders must give evidence, such as a discharge or letter from an employer, of having worked in the marine industry for some period within the last three years. b) Pilots need a signed and notarized statement that they have made at least one round trip on each route of their license in the last 60 months; or they have reviewed the appropriate navigation charts, Coast Pilots, Tide and Current Tables, Local No- U.S. Department of Transportation United States Coast Guard RATINC ELICIBILITY: FIREMAN/WATERTENDER, OILER (FOWT) Eligibility All applicants for endorsement as fireman/watertender and oiler must have discharges showing six (6) months seatime as wiper. Any graduate of the Seafarers Harry Lundeberg School entry rating program at Piney Point can qualify after three (3) months seatime as wiper. QUALIFIED MEMBER OF THE ENGINE DEPARTMENT (QMED) Eligibility All applicants must hold an endorsement as FOWT and have a minimum of six months seatime in a rating, i.e., 6 months Fireman or 6 months Oiler time. THIRD ASSISTANT ENGINEER AND ORIGINAL SECOND ASSISTANT ENGINEER STEAM OR MOTOR Eligibility All applicants must have three (3) years seatime in the engine department of motor or steam vessels one-third of this required service may have been on steam vessels; two (2) years and six (6) months of which must have been as a qualified member of the engine department, one (I) year and six (6) months of which must have been as Oiler or Junior Engineer on motor vessels. To be eligible for the Original Second Assistant Engineer license, applicants must have five (5) years of service in the engine department, three (3) years of which must be watchstanding. 12 I LOG I December 1987 tices to Mariners, etc., for their specific pilotage routes, within 90 days preceding the period for renewals. ··:-. .. ,,., ,. · 7. 46 CFR 157.20-32 requires anyone who operates an inspected vessel over 300 gross tons to have a current radar endorsement on his/her license. You can obtain this endorsement by submitting proof to the REC of having passed a Coast Guard approved radar course. ~NOTlrE uc~nsed Mates · lJ ro & Engineers Effective Dec. I, 1987, new Coast Guard regulations go into effect regarding license renewal. -In order to renew a license, the applicant will be requested to: present evidence of at least one year of sea service during the past five years; OR pass a comprehensive open-book exercise covering the general subject matter required of the license; OR complete an approved refresher training course-; OR present evidence of employment in a closely related industry for three of the last five years. -The license holder must present a valid certificate of completion of a CPR course. -Applicant must take a physical or have had one within the past three years; OR -All applicants for an original license will be required to submit evidence of having completed an approved first aid course. Also, effective October 1, 1988, evidence of completion of an approved firefighting course will be required for all original licenses, upgrade of licenses, and license renewals. For those persons needing to certify or recertify in CPR, the SHLSS will schedule CPR classes during the year to satisfy those needs. Also, a firefighting course will be made available next year to meet the Oct. 1, 1988 deadline. NOTE: The third/second mate and engineers courses include CPR, firefighting and first aid in the course schedule. Name Soc. Sec. # _ _ __ _ _ Address Phone # _ _ _ _ _ _ __ License held _ _ _ _ _ _ _ _ _ _ _ _ Date of issue _ _ _ _ __ Course needed: CPR D First aid D Firefighting * Send completed form to Admissions Dept.-SHLSS, Piney Point, MD. 20674. D �our Canadian Brothers & Sisters at Piney Point™ .... In November, Canadian SIU officials visited the SHLSS Manpower Office. They are (I. tor.) Roman Gralewicz(Pres., SIU Canada), Richard Thomasson (STI), Alana Willcocky (Data Processing CLC & STI), Ken Conklin (SHLSS Commandant), George Miller (V.P. Canadian Lake Carriers) . .... Canadian Machinists Left to Right: Roger Marquis, Andrey Vlasov, Gary Coady. 2nd Row: Rene Cardin, Ray C. Rideout, Dilbabar Singh. .... Canadian Stewards L to R Front Row: Louise Letourneau, Judy Maxwell, Alexander Edwards, John Dunn-Hill.2nd Row: Paula Smith, Louise Karlsbad, Sue Bissonnette. 3rd Row: Douglas Eaton, Marion MacDonald, Jim King, Catherine Suligoj. <111111 Canadian AB's Left to Right, Front Row: Robert J. Robb, Samuel J. Potter, David Specht, Claude Brosseau. 2nd Row: Lawrence A. Keating, D. Allen Gunderson, Ernest Rose, Laurie Simm, Claude Durand. SHLSSCourseO~duates ~ '4@12;i1·~ Diesel Engine Deck 11/18/87 From front Left to Right: Alfredo Gonzalez, Randy McKinzie, Michael Weaver, Eric Malzkuhn, Ralph Thomas, Larry Clement, Alberto Aquiar, Rene Vazquez, Rene Rosario, Richard Risbeck. Able Seamen 10/22/87 1st Row L to R: Luther Wells, Jose Caballero, Rudy Cox, Dean Chappas, Martin Rosen. 2nd Row: Andrew Pierros, Mark Griffin, Abdul Hamiel, Larry R. Viola, Regina Ewing, G.T. MilaboJr., Stephen Johnson, Woodrow Shelton, Jake Karaczynski (Instructor). 3rd Row: Steve Baker, Kerry Wright, Karl Williamson, Laurence Milier, Jack Ullyot II. Lifeboat 10/24/87 L to R: Patrick Briggs, Noreen Sullivan, Christie Etie, Cara J. Stinson, James A. Thomas, Silvestre Bonzolan. 2nd Row: Ben Cusic (Instructor), Al Carpenter, Mari Lasagna-Short, Jerome A. Johnson, Scott Nelson, J.P. Murray, Dana Naze. Sealift 11/10/87 Front Row L to R: Shawn Murray, Dean Chappas, Larry R. Viola. 2nd Row L to R: Donna Jean Clemons, Laurence Miller, Jose Caballero, Martin Rosen, Steve Baker, Harry Alonzi (Instructor), Stephen Johnson. Sealift 10/30/87 L to R 1st Row: Alex M. Lee, Karreem Allah, Susan Ponti, Ida Prange. 2nd Row L to R: Steve DuPre, Kerry Wright, Mike Curtis, Harry Alonzi (Instructor). Bosun Recert. 10/29/87 1st Row L to R: Larry Kunc, Luis Perez, Terry Murphy, Steve Parr. 2nd Row: Mark Davis, Joseph Moore, Shawn Evans, Elex Cary, William Dawson. Recertified Stewards 11/18/87 1st Row L to R: Larry Lightfoot, Joe Johnson, Maunakea Wilson. 2nd Row: Jose Rivera, Aubrey Gething, Jose "Pepe" Bayani, Gerald McEwen, Dave Cunningham, Willie Harris. Not shown: Doyle Cornelius. Lifeboat 11/23/87 L to R: Ben Cusic (Instructor), Paul Skaar, Tony Miles. Towboat Operators Class 10/22/87 1st Row L to R: John Biegalski, Preston Bertrand, Mark Ross. 2nd Row: David Abell, JohnD. Kolwe, Skip Walsh, Tim Brown (Instructor). ./·- December 1987 I LOG I 13 �1 Upgr di Course Schedule Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry January - June 1988 The following is the current course schedule for January 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as pomble. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) January 4 February 29 May 2 July 5 August 29 October 31 February 15 April 11 June 13 August 15 October 10 December 12 Adult Basic Education (ABE) & English as a Second Language (ESL) January 4 February 29 May2 July 5 August 29 October 31 February 12 Aprll9 June 10 August 13 October 7 December 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April 11 April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course ..... February 15 June 6 The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Steward Upgrading Courses Check-In Date Course Completion Date Assistant Cook Open-ended (Contact Admissions Office tor starting date)* Cook and Baker Open-ended (Contact Admissions Office tor starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date)* •All students In the Steward Program will have 2 weeks of Seallft tamlllarlzation at the end of their regular course. Deck Upgrading Courses Course Check-In Date Completion Date Towboat Operator January 4 February 26 Able Seaman Open-ended (Contact Admissions Office for starting date)* First Class Pilot (Organized self study) Open-ended (Contact Admissions Office for starting date) Celestial Navigation February 29 June 27 April 1 July 29 Radar Aprll4 April15 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) Third Mate & Original Second Mate April 18 Lifeboat January 11 February 8 Seallft Operations & Malnt. LNG - Self Study Safety Course June 24 January 22 February 19 Ma~h7 Maroh18 Aprll4 April15 May2 May13 May30 June10 June 27 July 1 Open-ended (Contact Admissions Office for starting date) (This course is not ottered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon completion of course must take Seallft Operations & Maintenance. 14 I LOG I December 1987 March 4 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. College Programs Scheduled for 1988 Check-In Course Date Associates in Arts or Certificate Program January 11 March 21 May 23 August 8 October 17 Completion Date March 4 May 13 July 15 September 30 December 9 Engine Upgrading Courses Course Conveyorman QMED *Sealift Operations & Maint. QMED *Sea lift Operations & Ma int. Marine Electrical Maint. * Sealift Operations & Maint. Refrtgeration Systems Malnt. & Operatiol as *Sea lift Operations & Maint. Pumproom Maint. & Operations * Sealift Operations & Maint. Pumproom Malnt. & Operations *Sealift Operations & Maint. Refrigerated Containers-Advn:ed Mainl *Sealift Operations & Maint. Variable Speed DC Drives * Sealift Operations & Maint. Welding Sealift Operations & Maint. Welding •Sea lift Operations & Maint. Diesel Engine Technology *Sealift Operations & Maint. Electro-Hydraulic Systems *Sealift Operations & Maint. Hydraulics *Sealift Operations & Maint. Check-In Date January 4 January 4 March 28 April 4 July 5 January 4 February 29 January ·11 February 22 February 1 March 14 March 21 May2 February 22 April 4 March 14 April 25 March 14 April 11 April 18 May 16 April 18 May 30 May 9 June 20 June 6 July 5 Completion Date January 29 March 24 April 8 June 23 July 15 February 26 March 11 February 19 March 4 March 11 March 25 April 29 May 13 April 1 April 15 April 22 May6 April 8 April 22 May 13 May27 May 27 June 10 June 17 July 1 July 1 July 15 •All students in the Engine Department wlll have 2 weeks of Seallft Familiarization at the end of their regular course. �ii----------.. . . ---------,....,-...---...--------~~------ - - - Apply Now for an SH LSS Upgrading Course .......................................................................................................................................... Seat are rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) Date of Birth (Middle) Address Mo./Day/Year (Street) (City) (State) Deep Sea Member D Telephone (Zip Code) tnland Waters Member 0 (Area Code) Lakes Member D Pacific D If the following information is not filled out completely your application will not be processed. Book#_ _ _ _ __ Seniority______ Department _ _ _ _ __ Social Security# Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _______ to (dates attended) No 0 (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training _ _ _ _ _ __ ____ Primary Language Spoken _ _ _ _ _ _ _ _ _ __ I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK ENGINE 0 AB/Seallft D Towboat Operator Inland D Celestial Navigation o Master Inspected Towing Vessel o 1st Class Piiot (organized self study) D Third Mate 0 Radar Observer Unlimited D FOWT D QMED-Any Rating 0 Variable Speed DC Drive Systems o D 0 D ALL DEPARTMENTS O Welding O O D Lifeboatmen (Must be taken with another course) 0 D No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD 0 D (Marine Electronics) Marine Electrical Maintenance Pumproom Maintenance fr Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engine Technology Assistant Engineer/Chief Engineer Un Inspected Motor Vessel Orglnal 3rd/2nd Assistant Engineer Steam or Motor Ref rlgerated Containers Advanced Maintenance Hydraulics Electro-Hydraulic Systems D Assistant Cook Utility D Cook and Baker o Chief Cook 0 Chief Steward 0 Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree D Certificate Programs ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) 0 ABE/ESL lifeboat Preparation You must list, or supply evidence of, sufficient time to qualify yourself for the course(s) you are requesting. A COPY of your clinic card must be submitted with this application. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~---~---DATE~~~~~-~~~~~~----­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 December 1987 I LOG I 15 - �Alternative Forms of Annuities All members under the Civil Service Retirement System who are thinking of retiring soon should give careful study and consideration to this section of the Federal Personnel Manual which explains the alternative forms of annuities in its entirety. A. INTRODUCTION 1. The Federal Employees' Retirement System Act of 1986 includes a significant amendment to the retirement law which applies to certain employees who retire under the Civil Service Retirement System (CSRS). Those employees can now elect, when they retire, to withdraw their retirement contributions and receive a reduced annuity (including a survivorship option), instead of the annuity which they would otherwise receive. 2. This letter explains how this new provision, entitled "Alternative Forms of Annuities" (AFA), will work. Agencies must counsel those current employees who are eligible to elect the new benefits. Employees who have already retired, and who are eligible to elect AFA, will be contacted by OPM. B. ELIGIBILITY I. Employees who retire under any provision of CSRS, except disability, and whose annuity entitlement commences after June 5, 1986 may elect AFA, with the following exceptions: a. An employee who, at time of retirement, has a former spouse who is entitled by court order to a survivor annuity or a portion of the employee's annuity may not elect AFA, regardless of when the marriage ended. b. A married employee may not elect AF A unless the employee's spouse spe- cifically consents to the election . 2. OPM may waive the spousal consent requirement if the employee can presenta. a judicial determination that the whereabouts of the current spouse are unknown; or b. affidavits from the employee and two other persons acquainted with the spouse, at least one of whom is not related to the employee, stating that the current spouse's whereabouts cannot be determined and detailing all efforts to locate the spouse. Secondary evidence such as copies of the employee's separately filed tax returns should also be submitted; or c. a judicial determination that spousal consent is not required based on exceptional circumstances. C. SURVIVOR BENEFITS I. Employees who elect AF A are eligible to make the ame survivor elections as those who do not. 2. The same post-retirement rights and obligations (ir,cluding court-ordered former spouse benefits when a marriage ends after retirement) apply to those who elect AF A as to those who do not. 3. The amounts of survivor annuity payable to widows, widowers, former spouses, children, and insurable interest designees will be exactly the same as those payable to survivors of employees who do not elect AFA. D. COMPUTATION OF THE ALTERNATIVE FORM OF ANNUITY 1. Employees who elect AF A will re- ceivea. payment of their lump-sum credit consisting of all unrefunded retirement deductions, service credit deposits, and interest on any unrefunded deductions and deposits made before 1957; and b. a monthly benefit. 2. The monthly benefit is derived by first computing the monthly rate that would have been payable, including all applicable reductions, had the employee not elected AF A, and then reducing that rate by an amount equal to the employee's lump-sum credit divided by an actuarial factor for the employee's attained age (in full years) at the time of retirement. (See attachment for table of factors.) 3. Example: An employee is age 62 at the time of retirement and has a total lumpsum credit of $20,000. Assume the employee's beginning rate of annuity would be $1,000 a month if AFA is not elected. If the employee elects AFA, that beginning rate would be $895 a month, calculated as follows: a. $20,000 divided by b. 191.7 (from factor table), equals c. $105 (rounded up), subtracted from $1,000, equals d. $895 Note: All COLA's subsequent to retirement are applied to the AF A-reduced rate. E. AGENCY COUNSELING I. Each employee who is eligible to elect AFA will be notified by OPM after retirement of the exact benefits payable if AFA is elected, so that the employee can make a fully-informed decision before OPM completes adjudication. It is not necessary for the employee to indicate a choice on the application for retirement. Agencies Northwest Marine Iron Works Awarded New Navy Contract Northwest Marine Iron Works of Portland, Ore., was awarded a firm, fixedprice contract totaling $5,498,890 on Dec. 1. The U.S. Navy contract is for the drydocking and overhaul of the USNS Observation Island, a Military Sealift Command missile range instrumentation ship. The work on the Observation Island will be performed at the contractor's drydock in Portland. The work to be done on the ship is general ship maintenance and repair to operational components and equipment and will also include modifications to the living quarters. The contract performance period is 52 calendar days beginning Jan. 6 and ending Feb. 28, 1988. 16 I LOG I December 1987 should anticipate, however, that employees who are planning for retirement will want estimates of the amount they can expect if they elect AFA. 2. For employees whose entire civilian service (without breaks) has been with the current employing agency, that agency will have a complete record of retirement deductions for use in estimating the AF A benefit. 3. Employees who have made service credit deposits or who have retirement deductions for service prior to that at the current employing agency should be asked to furnish the approximate amounts of those deposits or deductions from personal records, if possible, for use in estimating the AF A rate. Estimates can also be made on the basis of the employee's earnings history. 4. OPM does not provide pre-retirement annuity estimates. Since retiring employees eligible for the AFA will receive a specific notice of the availability of the lump-sum credit and the AF A which they may elect, employees should not write OPM for this information in advance of retirement. OPM is not in a position to provide this service in addition to processing normal retirement workloads. Present Value Factors Present Present value of value of Age at a monthly Age at a monthly retirement annuity retirement annuity 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 346.2 339.9 333.5 327.0 320.3 312.0 303.0 292.5 283.9 277.0 269.0 261.9 256.0 249.4 243.l 236.0 229.2 222.9 216.7 210.1 204.6 199.6 191.7 185.2 178.1 171.3 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 164.6 158.8 152.7 146.4 140.8 134.6 129.5 123.7 118.1 111.6 107.1 102.5 96.5 90.3 84.7 80.0 76.0 72.4 69.2 66.1 62.3 58.7 55.2 51.9 48.7 Adoption for the USNS Mercy Four hundred members of the Oakland (Calif.) Council of the U.S. Navy League are the proud parents of the USNS Mercy, the MSCPAC hospital ship. The vessel was "adopted" by the Council in November during brief ceremonies aboard the Mercy with more than 100 persons in attendance. Capt. William T. Dannheim, COMSCPAC, welcomed the Navy League group and others to the ship and spoke briefly about the ship's impressive humanitarian voyage to the Philippines earlier this year. "You've picked a great ship to adopt," he told the crowd assembled in the ship's officers mess. "The Mercy has done a tremendous job to support U.S. Allies in the Third World. Now that the ship's back home, I know she '11 receive great support from the Navy League." Council President John Giblin presented the ship with a plaque noting the "adoption" of the hospital ship and a handsome nautical clock. The gifts were accepted on behalf of the ship by Capt. Richard Hosey, master of the Mercy. The USNS Mercy joins a string of other ships and commands which have been adopted by the Oakland Council over the past few years. The Navy League is a civilian organization which supports a strong Navy, Marine Corps, Coast Guard and Merchant Marine. MSC Gets 2nd Hospital Ship The second Navy hospital ship, USNS Comfort (T-AH 20), was accepted Dec. 1 by the Military Sealift Command from National Steel and Shipbuilding Company (NASSCO) in San Diego, Calif. The primary mission of the USNS Comfort, a converted 90,000 DWT tanker, will be to provide full medical support to the Defense Department's Rapid Deployment Joint Task Force. It will be part of Military Sealift Command's Strategic Sealift Force. As a secondary mission, the 894-foot Comfort will provide full hospital service to other government agencies involved in disaster relief. The Comfort will be manned and operated by MSC civilian mariners. The ship will also have a Naval medical contingent on board to operate the 1,000-bed, 12-operating-room medical treatment facility. The Comfort will remain in San Diego for a post delivery availability which includes outfitting before she begins her transit, early next year, to her layberth in Baltimore, Md. No shakedown cruise has been scheduled. Vice Admiral Walter T. Piotti, Jr., Commander, Military Sealift Command, observed that the new ships offer American military forces a new kind of quick and responsive medical care. "These ships are big, mobile, fast and flexible," the admiral noted. "They have the response capability to provide quick and efficient medical care in support of amphibious task forces and forward deployed elements of the Marine Corps, Army, Air Force and Navy. "If called up, these ships will be able to supply the medical care necessary to support our fighting men in even the most remote areas of the world," he said. �- - - -- - -- - - - - - - - - - - Help A Friend Deal With Alcoholism and Drugs I I J ( would~ ~ Addicts don't have friends. Because a friend let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fell ow Seafarer who has an addiction problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, Md. .--------------------------------....._ I Addictions Rehabilitation Center : I am interested in attending a six-week program at the Addictions : Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept l 1 1 Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. I I anywhere except at The Center. : I Name · · · · · · · · · · · · · · · · · · · · · · · · '° • · · . . . . . . Book No. · ............ · J I Address ........................................................ . I (Street or RFD) (City) (State) (Zip) 1 Telephone No. I 1 lI 1I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 '-------------------------··--------------------------------December 1987 I LOG I 17 - �e IP li ill1<&, ll 1 The following deepsea memhers have passed away. DECEMBER 1986 Knut R. Eliasson JANUARY Rufino G. Camantigue William C. Daniels Leon R. Drylewicz Eli Elison Harvey M. Lee Gerald K. Lima Manuel Lopez James Stuart FEBRUARY Charles G. Haymond Francis A. Lord Jr. Jerry W. Trayer -'-. MARCH Eufemio C. Agbayani Hollis W. Beazley Gibson H. Coker Edward E. Douglas Christopher McBrien Michael Piskun Joseph H. Riley APRIL Ernesto Apac Joseph L. Cabezas Laura M. DeLucca Harry E. Dorer Anthony L. lanno William F. King Wai Ding Lee Melvin F. Libby Edward Lombardi Grant Andrew MacGregor Frank M. Mangubat Joseph A. Sanchez Bud Sidney Tauber MAY Benjamin Argumedo Abraham Carmoega James Clark George M. Dacken Raymond Diaz Emilio M. Fernandez Paul E. Garland Algernon W. Hutcherson Benjamin Laureano Alfredo Morell Robert G. Pattee Pedro R. Penelas Sidney Sokolic Joseph Somyak Wilbert Wentling Hugh Williams Sylvester Zygarowski JUNE Anthony Amendolia Victor Aviles William Bilger Raymond J. Blake Edward J. Boles Larry Bunnell Robert R. Coles James Convery Nicholas DeLoscantos Vincente H. Garcia Augustus R. Hickey Stefan Kadziola Robert L. Kinchen John F. Lee Frederick E. Lillard Louis Martoncsek Joseph J. McAndrews Thomas 0. McRary Herbert Muncie Frank J. O'Malley Hernando E. Pascual Raymond C. Pierce Eldridge J. Rainer Howard E. Rode Clyde Smith George B. Thurmer Alphonse M. Tolentino Ernvel F. Zeller KNOW YOUR RIGHTS JULY Genaro Bonefont Vidette Clearman Vincent deLosa Bartolome Del Valle Anthony J. DiBartolomes Ronald C. Durant Chariloas Emertziades John R. Galvin Ned Hinson William A. Jordan John Miller Michael P. Montemayor Curtis E. Nelson John H. O'Rawe Edward Polise Thomas T. Pradere Nathan Shapiro George Steele Walter C. Summersett Leroy C. Swiger Dock D. Wong Nee Lim Wong AUGUST George J. Campbell Demetrio Daynot Joseph E. Hannon John H. KeUy Herman Miller William H. Miller Timothy J. Noecker Charles Pafford Leo M. Praza Reginald A. Preston Hong Quan Julian B. Royston August Sakevich George E. Swindell Samuel A. Tate Louis D. Williams Anthony J. Zaleski SEPTEMBER Robert L. Beale Joe "Blackie" Busalacki Vincent E. Kane Neal L. Kunze Harold A. Lowmann Secundino Santorio OCTOBER Paul F. Arthofer George A. Burch Clarence F. Burrowes Jake Cobb Yew Lim Lee Robert C. Meloy Hubert B. O'Brien Newton Paine Gus Skendelas Frank A. Tilton Dudley T. Whitacker NOVEMBER Hubert F. Arnett Leroy Malone R.E. Smith Chester L. Sommers Truman Tustaire Theodore H. Wright Pensioners The following SIU members have retired on pension: The following Inland members have retired on pension: DEEP SEA Algonac John D. Lackey, deckhand Baltimore Joseph L. Krause, mate Brooklyn Thomas F. Calby (Railroad Marine) Norfolk Robert E. Fountain, TB Willard M. White, ch. engineer Santurce, P.R. Vicente Burgos , cook Algonac William H. Newhouse, bosun Baltimore Robert M. Moore Brooklyn Anargyros Korizis, AB Ralph T. Moore Houston Lloyd F. Akin, AB Mayo J. Mundine KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. T_h e proper address for this is: Angus "Red" Campbell Chairman, &Afare~ Appeals Board 5201 Autb Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 18 I LOG I December 1987 - KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should ohtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be suhmitted to the membership by the Secretary·T reasurer. A quarterly finance committee of rank and file members, elected by the membership. makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. John W. Rielly, steward/baker Mobile Ragnar 0. Andersen, FOWT Warren D. Kaweck, ch. elect. New Orleans Harry B. Hastings, port steward Wallace J. Pratts, stw. utility Joseph D. Richoux, AB Norfolk Ollie Purdy, messman Kenneth R. Winters St. Louis William Hughes, wheelsman San Francisco Curry De Vaughn, cook/baker Giles L. Glendenning, janitor Seattle Richard C. Ranly, 3rd engineer Albert J. Van Dyke, AB Harold E. Welch, ch. elect. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discriminated against because of race, creed, color. sex and national or geographic origin . If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 111111t1m111n11111unu11111n1111111nu11111n1111111111111111n1111111111111111nu11111n1111111111111 patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemed harmful to t'he Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which coosists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. . PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SLU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he made without supplying a receipt, or if a memher is required to make a payment and is given an official receipt. but feels that he should not have heen required to make such payment. this should immediately he reported to Union headquarters. SEAF AKERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such ohjects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force. joh discrimination, financial reprisal. or ·t hreat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ to Union reconls or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746 . . �AMERICAN EAGLE (Pacific Gulf Marine), October 25-Chairman Stanley Krawczynski, Secretary Neville Johnson. No beefs or disputed OT, although the steward department would like a clarification as to whether they're entitled to one hour weekly for cleaning of quarters. The American Eagle was involved in U.S. Army exercises in Turkey, and is returning from a 47-day voyage there, carrying 12 Army Gls both ways. The ship will pay off in Savannah, Ga. and will then lay up at dock (but will keep the crew for about a week). bers who use the exercise room should secure the equipment when they are finished. A vote of thanks was given to the engine department for keeping the galley equipment in working condition. A vote of thanks also was given to the steward department for a job well done. One minute of silence was observed in memory of our departed brothers and sisters-and in memory of Bayard Rustin, who paid his dues as a true laborman, and E.B. McCauley, another veteran who will be missed. Next port: Arun, Indonesia. LNG CAPRICORN (Energy Transportation Corp.), October 25-Chairman Don Rood, Secretary S. Wagner, Educational Director George Lindsay, Deck Delegate Francis Smith, Engine Delegate Ole Mortensen, Steward Delegate Richard Worobey. No beefs or disputed OT reported. There is $1 ,075 in the ship's fund. Some of the money will go toward the purchase of video cassettes and some will buy the popcorn machines now on order. Theeducational director urged crewmembers to upgrade their skills at SHLSS if they have the required seatime. A communication from Vice President "Red" Campbell was received concerning the handling of food at the salad bar. Proper utensils are provided and should be used. A motion was made to have the Stars and Stripes newspaper delivered to the ship. The money for the subscription will be paid out of the ship's fund. The motion passed unanimously. The bosun asked crewmembers to limit all calls while in port to 15 minutes since time there is limited. He also stated that the ship is clean, and he urged all hands to help keep it that way. A new softball field has been built in Arun, Indonesia. Crewmembers are looking forward to playing on it on their next trip there. Next port: Bontang. OVERSEAS ALICE (Maritime Overseas), October 25-Chairman Christopher Lopiccolo, Secretary R. Hanson, Educational Director M.W. Roberson, Deck Delegate Russell Haynes, Steward Delegate Jim Hatfield. No beefs or disputed OT reported. The chairman talked about the new contract changes with Maritime Overseas. He also explained the permanent job status for all eligible crewmembers on the Overseas Alice and the Overseas Vivian. A request was made by permanent SIU rnembers who live in Olongapo (Subic Bay), Philippines, to find an alternative solution to flying back to the States to reregister for their jobs in order to comply with the shipping rules. They would like the reply to be sent to the ship's chairman in Subic Bay. The crew also suggested setting up a ship's fund in order to pay for telex messages to and from headquarters and for a television antenna for the crew's lounge. CONSTITUTION (American Hawaii Cruises), October 23--Chainnan Sil Ablaza Jr., Secretary David Nian. No disputed OT. There is $9,374.03 in the ship's fund. The chairman introducM Tom Fay, SIU port agent in Honolulu. He also reported that the wet-dock schedule for the Constitution will be from Dec. 12-19 in the port of Honolulu. The Independence will be in dry-dock in Portland, Ore. He stressed the need for crewmembers to pay more attention to the care of their rooms as many rooms were found unacceptable during a recent inspection. A request was made tha.t a.II wet-dock information be given to members by Nov. 19 to allow ample time to secure accommodations shoreside and to inform all departments as to which members would be required to work during the wet-dock period. Mr. Fay then gave a report, informing the crew of the need to increase Union membership to staff additional ships now being readied, including the Matsonia. LNG LIBRA (Energy Transportation Corp.), November 15-Chairman M.B. Woods, Secretary J. Gibbons, Educational Director TR VanPelt No beefs or disputed OT. There is $134 in the SIU fund and $501.60 in the ship's fund. Mr. Rielly of ETC and an SIU rep were onboard to discuss the new contract agreement for the next three years. They also inspected the sleeping quarters which previously had been found to be in poor conditions. Mattresses were ordered in May 1987 but have yet to be delivered. The bosun reminded all hands to read the LOG to keep up·to·date on the condition of the U.S. merchant marine. He also noted that 1987 is coming to a close and that he and his crew wish to send their thanks to President Frank Drozak and all the SIU officials for a job well done in keeping jobs flowing for the members. "Seasons greetings to all." The educational director stressed the good practice of thinking "SAFETY" at all times. It was suggested that during meals there be no smoking. Also, all those crewmem- \ OVERSEAS JUN'E_AU (Maritime Overseas), October 4-Ch~man Errol Pak, Secretary Norman Johnson, Educational Director James Fair. No disput~T. There is still no action on the loss of e 1800 and 1300 launch service, leaving tti steward department stranded onboard. They would Ike to see it reinstated so they can go ashore to the hall and pay their dues, make phone calls, etc. The chairman noted that shipping is good for the SIU with the military jobs. "It's nice to see our SPAD dollars at work." He urged all members to take full advantage of the upgrading courses at Piney Point-especially the new sealift courses which will come in handy down the road. The ship appears to be having some problems getting poultry items from MOS and hopes to have it resolved this time in port. A motion was made to simplify the OT rates by adopting two rates of OT instead of about 11 . This will be referred to the Contract Department for study. Another request was for lounge chairs for the entire unlicensed department, not just the pumpman, bosun and steward. And new easy chairs are needed in the crew rec room. On its last voyage, the Overseas Juneau played host to the winner of the Propeller Club essay contest whose prize included one round trip voyage. retary Glenn C. Bamman, Educational Director Engine Delegate Melvin Layner, Deck Delegate M.Tewes, Steward Delegate Pedro Mena. No beefs or disputed OT. There is no money in the ship's fund at present, but an arrival pool should generate enough money for lobster tails and movies. The chairman reported a smooth trip with few hassles and a happy crew. The secretary spoke of sticking together through hard times, and working for those politicians in the upcoming elections who will support the maritime industry. The educational director stressed the importance of upgrading job skills at Piney Point to maintain job security. A unanimous vote of thanks was given to the steward department for a job well done, for meals of superior quality and for keeping a clean vessel. Next port: Elizabeth, N.J. SGT MATEJ KOCAK (WatermanMSC), November 8--Chairman Bill Kratsas, Secretary Lee de Parlier, Educational Director Ronnie Herian, Deck Delegate Larry D. Mccants, Steward Delegate Earl N. Gray, Sr. No disputed OT. The chairman and the steward both attended the triennial SIU convention in August and brought back information which they distributed to the members. The chairman also mentioned the new film about the SIU, "On My Watch," which will soon be available to all ships. The secretary reported that the Sgt Matej Kocak weathered a "killer storm" in midOctober with wind gusts of up to 110 mph off the coast of France. This storm was the strongest to hit the English Channel since records were kept (1705). "If you've ever heard the expression 'the barometer fell off the chart,' this is a good example." No videotapes of the headquarters meeting have been received aboard ship. But UNREP films have been shown as the vessel will undergo another UNREP off the Carolina Capes Nov. 9. Next port: Morehead City, N.C. USNS WYMAN (T-AGS 34), LSC Marine, Inc., November 8-Chairman George A. Schuj, Secretary (Purser) Al Sansom, Educational Director/Engine Delegate Aaron E. Thompson, Deck Delegate David C. Bickford, Steward Delegate George A. Tatum. No beefs or disputed OT reported. There is $185 in the ship's fund. A vote to hold another arrival pool with the proceeds to go to the ship's fund was vetoed. In response to a query from the USNS Wyman, the SIU is looking into whether an official holiday (Veteran's Day in this case) is payable under the LSC/SIU contract on sea time. Also requiring clarification is whether personal expenses (travel and living) incurred in attending the firefighting/ Official ships minutes also were received from the following ves· sels: ADONIS AMBASSADOR ASPEN BAY RIDGE COVE LEADER CPL LOUIS J. HAUGE JR. MT. VERNON VICTORY OAKLAND QMI MISSOURI PANAMA SAN JUAN SEA-LAND AVENTURER SEA-LAID DEVELOPER SEA-WO EXPLORER SEA-LAND FREEDOM SEA-WDINIOVATOR SEA-LAND LEADER SEA·LAND PIONNER STAR OF TEXAS THOMPSON PASS USNS PREVAIL (T·AGOS 8) Personals Tommy (Red) Bolton Please contact your old shipmate Mike (Red) Darley at (904) 2350993 or write to P.O. Box 4244, Panama City Beach, Fla. 32407. Jack Thommen Please get in touch with your brother, Popeye, at (301) 488-1956. Monthly Membership Mee.t ings Deep Sea Port SAM HOUSTON (Waterman), October 10-Chairman H. Leake, Secretary G.T. Aquino, Educational Director P. Walker, Engine Delegate L. Christmas. No beefs or disputed OT. There is no formal treasurer, but the captain is holding all monies collected, almost enough to purchase a VCR and some blank tapes. The bosun reported that everything is running smoothly except for the fact that no mail has been received from headquarters. He will check into this matter and will also report on the condition of one crewmember who was taken off ill as soon as he finds out anything. The steward has a tape on sanitary pro· cedures to show to his department It was recommended that Waterman be advised of the poor service they are getting from the company leasing the VCRs. Two machines in a row have not been in operating condition, and the movies provided are the same ones from a previous trip. Next port New York. damage control school is reimbursable to members. It was noted that LSC vacation requests are in the purser's office. An effort to upgrade the ship's reference library is under way, especially study guides for 11pgrading skills. QMED Thompson also encouraged all crewmembers to take advantage of the classes at SHLSS in Piney Point. Steward Assistant George Tatus was congratulated on his good job performance over the past six months as steward delegate. George goes on a well deserved three-month vacation. And the 4 x 8 watch (all departments) deserves a "job well done" for keeping the messroom clean and picked up. Date Lakes, Inland Waters Piney Point .............. Monday, January 4 ................... 10:30 a.m. New York ............... Tuesday, January 5 ................... 10:30 a.m. Philadelphia .............. Wednesday, January 6 ................ 10:30 a.m. Baltimore . . ..... . .. . ..... Thursday , January 7 .................. 10:30 a.m. Norfolk ................. Thursday, January 7 .................. 10:30 a.m. Jacksonville .............. Thursday, January 7 .................. 10:30 a.m. Algonac ... . ............. Friday, January 8 .................... 10:30 a.m. Houston ................. Monday, January 11 .................. 10:30 a.m. New Orleans . ....... .. ... Tuesday, January 12 ....... . .......... 10:30 a.m. Mobile ... . ... .. ......... Wednesday, January 13 ............... 10:30 a.m. San Francisco ............ Thursday, January 14 ................. 10:30 a.m. Wilmington .. . .. ..... . ... Tuesday, January 19 .................. 10:30 a.m. Seattle .................. Friday, January 22 ................... 10:30 a.m. San Juan .. . ............. Thursday , January 7 ......... . ..... .. . 10:30 a.m. St. Louis ................ Friday, January 15 ................... 10:30 a.m. Honolulu ................ Thursday, January 14 ................. 10:30 a.m. Duluth .................. Wednesday, January 13 ............... 10:30 a.m. Jersey City ............... Wednesday, January 20 ............... 10:30 a.m. New Bedford ............. Tuesday, January 19 .................. 10:30 a.m. SEA-LAND EXPRESS (Sea-Land), November 1-Chairman Carlton Hall, Sec- December 1987 I LOG I 19 - �(Continued from Page 6.) tract to be supervisory personnel, and therefore ineligible for protection under the labor laws of this country. By doing this, the company tried to intimidate the licensed people in its operations and drive a wedge between licensed and unlicensed seamen. Most important, SONAT wanted to drag the process on as long as possible in order to wear down the resistance ofits employees. By doing this , SONAT and other companies that chose this route changed the entire structure of management-labor relations that had existed since the end of World War II. The focus was not on productivity; it was on obtaining short-term gains. Stock market prices would then rise to artificially high levels. Under those conditions, a smart arbitrageur would make a killing by stripping a company of its assets and selling short. By restructuring labor-management relations along these lines, companies - said that they wanted to make their operations "more flexible." In the long run, however, they will be doing just the opposite. It has become crystal clear to union members and their officials that you have to get everything down in writing. Or else. rd like to thank the officials and members who were involved in the Curtis Bay beef. Even though things haven't worked out as we planned, ultimately, I believe, they will. Yet it will take patience and communication. More than that, it will take unity. This is a new era of labor-management relations, and in a sense, we're all finding our way. The situation in today's labor management relations conjures up images of the early civil rights movement. Workers in the transportation sector, like black Americans before the Civil Rights Act of 1964, are being denied their rights. They cannot get a fair hearing. American conglomerates want to transform us into second-class citizens, but we won't let them, not as - long as we understand the issues and keep "our eyes on the prize." West Coast by V. P. George McCartney T HOSE of you who have been following my ~olumn over the past kw months know that 1988 will mark the 50th anniversary of the SIUAGLIWD. It has been an honor for me to be part of that history. I often think about the men and women who helped form this Union. Their sacrifices and courage made everything we now enjoy possible. So much has happened during these past 50 years. The maritime industry has changed beyond rerngnition. At our inception, few people believed that there could ever be such things as ports without water (there now is one, in Front Royal, Va.); ships without 20 I LOG I December 1987 Area Vice Presidents' Report crews (the Japanese and West Germans are experimenting with this concept), or U.S. ships without American seamen (the Kuwaiti reflagging). Despite these developments, I believe that the essential character of the SIU remains the same. What makes us unique, I believe, is our continued ability to adapt to change, to understand what the long-term trends are and to act on them. In a sense, we have come full circle. We were born in the aftermath of one stock market crash; in order to survive, we will have to cope with the effects of another one. As the record demonstrates, job security for seamen (indeed, for all American workers) depends on five things: communication, education, solidarity, political action and organizing. If we fall short in any one of these areas, then management will control the supply of labor, and we will have no say in determining our wages, benefits and working conditions. Many of the issues that confront us today have their origins in our early history. Accordingly, what follows is a brief chronology of events from the Stock Market Crash of 1929 to the Korean War, by which time the basic structure of this Union had been formed. 1929: Seamen were far removed from the mainstream of American society. Many were uneducated; most were underpaid. All had to endure harsh and unsafe working conditions. The stock market crash of 1929 didn't cause these conditions, but it did exacerbate them. The waterfront was in the process of being radicalized. The absence of a strong union to counter the appalling conditions in the maritime industry created opportunities for the Wobblies, the Communist Party and organized crime. 1932: The American people turned to Franklin Delano Roosevelt to lead them out of the Great Depression. The economy's collapse transformed the nature of American politics. Among other things. it brought the labor movement from the margins of American political life to center stage. 1934: A longshoremen's strike engulfed the West Coast maritime industry. The 39-day strike marked a turning point for maritime workers, whose power had been weakened by decreased membership rolls, a worsening economic situation and a bitter defeat during the 1921 maritime strike. By closing down the port of San Francisco, seamen and longshoremen were able to win substantial gains in benefits and wages. Also, by bringing a new generation of labor leaders like Harry Lundeberg and Harry Bridges into prominence, the strike marked the beginning of the end of the International Seamen's Union. 1935: A pivotal year for the labor movement. The labor movement was split into two warring factions when Mine Workers President John L. Lewis left the American Federation of Labor to form a new organization (the Congress of Industrial Organizations). Lewis was an advocate of industrial · trade unionism; AFL President William Green objected to Lewis's demands that the AFL set up a separate industrial department. Also in· that year, Congress passed the Wagner Act, which established the National Labor Relations Board. This important piece of legislation made it possible for organized labor to sign up new workers on a mass scale. 1936: Political conditions in Europe continue to deteriorate. Discontent in the maritime industry heats up. Joe Curran leads a sit-down strike on the SS California. Congress passes the Merchant Marine Act of 1936, which established a system of subsidies and promotions that helped revitalize the American-flag merchant marine in time for World War II. 1937: The NMU receives a charter from the CIO. The AFL requests the resignation of the ISU's officers. An executive committee consisting of AFL President William Green, ILA President Joe Ryan and Holt Ross looks into forming an AFL Seamen's international. Green requests the help of STJP Secretary-Treasurer Harry Lunrieberg, who sends Morris Weisberger to New York to establish an A&G District. In December, Robert Chapdelaine is named interim head of it. 1938: Andrew Furuseth, the grand old man of the modern seamen's movement, dies. Though the union he helped found, the ISU, is in tatters, his legislative accomplishments (the Seamen's Act of 1915) will live on. On Oct. 15, at a convention in Houston, the AFL issues a charter to the Seafarers International Union of North America. Both the international and the A&G District are born. 1939: W~rld War II breaks out. After 10 long years in the dark, the American economy is set to take off. SIU crews start walking off ships in order to obtain War Bonuses. 1941: Though America is still neutral, the S.S. Robin Moor, a Robin Line vessel, becomes the first SIUcontracted vessel to be sunk by the Germans. The SIU and other maritime unions demand action on the War Bonus issue. The National Defense Mediation Board finally recommends a system of War Risk Bonuses. The J apanese attack Pearl Harbor, and America is dragged into World War II. 1942: The Battle of the Atlantic begins. In July, SIU seamen risk their lives to keep Russia supplied during the Murmansk Run. 1943: Paul Hall walks off his last ship. He becomes a dispatcher at the Baltimore hall. 1944: Thousands of SIU seamen (including SIU V .P. Red Campbell) take part in the invasion of Normandy. 1945: World War II ends. The United States is the only industrialized nation with a full-functioning economy. It has no economic competitors, and only one serious military challenger, the Soviet Union. Demand for American shipping dramatically decreases. Paul Hall is named head of the A&G' s organizing department. 1946: A busy year for the SIU. In August, Lundeberg establishes the Maritime Trade Council, the forerunner of the Maritime Trades Department of the AFL-CIO. Congress passes the Ship Sales Act of 1946, under which hundreds of vessels are sold to foreign companies and governments at nominal sums. The SIU holds an organizing convention which lays the foundation for the successful Isthmian and Cities Service campaigns. The Union unveils its first training and upgrading program. In September, there is a general maritime strike, which was spurred on by actions taken by the National Wage Stabilization Board. 1947: In retrospect, a disastrous year for maritime labor. Congress passes the Taft-Hartley Act. Among other things, it contains provisions on secondary boycotts and supervisory personnel which would form the basis of anti-union activity during the 1980s. The military formulates the '' Effective U.S. Control Doctrine" which states that American security interests can be protected in part by Americanowned vessels documented under flagof-convenience registries. War risk insurance is granted to these vessels, which prompts a mass exodus of American ships overseas. In a sense, the mass exodus of American shipping would serve as a prototype for something that would occur on a larger scale 40 years later all throughout the industrial sector. 1948: A banner year for the SIU. The SIU of Canada is established. We win the Isthmian campaign, which was maritime labor's most important organizing drive of the post World War II era. The SIU gains national attention by supporting workers in the Wall Street Strike (film-maker Stanley Kubrick gets his start by filming a documentary on the SIU's role in the incident). The SIU stands up to organized crime by providing support to the International Ladies' Garment Workers Union. 1949: The SIU establishes the Brotherhod of Marine Engineers (BME), the forerunner of District 2MEBA. Until this time, NationalMEBA had been routinely throwing work to the CIO-affiliated National Maritime Union, depriving SIU members of hundreds of potential jobs and upgrading opportunities. The SIU saves the Canadian maritime industry from Communist control in the famous "Battle of Halifax." The Marine Allied Workers Division, the industrial sector of the SIU, is established. At a bitterly-divided convention, NMU President Joe Curran effectively drives the Communists from his union. (Murray Kempton, this country's greatest labor journalist, wrote that the NMU had been ''the crown jewel of the Communist Party.'') SIU President Paul Hall hires Ray Murdoch and lobbyist Phil Carlip to set up a Washington office. 1950: The SIU wins another major organizing drive: Cities Service. The Korean War breaks out, giving smaller, unsubsidized SIU operators the chance to thrive and prosper. The Union is well-positioned to begin a long and successful campaign to improve wages, benefits and working conditions, as well as to become the leading voice of maritime labor. �CL L . NP Directory of Ports -Company/Lakes -Lakes Dispatchers Report for Great Lakes -Non Priority NOV. 1-30, 1987 Port Algonac .................. . Class L Class NP 11 0 All Groups All Groups All Groups Class CL Class CL Class L Class NP Class CL DECK DEPARTMENT 14 0 42 Class L Class NP 4 0 15 5 0 7 3 STEWARD DEPARTMENT 8 a 0 8 7 ENTRY DEPARTMENT 0 0 0 0 23 14 53 20 5 Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH TOTAL SHIPPED *TOTAL REGISTERED ENGINE DEPARTMENT Port Algonac ........... ·....... . 0 9 Port Algonac ... . .. . . ... .. .. ... . a 4 Port Algonac . . . . . . . . . . . . . . . . . . . 0 0 9 23 Totals All Departments. . . . . . . . o 33 16 O 73 20 O *"Total Registered " means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach " means the total number of men registered at the port at the end of last month. HEADQUARTERS 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 {313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea NOVEMBER 1-30, 1987 *TOTAL REGISTERED All Groups Class A Class 8 Class C Port New York ............... Philadelphia .............. Baltimore ............... Norfolk .......... . . .... . Mobile .... .. ........... New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco. . . . . . . . . . . . . Wilmington . ........ ..... Seattle . . ........... .. .. Puerto Rico .. .. ... .. ..... Honolulu .. ...... .. .... .. Houston .. ... ........... St. Louis ...... . . . . . . . . . Piner: Point .............. Tota s ........ ......... 35 4 5 21 13 26 25 43 22 35 15 4 28 0 1 277 11 3 3 4 6 5 10 8 6 6 2 18 5 0 4 91 5 0 1 3 2 5 1 15 7 3 0 3 1 0 2 48 Tntals ..... ............ 33 1 8 6 10 21 23 23 10 24 8 4 35 0 2 208 5 1 3 7 7 3 5 7 7 4 0 8 4 0 3 64 Totals .. ... - - . - . - - - - - .. 17 0 5 1 6 2 4 11 10 0 2 2 2 37 13 17 3 7 10 0 1 1 79 8 12 26 17 55 45 57 4 58 10 29 22 28 18 36 9 6 27 0 3 247 25 1 7 5 19 14 16 9 20 9 1 25 0 1 156 0 9 9 2 5 0 29 0 0 1 138 59 20 1 1 5 23 3 0 0 0 2 1 12 3 0 0 23 0 4 229 Totals All Departments ...... 743 409 341 9 30 10 17 4 3 10 0 0 7 8 9 13 6 14 6 82 6 0 8 7 4 157 0 0 1 14 4 15 3 4 13 1 0 8 0 195 g 10 4 1 0 5 2 120 , 3 11 5 24 1 42 Port New York .. . ..... . ...... Philadelphia .. ....... . .... Baltimore ............... Norfolk .... . ...... ... ... Mobile ... . . . . . . . - . - - . . New Orleans ....... . . . ... Jacksonville ....... ... .... San Francisco ............. Wilmington .............. Seanle . . ........... . ... Puerto Rico . . . . . . . . . . . . . . Honolulu .. . ............. Houston .. . .. .. .... ... .. St. Louis .. Piney Point .............. Tot1tl$ ................. 10 0 2 3 2 12 0 1 101 0 3 24 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 4 0 1 2 3 3 0 2 2 0 0 1 0 6 2 3 2 0 0 5 1 0 0 22 0 5 1 0 3 0 DECK DEPARTMENT 13 2 2 0 1 1 12 3 2 3 4 8 4 0 17 9 6 5 43 1 4 11 Port New York .... . .. .. . .. ... Philadelphia .... .......... Baltimore ............... Norfolk ..... .• .......... Mobile ................. New Orleans ... . ......... Jacksonville ...... . .. ..... San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu .......... ...... Houston ................ St. Louis ............. . .. Piney Point .......... ... . DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 Trip Reliefs Port r ............... Philadelphia .. ............ Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco . .. .......... Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston .... . . .. ... .. ... St. Louis ................ Piney Point . . . . . . . . . . . . . . **REGISTERED ON BEACH All Groups Class A Class 8 Class C TOTAL SHIPPED All Groups Class A Class 8 Class C 6 0 12 7 0 3 86 2 0 5 1 0 2 44 ENGINE DEPARTMENT 4 1 1 0 4 0 4 0 5 0 6 4 2 2 4 2 7 0 4 0 1 0 7 9 3 1 0 0 1 0 55 17 STEWARD DEPARTMENT 6 0 2 3 1 0 3 3 4 1 5 0 29 0 0 0 57 0 0 0 0 0 0 9 0 0 0 24 0 0 0 33 ENTRY DEPARTMENT 17 4 1 0 2 0 2 1 4 5 10 7 3 4 8 2 13 3 12 7 3 8 0 0 9 8 12 2 85 7 0 14 2 4 1 136 0 0 0 2 3 10 7 0 1 29 24 5 55 0 1 19 4 8 6 5 8 17 7 3 5 4 17 6 0 4 5 5 6 5 7 0 0 1 0 0 42 471 113 38 4 0 1 0 0 5 2 3 4 6 53 5 11 10 8 39 43 23 15 35 2 1 0 1 0 2 2 5 4 4 0 6 1 0 0 28 0 2 10 4 3 0 0 35 7 38 0 2 299 5 1 1 11 7 5 5 7 5 3 0 6 3 0 11 70 2 0 35 6 0 0 1 2 0 12 3 9 0 105 6 0 0 140 1 7 2 7 30 19 64 18 30 6 8 21 0 1 249 0 0 0 0 0 0 0 42 0 0 0 0 0 0 0 17 0 5 6 10 3 29 11 60 38 10 5 18 0 1 0 2 3 1 1 5 2 10 1 5 15 3 8 1 24 2 0 6 77 30 7 4 19 10 22 18 25 14 26 11 87 8 0 3 0 0 0 3 1 0 17 1 0 1 41 7 3 0 15 3 33 5 30 12 10 3 140 2 0 1 82 2 166 172 0 255 284 264 586 364 266 217 1,274 544 371 '"'Total Registered " means the number of men who actually registered for shipping at the port last month . "''"' Registered on the Beach " means the total number of men registered at the port at the end of last month . Shipping in the month of November was up from the month of October. A total of 1,433 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,433 jobs shipped, 586 jobs or about 40 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 217 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6,370 jobs have been shipped. HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. " 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 51 O N. Broad Ave . 90744 (213) 549-4000 December 1987 I LOG I 21 �Trade Unionists Rally Behind United Negro College Fund Trade unionsts will join in a nationwide rally to provide increased educational opportunities to some 45 ,000 young people, many from union families, through the United Negro College Fund (UNCF) telethon. This year's UNCF "Lou Rawls Parade of Stars'' telethon will be on Dec. 26. A galaxy of stars will be featured in this seven-hour spectacular to raise money for the UNCF. As in the past, affiliated unions are encouraging their members to watch the telethon and assist in fund-raising efforts. While AFL-CIO support for the UNCF has always been strong, this year a special committee, the AFL-CIO United Negro College Fund Committee, chaired by SEID President John Sweeney, has been appointed to coordinate labor involvement in fund-raising and promotional activities. Other members of the committee include Associate Actors and Artistes of American President Frederick Headquarters Has New Chief O'Neal, UAW President Owen Bieber, ILGWU President Jay Mazur, CWA President Morton Bahr, Federation of Professional Athletes President Gene Upshaw, AFSCME President Gerald McEntee, AFf President Al Shanker, AFGE Women's Department Director Barbara Hutchinson and UFCW President William Wynn. "The United Negro College Fund is a cause worthy of our most vigorous effort,'' said SIU President Frank Drozak. ''The goal of the labor movement is the advancement of workers of this generation and the next-a goal we cannot achieve unless workers have access to quality education.'' The UNCF provides funding for its 44 predominantly black colleges and universities. All institutions are private and fully-accredited. Funding for the UNCF's member schools continue to be a growing concern for all UNCF supporters. Each year, the 44 UN CF colleges must raise 60 percent of their operating budgets while only 33 percent of the average annual budget is covered by tuition. Recognizing this concern, the AFLCIO adopted a resolution at its October 1987 biennial convention supporting the United Negro College Fund and asking its affiliates to publicize, support and aid in the fund-raising efforts of the UN CF. Kathy Horn, administrative assistant to SIU President Frank Drozak, was recently promoted to Chief Petty Officer in the Naval Reserves. Among her other Navy duties, she helped process the paperwork for the survivors of the S.S. Stark. i g e t ?• We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Old-Timers earner SIU & UIW of N.A. ------------------~------------------~--------~------------Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT HOME ADDRESS Social Security No. Phone No. ( ) Area Code Your Full Name Apt. or Box II Street D SIU City 0 UIW State 0 Pensioner ZIP Other _ _ _ _ _ _ __ Book Number UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - Holiday greetings from Pensioner Reino This will be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. (Signed)----------------- ------------------------------~-~~------------~~--~~-------~ 22 I LOG I December 1987 - J. Pelaso (P-8) of Vallejo, Calif. Once again, Pelaso has been doing quite a bit of fishing, including these two sturgeon (25 and 60 lbs.). "I wish to say hello to all my old shipmates. I hope everyone has a Merry Christmas and that the New Year will be good to all my friends." �c ---- -~-~ --·-- 'Boosting Player Morale . . . ' The players and staff of the National Football League Players Association, an affiliate of the Federation of Professional Athletes, AFLCIO, extend our heartfelt thanks to you and your membership for your support of our struggle to gain fair treatment on the job from the owners of the National Football League monopoly. Your experience and practical advice on the picket line were a big help. Your public and private statements of support were a big boost to player morale. Most importantly, your membership, and members of other unions, responded by the thousands to help us fill picket lines and rallies at practice and game sites. This union and its membership will always be grateful that you were there when the NFL monopoly had so many of the press and the public aligned against the players.... Letters To The Editor Fraternally Gene Upshaw Executive Director :Rational Football League Players Assodation SIU members joined striking members of the Washington Redskins on the picket line at RFK stadium during the NFLPA strike. 'WW II's Gianella . ' Perhaps some would be interested to know that Mr. Gianella was the radio operator of the SS PRUSA, a Lykes Bros. ship which was torpedoed by the Jap sub I -172 on Dec. 19, 1941. He went down with the ship. He was awarded the Merchant Marine Distinguished Service Medal posthoumously by President Roosevelt. The following is the citation: "For heroism beyond the line of duty. The ship in which he served was in mid-Pacific when struck by an enemy torpedo. The explosion blew through the after decks; the engine and dynamos were completely wrecked; and it was apparent that the ship would remain afloat only a few minutes. Orders were given to prepare to abandon ship and instructions sent to the radio operator to send an SOS. The officer who delivered the message found Gianella already engaged in rigging an emergency set. Lifeboats were lowered away and the Master then sent orders to Gianella to abandon ship. But the radio operator had not been able to get his message through. Realizing that upon him rested all hope for the rescue of his shipmates, the pull of duty was too strong to overcome. Gianella refused to leave his post and chose to face certain death in his stark devotion to duty." We, as merchant seamen, should never forget those terrible losses American seamen suffered in World War II. Those of your membership sailing today could find themselves in the same position at any time. I shall continue to remind the American public of the role of the U.S. merchant marine in World War II at evecy opportunity that presents itself. If there are any questions anyone has relating to ships or personnel involved in WW II, I would be more than willing to answer. Thank you for sending the LOG to me. I appreciate it. • • In reading your article about the SS Lawrence H. Gia.nella, on page Sincerely, Arthur B.. Moore Hallowell, Maine 11 of the SIU LOG October 1987 ed1tion 1 I was wondering 1f the membership realized who Lawrence Gianella was. nd Society's attitudes toward drug and alcohol abuse have changed greatly since our Union opened up the Addictions Rehabilitation Center in Valley Lee, Md. Ten years ago, many people considered drugs to be chic. Now, just about everyone recognizes them for what they are: killers. Today, Americans are being urged to "Just Say No" to drugs • Of en and alcohol. Unfortunately, millions of alcoholics and drug-abusers can't even admit that they have a problem. So for our members out there who have~ drug or an alcohol problem and won't admit it, I urge you to just say "Yes"to say "Yes, I have a problem with drugs or alcohol, and I need help." Over the past IO years, hundreds of your fellow Seafarers have done • I a just that. They've signed up for the Union's Addictions Rehabilitation Program. Thanks to the expert help of the staff down there, these SIU members now lead useful and productive lives. For all alcoholics and drug-abusers, recovery begins when they stop denying that they have a problem. There's an old AA saying-a person has to hit bottom before ?• they can reach out for help. For those of you who are sick and tired of the problems that alcohol and drug abuse are causing, contact your port agent or call the ARC in Valley Lee, Md. For those of you who haven't reached your bottom, don't worry, you will. Because once you start abusing drugs and alcohol, there's nowhere to go but down. TODAY./ DO IT TODAY/I l<ICK THE DRUG MABIT/ CONTACT VOUR PORT A6ENT, OR YOUR 'UNION AT PINEY POINT./ DO \T NOW. -" December 1987 I LOG I 23 �Seafarers International Union of North America, AFL-CIO Washington Report After seven years of complex and sometimes contentious talks between U.S. and Soviet negotiators in Geneva, Switzerland, Ronald Reagan and Mikhail Gorbachev finally signed an agreement to limit intermediate nuclear weapons. Supporters and critics of the INF Treaty both agree that this will increase pressure for America and Western Europe to build up their conventional forces. Part of that conventional capability will be in the area of sealift, where America is badly deficient. The maritime industry, which provides the bulk of America's sealift support, was given a reprieve of sorts when American and Canadian officials announced that the transportation provisions had been dropped from the final version of the Canadian Free Trade Agreement. Canadian Free Trade Agreement A united maritime industry won its biggest victory since the Cargo Preference Compromise of 1985 when U.S. and Canadian officials announced that maritime would be excluded from the final provisions of the Canadian Free Trade Agreement. 'Tm too superstitious to break out the champagne," said one industry official, "but this marks a great day for the maritime industry ." According to news accounts, maritime was ''dropped from the pad in response to fier~e response from maritime interests in both countries. " Reagan and Canadian Prime Minister Brian Mulroney signed the agreement Od. 3. When news of the agreement began to leak out , more than 200 maritime groups formed a ~oaJition to get the industry excluded . Opposition from Canadian seamen was just as intense. SIU of Canada President Roman Gralewiczjoined Frank Drozak, his American counterpart. in writing a letter to Mulroney and Reagan which said , "We believe that any free trade agreement which alters current maritime policies is unwise, unjust and unfair." "Things (in the maritime industry) may be bad now," said SIU V.P. Mike Sacco, who's in charge of the Union's Great Lakes region, "but if the agreement had been ratified with the maritime provisions intact, the maritime industry would have lost something more important than any one program. It would have lost all hope for the future." Free Trade and All Gatt The recent stock market crash has dimmed chances for early passage of the Omnibus Trade Bill, according to Sen. Lloyd Bentsen (D-Texas) and other leading members of Congress. Congress will probably focus its attention on resolving sticky budgetary issues before adjourning for Christmas later this month. Last month' s trade deficit eased somewhat as the dollar took a plunge on the world money markets, thereby making American goods and services more competitive. Many leading economists are saying that a lower dollar is at best only part of the solution to America• s trade crisis. If the dollar falls too 24 I LOG I December 1987 December 1987 Legislative, Administrative and Regulatory Happenings far too fast then there will be great instability in the world marketplace. One solution to the present crisis is increased use of bilateral trade agreements. That was the suggestion offered by Rep. Richard Gephardt (D-Mo.) in the latest presidential debate. Meanwhile, U.S. Trade Representative Clayton Yeutter was predicting that the latest round of international trade talks ''could yield tangible results as early as the end of next year." The GATT negotiations had played a major role in uniting the often-fragmented maritime industry. The concern was this: if maritime was included in a Free Trade Agreement with Canada, and such an agreement was later ratified at the General Agreement on Tariffs and Trade talks, then all future improvements in U.S. promotional programs would have been open to third world shipping. Liner Subsidy Reform There is general agreement among industry officials that it will be impossible to improve conditions in the maritime industry without some kind of reform of the Operating Differential Subsidy program. Earlier this year, the administration finally got around to presenting Congress with its ideas for such a program. By that time, however, operating subsidies were already starting to expire. Reaction to the administration's plan was cool, especially since the administration made no bones about it desire to put a cap on costs. Several other plans have been floating around Congress. While reform of the subsidy program is a life-and-death issue to most companies, most have different interests to protect. Aside from a general dissatisfaction with the level of benefits being offered under the administration's plan, there has been no agreement among American-flag operators on what should be done. The Senate Commerce Committee is soliciting comments on two pieces of legislation dealing with this issue. Because of its heavy workload and the complexity of the issues involved, it has extended the period of comment to Jan. 15, 1988. While the SIU is not wed to any one approach, it would like to see the issue resolved as soon as possible and in such a way to serve the interests of all American-flag operators. Shipbuilding Capability Despite the important role that shipbuilding plays in the defense and economy of this nation, absolutely no progress has been made toward forging the comprehensive, fair and workable national shipbuilding and maritime program that is so urgently needed. That was the assessment of SIU Legislative Director Frank Pecquex when he testified before the House Subcommittee on Merchant Marine and Fisheries Dec. 8. The subcommittee had called a hearing to receive input from industry officials in light of the report that the Commission on Merchant Marine and Defense recently released. Among other things, the report stated that the precipitous decline in this country's maritime and shipbuilding industrial base poses a serious security threat. The decline of this nation's shipbuilding industry can only be curtailed, said Pecquex, if we take the following corrective actions: * Establish a clear requirement for shipbuilding capability for U.S. national security; * Curtail U.S. government contracts with foreign companies, both for supplies and research and development, which last year amounted to $9 billion; * Broaden the requirements of the Jones Act to cover all maritime activity within the 200-mile Exclusive Economic Zone; * Initiate a government-sponsored buildand-charter program that would direct the government to build vessels to be chartered to commercial operators in peacetime, but would be subject to Navy recall during emergencies; * Fully fund the Title XI ship construction loan and mortgage insurance program, which is the last remaining substantial shipbuilding support program; * Enforce and expand regulations requiring that Navy ship repair work be performed in U.S. shipyards; and * Replace sealift tankers serving the Navy's point-to-point oil requirements, whose capacity has been reduced by current regulations requiring a segregated ballast system. Tax Correction Act One of the major accomplishments of the 99th Congress was passage of a comprehensive tax reform bill . Despite considerable pressure from special interest groups, most members of Congress have been loathe to make many changes in the legislation (i.e. , change tax rates). They have preferred instead to look at legislation that would change a few marginal details. Maritime has learned the hard way that any change in the tax laws can have critical consequences for the American-flag merchant marine. Unfortunately, the present budget deficit has sent Congress back to the books looking for ways to increase revenues. The SIU and other maritime groups were fortunate to have included in the House version of the Tax Corrections Act language which would restore full deductibility for meals furnished on commercial vessels. "This is a big victory for our membership," said Pecquex. Promoting U.S. Coal The SIU has joined a coalition of maritime and energy organizations which supports passage of H.R. 3579, the 1988 Defense Appropriations Act. Among other things, the bill would mandate the purchase of U.S. coal for American military installations.in Western Europe. In addition to the SIU, the coalition, which is known as the Defense Energy Council, includes such diverse organizations as the American Maritime Officers Association , The United Mineworkers of America, the Transportation Institute, National Marine Engineers' Beneficial Association, Rail Labor Executive Association, the Falcon Shipping Group, the International Association of Machinists, and others. While the House Full Committee has completed action on this issue, the Senate is still studying it. (Continued on page 7.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1987 Description An account of the resource HEADLINES U.S./CANADA TRADE PACT DELETES MARITIME THREAT MARAD KEEPS RRF AUTHORITY FIRST SMU CONVENTION THE STANWICK REPORT: MANNING REVOLUTION SIU CREWS NEW COMMUTER FERRY SERVICE CURTIS BAY BOATMEN STRIKES END IN TWO PORTS COAST GUARD LICENSING A NEW YEAR BRINGS NEW REGULATIONS MSC GETS 2ND HOSPTIAL SHIP NORTHWEST MARINE IRON WORKS AWARDS NEW NAVY CONTRACT TRADE UNIONISTS RALLY BEHIND UNITED NEGRO COLLEGE FUND THE SIU IN WASHINGTON CANADIAN FREE TRADE AGREEMENT LINER SUBSIDY REFORM TAX CORRECTION ACT FREE TRADE AND ALL GATT SHIPBUILDING CAPABILITY PROMOTING U.S. COAL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 12 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/ba2532ac70b5014475a648d7760ab466.pdf 3437d8fc630e133c068d22615330edd3 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. so, No. I January 1988 U.S. Ships Must Have U.S. Crews Kuwait Loophole Closed by New Citizenship Law Legislation which would strengthen American citizenship requirements onboard U.S.-flag vessels and promote the American fishing industry has been signed into law. The legislation, H.R. 2598, marked an important victory for the maritime industry. ''This and getting the maritime industry exempted from the provisions of the Canadian Free Trade Agreement have to be considered the high points of the year,'' said Legislative Director Frank Pecquex. The legislation (its official title is the Commercial Fishing Anti-Reflagging Act of 1987) would prohibit foreign- built fishing vessels from being redocumented under the American registry. It also would require owners of U.S. fishing vessels to build or rebuild in U.S. shipyards. Most important to fishermen and seamen, however, is that the bill would require vessels registered in the United States to be manned by American seamen. This would extend to all vessels in the American-flag merchant marine, not just to fishing boats. The U.S. -manning provisions contained in the bill would go a long way toward closing loopholes in existing laws which made it possible for 11 SIU's New Overseas Joyce Page 5 Kuwaiti ships redocumented under the American flag to be manned by foreign crews. By reflagging these vessels, the administration opened up a potentially dangerous loophole in the law. The administration contended that since the 11 Kuwaiti tankers were crewed overseas and had not yet hit an American port, existing manning requirements mandating that threequarters of the crew be American citizens or resident aliens could be waived. Of course, the law allowing the waiver was written in the 19th century, long before the advent of air travel. But while technology had changed, the law remained on the books. The problem with the interpretation was that there exist certain kinds of American-flag activity where the vessels do not necessarily have to hit an American port. And through bitter, first-hand experience, the maritime industry has learned that where loopholes exist, they will be exploited. Under the terms of the legislation, the government still retains flexibility in waiving citizenship requirements. Yet the chances that manning requirements would be routinely flouted have diminished greatly as a result of this legislation. H.R. 2598 actually improves upon existing law by requiring 100 percent of the licensed crew and 75 percent of the unlicensed crew to be American citizens or resident aliens. In addition, it requires that a majority interest of the ownership in U .S.-flag fishing vessels be composed of American citizens. The legislation held the promise of creating several hundred American jobs in the Pacific Coast fishing industry. In addition, there was some speculation in Washington, D.C. that American crews would be recruited for the 11 Kuwaiti tankers. "If that happens," said one SIU official, "then it would be a matter of available skilled mariners capable of crewing these vessels. And that's where our training program in Piney Point and our attempts to build a large manpower pool would give us an advantage." Passage of the legislation marked one more instance where the maritime industry was able to mount a united front. It had been able to mount a united lobbying effort on the Canadian Free Trade issue, and it is attempting to do the same thing in regards to legislation on the Arctic National Wild Refuge oil issue. "In the past, congressional critics of the maritime industry have complained about the industry's inability to rise above the collective differences of its constituents," said Frank Drozak, president of the Seafarers International Union. "The industry's backto-back wins on Canada Free Trade and H.R. 2598 may mark a turning point in our efforts on Capitol Hill.'' WW II Seamen Win Vets Case New Drug Rules Ready The Coast Guard issued a final rule, effective Jan. 13, 1988, setting standards and establishing rules designed to monitor and control alcohol and drug use in both commercial and recreational vessels. For the past two years, various groups-including the SIU-have worked with the Coast Guard to establish the new guidelines. Originally the rules included two provisions the Union strongly opposed-the responsibility of other crewmembers to inform on intoxicated persons or lose their seamen's papers and to report to the ship's master their own prescription drug use. Both of these provisions were deleted from the final rule. Also, the original proposal did not include provisions for rehabilitation. That is now included. Following are some of the guidelines of the new rule. • application to all crewmembers, whether on duty or not, since each crewmember has safety-related responsibilities, including emergency duties; • prohibition from assuming duties within four hours of consuming alcohol; • establishment of .04 percent blood alcohol concentration, similar to standards adopted by the Federal Aviation Administration and the Federal Railroad Administration; • determination of intoxication based on personal observation or chemical test by a law enforcement officer or a marine employer; The Defense Department has granted World War II U.S. Merchant seamen who sailed between Dec. 7, 1941 and August 15, 1945 veterans' status. The ruling came Jan. 20 as the LOG went to press. The action ends an eight-year court struggle and 43-year fight for merchant seamen who served during the war. There is no current estimate of how many American merchant sailor could benefit by the ruling. Several years ago the government estimated about 90,000 of the more than 250,000 seamen who served were still alive. "The honor and recognition these men deserve is so, so long overdue. They sailed, they fought and they died, just like other American servicemen," said SIU president Frank Drozak. Last year a federal judge ordered the government to reconsider its original denial of veterans' status, saying it had acted arbitrarily in denying veterans' status. An attorney for the three seamen who brought the court case said the surviving merchant sailors could be eligible for medical care, loans and pensions through the Veterans Administration. At presstime application forms were being sent to SIU ports for eligible seamen. Contact your port agent for details. The next issue of the LOG will carry a full report on the case. • refusal to submit to a chemical test request by a law enforcement officer based on reasonable cause is admissable in evidence in any administrative proceeding and the individual will be presumed to be intoxicatedif individual refuses the marine employer's request, evidence of the refusal is admissible in evidence in any (Continued on Page 21.) �President's Report by Frank Drozak Last year, like every other one under the Reagan administration, was difficult for the maritime industry and the men and women who make their living at sea, and on the Lakes and nvers. But just when it seemed as if 1987 was going to be chalked up as another year of dismal decline, the sun broke through. In less than two months-thanks to a lot of hard work by people in this Union and other parts of the maritime community-we achieved significant victories: The removal of the maritime provisions from the Canadian Free Trade Agreement, and the new U.S. citizen manning requirements for U.S.-flag vessels, were the biggest wins for us since the 1985 farm bill. The odd thing about both those issues was that once again the maritime community was forced to take on the administration. In the past, some administrations ignored us or didn't understand us, but seldom did they attack us. It's a sad commentary when the maritime industry, including workers, shipowners and shipbuilders, have to band together to fend off attacks and avoid crippling cutbacks. During the past several years we have seen government support for maritime stripped to the bone. Yet at the same time most military planners agreed with our warnings about the decline of the U.S.-flag private merchant fleet. It's no secret that our sealift capabilities are inadequate and that they will continue to shrink. If only a handful of maritime unions or ship operators were saying that, then some might think it was only selfish special interests that were motivating the industry. But that is not the case. Congressmen and senators of both parties have called for a strengthening of the U.S. merchant fleet. A special presidencomm1ss1on tially-appointed warned of the dire consequences to our military posture ifthe U.S.-flagfleet was allowed to shrink any further. Planners in the Pentagon have expressed concern. Despite the reasoned warnings from experts in global military planning, the response from the administration was to allow 11 U.S.-flag (on paper only) tankers sail without U.S. crews and to haul what was left of the maritime industry up to the sacrificial altar in so-called free trade talks with Canada. Very simply, if they had opened up America's Jones Act trade to other countries, we would have been finished. Our victories on those two issues do show that we have a pretty fair amount of support outside the White House. Political pressure from Capitol Hill was instrumental on both issues. We need more friends. We need more people who understand the importance of the merchant marine. We have the chance this-yearto put somebody in the White House who won't turn his back on the U.S.-flag merchant marine. We want the chance to put men and women in the House and Senate who will see that a private, American merchant fleet is an asset to this country. As the year goes on, we will begin examining the presidential candidates and those running for House and Senate seats. We will give our support when they give us a commitment. The SIU will need the help of every member in this election year. Our SPAD donations are one of our biggest weapons. It really does mean job security. As the campaigns gear up, we also will need volunteers in every port for political work. So be ready to donate your time, and continue to contribute to SPAD. You will be helping yourself and your union. Not all of our battles are political. Last year, like so many years, we fought to find work for our membership. While a lot of people in this industry cry and moan about the declining merchant fleet, they don't do much. The SIU has been providing experienced and trained people for hundreds of jobs under military contracts. The SIU has gained more than 1,000 military jobs. We win that work because we have the people who can do that work. A Seafarer's job has changed so much in the past several years. It will continue to do so. As you have read in a series of articles on manning trends, your work will be different in the years to come. That is why the SIU and the Seafarers Harry Lundeberg School stress training and skills. We are trying to stay a step ahead of the industry. Last year hundreds of you took advantage of the courses at the school and it paid off. In the years to come those new skills will protect your job security. Last year was a significant year for the Seafarers Maritime Union. I know the SMU has generated some controversy throughout the maritime community, and even within the SIU. But to put it bluntly, the SMU means jobs and that's our business. Seafarers now have a much better chance of climbing through ranks and improving themselves because of the SMU. No one is ever going to force anyone to sail SMU, but those who do will be helping themselves. Through the years, the SIU has been very active in the international labor movement. We have been very supportive of the International Transport Workers Federation (ITF). As many of you know, merchant seamen from many countries sail under horrible conditions. The ITF and the SIU want to correct that. Last year the SIU joined several other organizations in helping the crew of a Greek-flag ship, the Skyranger, win back pay and correct unsanitary and unsafe conditions on their ship. We will continue to get involved. The SIU wants to raise the standards for all seafarers. * * A~ * Finally, I want to thank each and every one of you for the support you have given me and the SIU during the past year. I always know I can count on the membership of this Union to come together and work together when things need to get done. We would not have been nearly as successful without the unity you all bring to the SIU. We will ·need that kind of bond for the upcoming year and for years after. We want to remain the leading maritime union in this country. c Pull cation of e Seafarers n emat on Un on of orth Ame ca At c G • La es and In and Waters District Ja uary 988 * Vo 50 o 1 -r.IO Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I January 1988 <9 " Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges,· Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Lessons from Canada Trade Pact Unified Maritime Industry Was Key in Victory " Sometimes it seems as if the people in this industry wait until they get their backs pushed against the wall before they come together and fight back." That's what one maritime insider said after an almost six-month battle to keep the U.S. merchant marine from being gored by the recently signed U.S./Canada Free Trade Agreement. When word leaked out late last spring that trade negotiators from both countries were willing to open almost all of America's maritime programs to Canadian ship operators, shock, then outrage, spread throughout the community. But like the 1985 cargo preference battle over the farm bill, maritime unions, ship operators, shipbuilders, politicians and just about anyone remotely connected to the industry put aside their normal differences to save their backsides-which once again were firmly pressed to the wall. What spurred them to action was the possible sight of the Canadian maple leaf flag fluttering from the stems of tankers steaming south from Valdez with Alaskan oil-north from Norfolk with coal to Boston--0r pushing barges of grain down the Mississippi River. Sen. John Breaux At the time, negotiators were considering a "North American Jones Act." The cornerstone for the U.S.flag domestic fleet is the Jones Act, which reserves all coastwide trading for U .S.-flag ships. Because Jones Act ship operators receive no subsidy, the act is the only support they receive from the government. If the coastwide trade had been opened to Canadians, maritime leaders were convinced they would be unable to compete. Canada has several more programs to help its ship operators than the U.S. does. Construction subsidies, tax breaks, and the right to employ low cost non-Canadian crewmembers give the Canadians a large cost advantage. An example is found on the Great Lakes where U.S. ships carry only about 5 percent of the cross trade between the two countries. Three other factors were frightening U.S. interests. The first was the proposal on the table to open up any future expansion of U.S. promotional programs, such as cargo preference or operating subsidies, to Canadian ships. In effect, that would have shut out U .S.-ftag ships because of the cost factor. The second was the recent decision by the Reagan administration to allow the reflagging of 11 Kuwaiti tankers without a U.S. crew aboard. There were fears that action could set a precedent allowing U.S.-flag ships to sail with few, if any, Americans aboard. Finally, under the terms of trade, navigation and friendship treaties that the U.S. has with 37 other nations, the door would have been opened for those countries' participation in the same trade. At the SIUNA convention in August, SIU President Frank Drozak and SIU of Canada President Roman Gralewicz began to lay the groundwork to bring maritime together on both sides of the border to fight the proposals. Private maritime interests began to come together. More than 120 maritime unions, ship operators, builders and other groups formed a coalition to begin pressuring the Reagan administration. The goal was simple-remove all the maritime proposals from the trade agreement. While the goal was simple, the battle was not. Because the proposed treaty was under so-called "fast track" authority , whatever was eventually agreed to by the negotiators could only be voted on by the Senate as a whole packagenot section by section. At the time, it seemed unlikely the entire agreement, which enjoyed a fair amount of support for its other areas, could be blocked because of its maritime provisions. But, with maritime allie on Capitol Hill and the unusually united maritime industry applying pressure, there was some hope that the maritime provisions could be blocked. A letter by the coalition, grown to 200 organizations, to every senator and representative helped line up support. ''This agreement trades away the maritime industry for advantages in other commercial sectors . . . that bear no relation to national defense, and it gives no assurance whatsoever that Canadian vessels and shipyards will fulfill U.S. defense requirements,'' the coalition wrote. An appeal to President Reagan and Canadian Prime Minister Brian Mulroney went out from the SIU's Drozak and SIU of Canada's Gralewicz. The two labor leaders warned of the dire consequences to both countries' national security if the maritime sections of the agreement were kept. "The critical problem [dwindling sealift for defense] will grow more serious if U.S. and Canadian maritime policies are sacrificed. This decline in the maritime industry's ability to serve as a national security asset is not limited to the United States. Canadianflag operators also have been crippled by a similar lack of support by government agencies and presently are unable to meet Canada's sealift needs. ''The framework of a free trade agreement is not the proper forum to fashion well-crafted maritime policies adequate to fulfill changing national requirements," the two wrote. On the House side of Capitol Hill, If U.S. Jones Act trade had been opened to the Canadians, American takers like the American Republic would more than likely have been tied up for good. Coastwise and river trade would have suffered too. Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee, began gathering support from members in an effort to prevent the administration from going ahead with their dangerous maritime action. But despite the coalition's urging Rep. Walter B. Jones and the SIU's activity, word came that the final trade agreement contained the maritime sections all feared. That did not stop efforts to halt approval of those sections. Jones was able to gather the majority of representatives in a resolution to remove the issues from the final treaty. While only the Senate would vote on the final agreement, such massive House opposition was felt by the White House. In the Senate, which must ratify all treaties, a majority of senators had signed on with Sen. John Breaux (DLa.), chairman of the Senate Merchant Marine Subcommittee, in a resolution opposing the maritime provisions. In addition, an effort was under way to open the proposed agreement to a debate on the maritime sections. The Senate Rules Committee backed Breaux and the House Rules Committee expressed similar concerns. The White House feared if the agreement was opened, opposition to other portions of the agreement could bog down ratification. In December, word finally came from the negotiating table. The two sides had met again and revised the agreement. The maritime proposals were eliminated. "Over the past months, we've had to mount what can only be called an educational campaign to the those who see the maritime industry as only ships," Jones said. The campaign worked because of the strong leadership from the SIU, other maritime unions and companies and the maritime industry's allies on Capitol Hill. The united front presented by all involved was enough to make the White House back down, according to The New York Times. "Mr. Breaux's objection had to be met because with the powerful maritime industry behind him, he could have opened up the bill," the Times reported in a piece on the agreement. ''Maybe we can learn a lesson here,'' Drozak said. "If we bring all our resources together we have a much better chance of winning than when all of us are going in different directions. The 1985 farm bill and now this treaty are great examples of what a unified maritime industry can do." The treaty was signed in early January and is expected to be voted on by the Senate by midyear. January 1988 I LOG I 3 �Manning Trends-Crews Shrink, Duties Change This is the third in a series of commentaries on evolving concepts of manning and shipboard productivity. Last month we examined the 1971 "Stanwick Report" and its impact on today's radically different manning requirements. In this article we will take a look at a study that was made during the mid-1980s which resulted in some startlingly new shipboard manning concepts. Early in 1985, a study program was begun under a cooperative agreement between the U.S. Maritime Administration and Pacific Gulf Marine Inc. to examine new watchstanding and ''maintenance department" concepts. Participating in the 19-month-long study were the U.S. Coast Guard, the Seafarers International Union, and District 2 Marine Engineers Beneficial Association/American Maritime The SIU-contracted American Eagle was the site of a manning efficiency study. Senate Backs /LO Actions The Senate Foreign Relations Committee gave its approval to two longpending conventions of the International Labor Organization, a first step toward ratification by the Senate, which last adopted an ILO standard in 1946. The full Senate is expected to take up the measures in January. ILO Convention 144, which requires consultation on ILO matters at least once a year by the government, worker and employer groups of each country, was approved in a 15-3 vote. Convention 147, which requires nations to set minimum labor standards for seagoing ships under their jurisdiction, was passed unanimously. ILO conventions are treaties establishing minimum world standards for working conditions and worker rights. They are shaped by government, worker and employer delegates under the ILO's unique tripartite structure and are submitted to member nations for ratification only after a two-thirds vote of an ILO conference. The United States has one of the worst ratification records of the more than 120 nations that belong to the ILO. It has ratified just seven of the 162 conventions-one minor procedural standard and the six maritime conventions. AFL-CIO President Lane Kirkland in testimony last October urged rati- fication of the two conventions, and noted that the United States has been complying with Convention 144 through its participation in the regular ILO meetings held since the measure was adopted by the United Nations agency in 1976. Kirkland endorsed the concern expressed by President Reagan when he submitted the two conventions to the Senate for ratification. Reagan wrote, "We are vulnerable to criticism when we seek to take others to task for failing to adhere to instruments we ourselves have not ratified.'' At that same hearing, SIU testimony urged ratification of Convention 147, stressing that even minimal standards would provide protection ''from unscrupulous shipowners who engage seafarers from countries with subsistence economies at very low wage rates.'' Ratification of the maritime convention would be "a first step in a long journey'' to eradicate crew abuse and lack of safety standards, the union said. The convention requires enforcement of maritime laws or regulations covering safety standards, including competency, hours of work and manning, along with standards for social security protections and shipboard conditions of employment and living arrangements for crew members. Sea-Land Buys 5 New Ships Sea-Land has purchased five former United States Lines ships and has been given permission to scrap six World War II-vintage vessels. The new ships will be used on a West Coast, Hawaii, Asia run. They represent a 42 percent increase in the line's cargo capacity in the Pacific. The former USL ships (the company declared bankruptcy in 1986) are not 4 I LOG I January 1988 the giant econoships which can carry 4,258 TEU s. Those ships have been purchased by a group of banks at bankruptcy auctions. They may be leased soon according to industry insiders. The six Sea-Land ships set for scrapping are: the Boston, Galveston, Philadelphia, Pittsburgh, San Pedro and St. Louis. Officers. The purpose of the project was to explore ways to improve the productivity of U .S.-flag merchant ships ''through organizational, procedural and manpower improvements both ashore and at sea." Although not stated, it was a continuation of and an update of the "Stanwick Report" which was published 15 years earlier. Like the ''Stanwick Report,'' the conclusions of this study called for basic changes in the use of manpower at sea. This project took it a step further: some of the proposed changes were to be tested and monitored at sea with the cooperation of SIU and MEBA-District 2. Early in 1985, during a total of 30 voyage days aboard the Ml V American Eagle and the M/V American Condor, a consultant group observed and evaluated the activities and efficiency of the crews in their traditional three-department, three-watch systems. From its survey, the project team proposed a reorganized manning structure to include a "maintenance department'' consisting of seven unlicensed dayworkers from the deck, engine and steward departments who would be routinely responsible for shipwide maintenance duties, under the supervision of the chief engineer. Under this system, three ABs would stand normal at-sea navigation watches, while three other ABs, together with two QMEDs, one general utility/deck-engine and one steward assistant would form the maintenance crew. Both shoreside management and shipboard maintenance were to be evaluated for efficiency. The report concluded that one of the keys to more efficient shipboard maintenance was ''cross-departmental utilization of personnel,'' which was one of the basic proposals of the ''Stanwick Report.'' Training was emphasized as crucial to the success of any reorganized manning system. This would involve upgrading and training so that unlicensed crewmembers could work in a cross-departmental structure. It would also require shipboard training for both licensed and unlicensed personnel to prepare them for expanded management and supervisory responsibilities. The project team which undertook this study-Pacific Gulf, MARAD and the Coast Guardmet often in Washington, D.C. and at Pacific Gulf headquarters in New Orleans through late 1986. They reviewed and evaluated a number of surveys of on-shore management and administrative policies as well as shipboard work habits. Both SIU and MEBA-District 2 were consulted and kept advised of the project and its interim conclusions. Earlier, in December 1985, a meeting was held at SIU headquarters in Camp Springs, Md. during which Pacific Gulf and MARAD sought the formal approval of SIU and MEBA-District 2 for implementation of the maintenance department concept on a trial basis aboard the MN American Eagle and the MN American Condor. A wide range of manning issues were discussed. These included setting up a permanent job program, setting guidelines for training and upgrading, cross-utilization of unlicensed crew, rotating ABs between deck and maintenance departments, and establishing procedures for advancement to higher positions through experience and training. While the unions were favorable to the overall proposals for manning reorganization on the two PGM vessels ''as an experiment,'' approval was withheld pending the outcome of U.S. Coast Guard hearings on manning regulations which could have an impact on manning throughout the industry. Meanwhile, the project group studied the manning structures of foreign-flag ships and concluded that the use of ''general purpose crews'' was becoming the accepted practice throughout the maritime world. * * * In February 1987, a final report on ''Shipboard Productivity Methods" was issued by the U.S. Department of Transportation. It is a three-volume work examining in great detail ship productivity, ship operations, manpower, training, productivity methods, ship/shore work/maintenance systems and personnel organization. The bottom line? The maritime industry as we knew it even 10 years ago no longer exists. Technical and 9perational changes have overtaken most of maritime labor despite the stubborn resistance of some of maritime labor's leadership. What was predicted in the "Stanwick Report" 17 years ago is already here: smaller and bettertrained crews, cross-utilization of manpower, and emphasis on underway maintenance of ships, their structures, equipment and systems. It is a tribute not only to the leadership, but especially to the membership of the SIU that we have been open and responsive to these changes. . SUPPORT SPAD �First Run for Overseas Joyce SIU's New Car Carrier Makes Stop in Houston On the inside it looks like a massive parking garage and from the outside, well ... The Overseas Joyce (Maritime Overseas) will never be mistaken for a sleek liner, but this 635-foot vessel is a thing of beauty to the SIU. It is the first U .S.-flag and SIU-crewed car carrier to call in the U.S. The Joyce, with a 12-man crew, can carry 5,300 cars and may be the first of several U.S. ships taking part in the lucrative Japan to U.S. auto trade. The Joyce is scheduled to make 60-day round trips from Japan to Gulf and East Coast ports. When the Overseas Joyce docked in Houston, it was the first time a SIU-contracted ship carried Japanese cars to America. SIU Vice President Red Campbell (left) and Martime Overseas Port Captain Johnson observe the hydraulic deck lift on the Joyce. Reports are that the three-man steward department is working well. Pictured above are Chief Cook Travis Crow, Steward Robert Firth and SA Mostafa Mostafa. Campbell, Bosun R. Bradford and Houston Port Agent Dean Corgey take a break on deck. Here are Bosun Bradford and SIU VP Joe Sacco on deck. Corgey (left) and members of the Joyce's deck department. January 1988 I LOG I 5 �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. profiles Sen. Harry Reid Rep. Jim Jontz S T EN. Harry Reid (D-N ev.) represents a state whose economy is heavily dependent on gambling and tourism but whose politics are rooted in conservative traditions and philosophy. The junior senator from Nevada was born and raised in that state. In 1959 he received an associate degree in science from Southern Utah State College, and two years later earned a bachelor of science degree from Utah State University. Reid also studied at the George Washington School of Law where he received his law degree in 1964. He was admitted to the Nevada State Bar in 1963-one year before graduation. Sen. Reid's political career began immediately upon graduation from law school, first as Henderson City Attorney and then as a member of the Southern Nevada Memorial Hospital Board of Trustees. He expanded his involvement into state government when he served in the Nevada Assembly. In 1970 Reid, then only 29 years old, was elected to a four-year term as the youngest lieutenant governor in Nevada history. In 1974, a strong Democratic year, Reid opposed Paul Laxalt in a run for the U.S. Senate. The Reid-Laxalt race was conducted under the shadow of Watergate. But in spite of that, Laxalt scored a narrow victory (625 votes). In 1975 Reid sought to rebound with a campaign for mayor of Las Vegas, but again he lost by a narrow margin. Redistricting in 1981 created a House seat for Las Vegas separate from the rest of Nevada, and Reid announced his congressional campaign earlywinning strong support from party regulars, labor, and business and professional groups. He faced Peggy Cavnar, Sen. Harry Reid a former state assemblywoman and won with 58 percent of the vote. In a 1984 rematch, Reid again won, this time with the advantage of incumbency. As a member of the U.S. House of Representatives from the first district of Nevada, Reid served on the Committee on Science and Technology and on the Select Committee on Aging. He was the first Nevadan in nearly l 00 years to hold membership on the Committee on Foreign Affairs. Reid also served as a Regional Whip during his two terms in Congress. In 1986 Reid was elected to represent Nevada in the U.S. Senate. Here he serves on the Appropriations Committee, the Environment and Public Works Committee and the Special Committee on Aging. As a senator in the lOOth Congress, Reid is a member of the Helsinki Commission, the United States Air Force Academy Board of Visitors, the Arms Control and Foreign Policy Caucus, the Environmental and Energy Study Conference and the California Democratic Congressional Delegation. Nominations Invited for Seamanship Trophy Nominations will be accepted beginning Jan. 1 for the 1988 American Merchant Marine Seamanship Trophy. The trophy is awarded-though not necessarily every year-on behalf of the maritime industry to U.S. citizens for deeds which exemplify the highest traditions of seamanship and maritime skills demonstrated in the immediate past calendar year. The trophy was last given in 1986 to Capt. James E. Bise and the crew of the integrated tug-barge Baltimore for their rescue of survivors of two foundering vessels in hurricane conditions. Nominees for the 1988 Seamanship Trophy must be individual U.S. citizens who have performed feats of distinguished seamanship while aboard a civilian-crewed U .S.-flag vessel, yacht or other small craft during calendar year 1988. ''Distinguished seamanship,'' as de6 I LOG I January 1988 fined by the Select Committee, comprises an act representing the highest standards of professional competence at sea in the presence of extreme peril to life and/or property, or under adverse and severe weather conditions. Nominations should include the following information: Name of the candidate; vessel and owner; and date, time, place of incident and weather conditions. If possible, an abstract or photocopy of the ship's log, eyewitness reports, Coast Guard reports, newspapers accounts and other pertinent supporting documents should accompany the nomination. All nominations for the 1988 award must be received by March l, 1988. They should be addressed to: Rear Adm. Paul L. Krinsky American Merchant Marine Seamanship Trophy U.S. Merchant Marine Academy Kings Point, N. Y. 11024-1699 HE fifth district of Indiana, in the northwest part of the state, extends most of the way across northern Indiana from the suburbs of Gary to the factory town of Marion and the much smaller town of North Manchester. It includes distinct political worlds that share one common element-they vote Republican. That is, until Jim Jontz (D-Ind.) came along. At the age of 22, just a year after graduating from Indiana University, Jontz was elected to the Indiana House of Representatives by beating its majority leader by two votes. He won re-election to the House four times, always from Republican districts, and then beat the odds again when he won a seat in the Indiana State Senate in 1984. The issues he focused on dealt with environmental protection, health concerns, utility reform and "people issues' '-children, the elderly, the disabled. The Democrat from Brookston also compiled one of the best attendance records in the history of the Indiana General Assembly, never missing a day of legislative service in 12 years and missing only three out of more than 6,500 recorded votes from 1976 through 1984. With the retirement of Republican Rep. Elwood "Bud" Hillis in 1986, Jim Jontz became the first Democrat to represent Indiana's 5th district since 1960. The aggressive politician said the secret of his winning in Republican areas is preaching a philosophy of helping the average citizen. And he practices what he preaches by return- Rep. Jim Jontz ing to his district as often as possible, holding town meetings and participating in a weekly phone session where he takes calls from constituents "to maintain direct contact with the district." Jontz is the only Indiana congressman on the House Agriculture Committee which he sought because of the vast farming areas in his district. He also serves on the House Education and Labor Committee and the House Committee on Veterans Affairs. Rep. Jontz joined with 28 of his colleagues in cosponsoring H.R. 1425, the Family Farm Act of 1987. He is also involved in legislation to improve the GI Bill of Rights. Jontz called passage of the permanent peacetime GI Bill an important accomplishment, but said "there are a number of ways the program can be improved to insure that additional qualified individuals choose to participate.'' -----Personals----Craig Haelson Olive Oil is my girl. Sincerely, Popeye. P .S. Please eat your spinach. Benjamin Porter Anyone knowing the whereabouts of Benjamin Porter, who sailed as a galleyman onboard the SS Walter Rice in 1978, please contact Todd Johnson, 6054 Laurel St., Apt. B, New Orleans, La. 70118. Thomas I. Walker Please contact Mrs. Pauley. In Florida, call 1-800-342-2074. Outside Florida, call 1-904-398-4600. ~aymond Grant Please contact Cynthia re. your daughter Porchia. Tel. 1-212-6278509. Pay Off on Spirit of Texas The crew of the Spirit of Texas paid off in New Orleans recently. They are (1. to r.) ABS. Wagerik, AB Wayne Pigsers, AB A. Lanes, Chief Cook G. Triguaro, AB Tommy Benton, QMED C. Langley, SIU Patrolman Nick Celona, Wiper D. Lovejoy, QMED G. Madroa and Bosun Burt "Blackie" Hamback. �1987 Busy Political Year brings SIU Major Victories on Candian Trade and U.S. Crews 1987, the seventh year of the Reagan administration, was marked once again by efforts to hold our ground in the face of continuing anti-maritime actions. While politics played a major role in the SIU's activity last year (see the Washington Report, page 24), people, events and ships made the news. Following is a look at 1987 from the pages of the Seafarers LOG. Trade is put at the top of the SIU' s legislative agenda for the year. Joining other unions and groups in an effort to establish , fair trade policies and reduce the $170 billion trade deficit, SIU President Frank Drozak says, ''U.S. maritime has suffered from a variety of unfair trade restrictions . . . which virtually shut out U.S.-flag vessels in foreign trade. We have to eliminate these unfair foreign trade practices.'' Other important legislative areas include U.S.-flag participation in the auto carriage trade , protection of Alaskan oil export ban, subsidy reform and other areas. JANUARY The first hint of what's in store for the maritime industry comes from the figures in the Reagan budget. Most maritime programs are frozen at pre- from the Interstate Commerce Commission. The move puts together SeaLand' s 47 ships with CSX's railroads, barge lines and trucking companies. After years ofleading the fight against alcoholism, the SIU's Alcoholic Rehabilitation Center adds the curse of drug abuse to its treatments. The Addictions Rehabilitation Center ''maintains our tradition of Seafarers helping Seafarers," Drozak says. An Atlantic storm claims 21 lives when a Filipino ship capsizes off Cape AB Jay Thomas sailed on the Pollux (Bay Tankers) during Operation Reforger '87. AFL-CIO President Lane Kirkland (right) presents SIU President Frank Drozak with the George Meany Memorial at the SIUNA convention. vious levels or slightly reduced. One bright spot, money to pay increased P.L. 480 cargo costs is included following the previous year's agreement to raise the U.S. -flag share of that cargo. One major difference on Capitol Hill as the New Year starts, the Democrats take control of the Senate as the 1OOth session begins. After 40 years of service to the maritime labor movement, SIU Executive Vice President Ed Turner retires. . . Hearings begin on a December explosion in Piney Point at the Steuart Petroleum depot which killed four men, including SIU tankerman Glen Ponder . . . The Japanese announce plans to test new crewless ships. The robot ships wowd be manned only when near shore, when small crews would be helicoptered to the ships . . . Details of late December accidents which claimed the lives of 30 British, Icelandic and Greek sailors are reported. One ship ran aground in clear weather, while heavy seas were blamed in the other two sinkings . . . The ashes of Frank Go mar, 81, former MC&S assistant secretary/treasurer, are scattered east of Oahu Jan. 3. FEBRUARY A federal judge rules that the CDS payback program, which the SIU strongly opposed, is unlawful. The Department of Transportation began the program to allow subsidized tankers into the domestic Alaskan oil trade. Warned that more than a dozen tankers and 800 seamen would be out of work, the DOT went ahead anyway. The judge gives the DOT until June 15 to revise the program. SIU Executive Vice President Ed Turner retired last year. May, N .J. and an American fishing boat sinks off the North Carolina coast. A daring rescue attempt by a U.S. Navy submarine saves one man from the freighter, but is called off when the sub comes close to swamping in the heavy seas. SIU civil service mariners crew the first of two new hospital ships, the (Continued on Page 8.) Charles B. Heyman is named new counsel for the SIU. He replaces Howard Schulman who retired ... Dr. Joseph A. San Filippo is appointed SIU Medical Director ... Longtime LOG staffer Ray Bourdius retires and returns to his beloved New York . . . United States Lines, which declared bankruptcy in late 1986, announces plans to sell some of its ships in hopes of returning to business. MARCH A House bill to reserve a percentage of the $10 billion a year auto import trade for U.S. -flag ships picks up Democratic and Republican support. ''While the U.S. public pays for that cost, the U .S.-flag fleet is shut out of the market. This will give us a fair shot at the business," Drozak says. In Bal Harbour, Fla., the Maritime Trades Department (MTD) forges an ''Agenda for Progress'' which calls for national commitment in the area of health care, education, training and jobs for American workers. "It is imperative that our fourth arm of defense, the U.S.-flag merchant marine, be injected with new life and vigor,'' an MTD statement reads. Three presidential candidatesRichard Gephardt, Gary Hart and Joe Eiden-address the meeting. Resolutions covering the Jones Act, national defense and the merchant marine, Great Lakes maritime industry, shipbuilding, fishing and other areas, pass with overwhelming support of the delegates. The merger between Sea-Land, the largest SIU-contracted company, and the massive transportation conglomerate CSX Corp. receives approval DEU Jim August (left) and messman Charles Bryant get a chance for a little oneon-one during the Gus Darnell's (Ocean Ships) run to the South Pole. January 1988 I LOG I 7 �1987 (Continued from Page 7.) USNS Mercy, as it sails on a fourmonth training and humanitarian mission. Steve Leslie, longtime ally of the SIU and president of Local 25 of the Operating Engineers, dies in New Jersey. He was an MTD executive board charter member and MTD vice president. AB Larry Stogner sailed on the Sea-Land Galveston's last run. The Galveston was built in 1944. APRIL The U.S.-flag share of P.L. 480 cargo jumps to 70 percent under a compromise worked out in the 1985 farm bill. Several trade and maritime bills move out of committee in the House and Senate, including bills which would penalize countries for shipping practices which discriminate against U.S.-flag carriers and one which would require bilateral trade agreements with some nations. It's spring on the Great Lakes as the annual tradition of fitout begins. Hundreds of Lakers get dozens of large ore, cement and other carriers ready for another season. "We may well witness the demise of the U.S. -flag merchant fleet and the nation's ability to deliver the required sealift in wartime . . . the key is cargo. Given cargo, our U.S. merchant marine will rebuild iteself,'' SIU President Frank Drozak tells the presidentially-appointed Commision on Merchant Marine and Defense. The commission listens to representatives from several maritime labor unions as it continues hearings on the merchant marine and its ability, or inability, to meet national defense needs. All witnesses agree that the shrinking fleet and dwindling manpower pool pose serious problems if a national emergency should occur. Drozak also called for strong en8 I LOG I January 1988 forcement of the Jones Act, its extension to 200 miles offshore, stiffer cargo preference enforcement, tax incentives and several other items. Optimisim dwindles as a June 15 deadline approaches for a new contract between the SIU and the American Maritime Association. Both standard freightship and tanker agreements expire June 15. Demanding substantial rollbacks, the AMA' s stance results in the membership's approval of a strike if no agreement can be reached. The State Department and the Coast Guard announce a plan to reflag 11 Kuwaiti tankers under the U.S. flag, but with only an American captain aboard each ship. The SIU says the action is "contrary to the intent of Congress and dangerous to our national security." U.S. maritime law requires that 75 percent of the unlicensed crew and I00 percent of the licensed officers be U.S. citizens. An obscure, 100-year-old loophole in the law is used by the government to justify its plans. Two active Seafarers and four dependents win $55 ,000 in scholarships as the result of the Charlie Logan Scholarship program. The Department of Transportation issues new rules, which include provisions for CDS paybacks on oil tankers. Earlier a federal judge ordered the new regulations after the SIU and other groups argued that CDS paybacks are contrary to maritime law. Maritime turns its efforts to Capitol Hill where the DOT appropriations bill prohibits the department from using any of its money for the payback scheme. A House-passed trade bill contains several SIU-backed sections, including automobile carriage, Alaskan oil export restrictions, unfair shipping practices. The administration takes a strong stand against granting veterans' status to World War II seamen. The next day Reagan issues an annual Maritime Day proclamation praising merchant seamen's sacrifice in wars. "Pretty words and medals are nice, but to deny veterans' status to old seamen one day and then praise their bravery and mourn their deaths the next, smacks of either ignorance or hypocrisy,'' an editorial in the LOG states. JUNE Armed with a strike vote, SIU negotiators meet with AMA represen- When the Filipino crew of the Greek-flag ship Skyranger struck over lack of fresh water, adequate food, poor safety conditions and unpaid wages, the SIU and other unions involved in the International Transport Workers Federation went to bat for the crew. The conditions were corrected. On the Pollux, the SIU steward department kept the crew well fed. The department includes Chief Steward Marvin St. George, Chief Cook Ike John, Third Cook Howard Ward, GSU Ralph Palmer and BR April Martin. �- - - ............ ---------------------~---~----------------------- panies to pay U.S. taxes. Cynical hypocrisy at work. Free trade talks between the U.S. and Canada begin to concern U.S. maritime groups. Word leaks out that the Jones Act will be opened to Canadian ship operators. Several other key maritime laws are reported "on the table'' between negotiators for the two countries. The SIU holds its annual Sealift Conference at Piney Point. The problems and red tape of the Request for Proposal process (RFP) draws heated response from participants. Some companies interested in bidding for government ship work spend $50,000 to $600,000 just to prepare the bids and come away empty handed thanks to unclear and changing regulations. The process is so complicated, the RFPs so detailed, SIU Vice President Red Campbell quips, "I don't need to own barbells. I pick up RFPs to stay in shape." The National Maritime Union celebrates its 50th birthday ... ILA President Teddy Gleason retires. He began working on the New York City docks in 1915 and was ILA president for 24 years ... E. B. McAuley, who held several important SIU posts from 1946 until his retirement, dies. He was 63. maintaining the international' s record of protecting the job security of its members. The SIU and the SIU of Canada appeal to the president and the Candian prime minister to remove all maritime issues from the free trade talks between the two countries. SIU's Frank Drozak and SIU of Canada's Roman Gralewicz tell the two leaders that the AUGUST tatives and hammer out a new threeyear contract. After months of standing pat on giveback demands, the AMA backs down. "We retained our work jurisdiction, which is extremely important. On top of that we got the same 2 percent per year wage increase the officers got, and the vacation remains the same,·· SIU Vice President Red Campbell says. The administration slows down its efforts to refiag Kuwaiti tankers and provide them with U.S. Navy protection. Serious opposition from various groups mounts. The Journal of Commerce opposes the action in a stronglyworded editorial and the International Transport Workers Federation condemns the move. More than $2 million in back pay and benefits is awarded to 27 SIU boatmen. A federa1 judge upholds the NLRB' s decision that the Baltimore towing company, Baker-Whiteley, tried to circumvent its contract with the SIU by establishing a new company and tossing the 27 boatmen out of work. JULY In an unusual display of maritime unity, leaders of several unions appear before the House Merchant Marine Subcommittee to testify against the Kuwaiti tanker reftagging. The SIU, the NMU, MM&P, MEBA-2 and the Radio Officers Union testify against the reftagging and lack of crew citizenship requirements. While the reftagging debate goes on, leaders of a run-away-flag group of shippers (Federation of American Controlled Shipping) pleads for U.S. Navy protection in the Middle East. Claiming they pay U.S. taxes, the group says it deserves the protection. At the same time, F ACS is asking Congress to overturn last year's tax reform bill which requires the com- A federal judge in Washington rules the U.S. government was wrong in denying veterans' benefits to World War II merchant seamen. The judge said the Civilian/Military Service review Board did not follow its own guidelines in denying the benefits. He did not order the government to grant benefits but asked both sides in the case to work out an agreement, if possible. SIU President Frank Drozak urges the government to offer ''genuine U.S. tankers with U.S. crews" to Kuwait or any other Mid-East country to charter. Kuwait continues to refiag its ships one-by-one with only a U.S. captain. More than 120 maritime companies and groups (including the SIU) write to every member of the House and Senate urging that maritime issues be taken off the table in U. S ./Canada trade negotiations. The issues would open almost all U.S. maritime markets to Canadian ship operators. On the Hill, 213 House and Senate members cosponsor resolutions to keep maritime out of any agreement. A new operating subsidy plan submitted by the administration draws luke warm response from industry . . . The National Transportation Safety Board rules that an Oct. 28, 1986 explosion aboard the Ogden Yukon was the result of several safety problems. The blast killed four crewmen, including one SIU member . . . Boy Scouts from 13 states spend two weeks at Piney Point as guests of the SIU and MTD. When the OM/ Columbia tied up in Los Angeles, AB Robert Pagan had a chance to visit with his wife Lee. maritime industries of both countries are ''being needlessly placed in jeopardy." The NMU and MEBA-1 announce they have made plans to merge into one union. The new union will have a licensed and unlicensed division. About a year prior to the announcement, the SIU and NMU held a series of merger talks that eventually broke off. I. W. Abel, a founder and former president of the United Steelworkers of America, dies. The son of a blacksmith, he served three terms as president ... Civil rights activitist Bayard Rustin, 75, dies in New York. His life was a "commitment to peace, human dignity and social justice," AFL-CIO President Lane Kirkland says. (Continued on Page 10.) SEPTEMBER Launch pilot John Zeroes was busy last year in the Norfolk-Newport News area, working for the SIU-contracted Virginia Launch Service. Three hundred delegates from the SIUNA's 18 affiliated unions meet in Piney Point for their Triennial Convention. The representatives of 80,000 workers vote to study restructuring the SIUNA with the goal of streamlining operations, reducing costs and SIU Port Agent Kennett Mangram boards the Sea-Land Express for a pay-off in Elizabeth, N.J. January 1988 I LOG I 9 �87 (Continued from Page 9.) OCTOB R Morris Weisberger, one of the last links to the early U.S. seamen's movement, dies in California. He was 80. Weisberger began sailing with the SUP in 1926. He replaced the legendary Harry Lundeberg as leader of the SUP in 1957. The Reagan administration announces that it has completed a free trade agreement with Canada. Despite strong opposition from the maritime industry and both political parties, the tentative agreement opens U.S. maritime programs to Canada. If approved, Canadians could take part in any future expansion of U.S. maritime promotional programs, including the Jones Act, P.L. 480 cargo and others. Both the House and Senate are ready to fight the maritime portions of the treaty. The first SIU-crewed car carrier sails from Japan to the U .S. The Overseas Joyce carries 5,300 Toyotas and will call on Baltimore, New York and Boston during its 60-day round trip. In a hearing before the Senate Foreign Relations Committee, the SIU, along with several other organizations , urges Congress to adopt International Labor Organization resolutions to protect merchant seamen worldwide. The resolutions would set minimum standards and mainly benefit third world sailors. In Norfolk, Baltimore and Philadelphia, 300 SIU boatmen for McAllister Brothers Towing and Curtis Bay take to the picket line when contract talks stall in all three cities. NOVEMBER The Commission on Merchant Marine and Defense issues its first ''findings'' report after a series of hearings. Not surprisingly, it notes that if the decline of the U.S.-ftag merchant fleet and the skilled manpower pool continues, the U.S. will not be able to meet its sealift defense needs. ''A major government effort is urgently required, indeed overdue,'' the report says. The Maritime Trades Department holds its biennial convention in Florida. MTD and SIU President Frank Drozak appoints a special committee to develop a unified legislative program '"which will effectively confront the common problems that affect all workers in American industry today.'' The strike against McAllister and Curtis Bay towing companies continues. Rallies and picket activity in Norfolk, Baltimore and Philadelphia increase. After 43 years of service , the Sea- Land Galveston, a World War II vintage C-4, makes her last run from Alaska. DECE B R After months of pressure, the administration backs down and removes all maritime provisions from a free trade agreement with Canada. With the majority of senators and representatives lined up against the proposal and the possibility of holding up the entire agreement, negotiators from both sides finally back down. Delegates from the Seafarers Maritime Union hold their first convention. The new top-to-bottom union ''represents a real opportunity,'' says SIU President Frank Drozak. Contracts with Curtis Bay Towing Co. in Baltimore and Philadelphia are reached, but Boatmen in Baltimore refuse to return to work, and in Philadelphia they file suit against the Union. The strike against McAllister continues. Ken Hudspeth worked the rivers last year aboard the Joey Choti.n (Orgulf). ~~:/;:. : SIU Vice President George McCartney represented the SIU during Maritime Day services aboard the Jeremia.h O'Brien in San Francisco. Marad Administrator John Gaughan and SIU lobbyist Liz DeMato confer during a break at a House hearing. Seafarers in Honolulu volunteered their services to move the historic schooner the Falls of Clyde. The ship is 109 years old and the last four-masted square-rigged merchant ship afloat. Richmond Collins (left), relief chief cook, and Chief Cook Bradford Mack were aboard the Thompson Pass last year. Algonac Port Agent Jack Allen (center) checks books and clinic cards during the Great Lakes fitout. SIU boatmen aboard the tug Arthur S were called on to help in salvage efforts after the Pacbaroness, a Liberian ore freighter, was struck in collision. But the damage was so severe, the Pacbaroness went down off the coast of California. 10 I LOG I January 1988 QMED James "Tidewater" Tyson" shipped out last year aboard the Stonewall Jackson. �f.'·'.- =·-;.., ..·.";.:":·:.-:·.... ·.:..:.· ·''·,- .,.;;;,,. . .. . L-~~ Pensioners The SIU-crewed Admiral Semmes (Crescent Towing) went into dry dock in Mobile, Ala. recently for a few repairs. At the left are Engineer Clyde Graves and Patrolman Jeff Libby on the stern of the Semmes. Below, yard workers paint and scrape the tug. Union Sweets for ' Union Valentines • ...._,, Union Label and Service Tradea Depertment, Af'L-C:IO ;j~ •'harge/dredgel Dry Docked in Mobile More than 100 professional tugboat crewmen remain on strike against Curtis Bay Towing of Virginia and McAllister Brothers in the port of Norfolk. "We'd love to see this thing settled. But that would take some honest, good-faith bargaining. We have yet to see that from either company,'' said SIU President Frank Drozak. The striking boatmen walked off the job in Norfolk last October when both companies refused to bargain in good faith with the SIU. The companies' demands for massive concessions and their refusal to bargain over the terms of the contracts caused the strike, Drozak said. Various unfair labor practice and bad faith bargaining charges have been filed by the SIU with the National Labor Relations Board . But the NLRB has not issued any decisions on those charges. ...•··.·.···= :·•. ~m'¢:::~~~=~ 1 tug/tow '~ es Norfolk Beef Continues-No Word From NLRB ~~: The following Inland members have retired on pension: Baltimore Edward A. Kokoszka Tony Rossi Houston Joseph C. Kilpatrick Jacksonville George M. Davis Sr. Callie Landrum New Orleans Bryant J. LeBlanc Sr. Norfolk David H. Gibbs Elmer E. Miller William L. Owens Philadelphia James Clark Roger A. Gares Walter L. Schroeder St. Louis Ed Smith Dispatchers Report for Inland Waters DECEMBER 1-31, 1987 Port New York ..... . . ..... . .. ......... . Philadelphia ... . .. .. . ... . . .. .. ..... Baltimore ..... .. ..... .. .......... . Norfolk .. . . . .... . . . . ... ......... . Mobile .. . ... . .. .. . ... . . . . . ... . .. . New Orleans .. . . ... . . .. .... .... . .. . Jacksonville .. . . . ... .. .. .... . .. . .. . San Frar.~isco ... ........ .......... . Wilmington ... . .. . .. . . . .. .. . . . .... . Seattle ..................... . .... . Puerto Rico . .... . .. . .............. Houston ... . . ... . . .. ....... . ..... . Algonac ........ . . . .... . ... . ...... St. Louis . ...... . .............. . .. Piney Point ................. . .... .. Totals ...... . . . .. . ............ . . . Port New York .. . ...................... Philadelphia ... .. .. .. ... . ..... . .... Baltimore . ... ..... . ... ... .... . ... . Norfolk . ... . . .. . ................. Mobile .... ... .. . ...... . ....... . . . New Orleans . . ................ . . . . . Jacksonville . . . .. ... .. . . . .. ... ..... San Francisco ................ . ..... Wilmington .. . ..... ... .. . .. . . . ... .. Seattle . . . ...... . . .... . .... . . ... .. Puerto Rico .. ... ...... . ... . . .. . ... Houston . . ...... . .... . ..... .. .... . Algonac .. . ... .... .. ... ... . . ... . . . St. Louis . . . .... . . . . . ............ . Piney Point ........................ Totals .. . . .. ...... .. . .. ... . . . . .. . *TOTAL REGISTERED All Groups Class A Class 8 Class C 0 1 6 38 0 2 4 0 5 0 0 2 19 0 0 77 0 0 0 16 0 0 1 0 1 0 0 2 10 0 0 30 0 2 0 11 0 1 1 0 2 0 0 1 13 0 0 31 0 0 0 4 0 1 0 0 0 0 0 1 8 0 0 14 0 4 0 0 0 0 4 0 15 0 0 3 0 0 0 DECK DEPARTMENT 0 0 0 0 6 0 4 36 0 0 2 0 1 0 0 0 8 19 0 0 0 0 2 1 1 3 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 0 7 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 3 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 26 1 Port New York ............. . ..... . ..... Philadelphia ....................... Baltimore . . .... . ........ . . . . .. .... Norfolk . .. ....... . . .. .. . . . . . ... . . Mobile . . ........ . ... . .. . . . ....... New Orleans ....... . ............... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........ . ............... Seattle . .. .. .. . ........ . ..... . .... Puerto Rico . . ... .. . . ... .... . ...... Houston ....... . ... . . . ... ... ... . . . Algonac .. . ... .. ... . .... . . .. . . .. . . St. Louis . . ..... . ................. Piney Point ........... . ............ Totals .... . ... . . . .. ... . .. .. . . .. .. 20 10 1 Totals All Departments ........ . ....... 127 55 28 0 0 0 10 0 0 2 0 0 0 0 0 8 0 0 0 0 0 1 0 1 1 0 0 0 0 0 7 0 0 TOTAL SHIPPED All Groups Class A Class 8 Class C 58 10 25 0 0 0 0 0 0 0 5 0 18 0 0 4 0 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 4 68 0 0 3 0 46 0 0 3 28 1 0 0 0 0 21 0 1 1 0 11 0 0 0 16 4 0 0 0 0 0 0 1 0 0 0 0 0 3 0 3 1 27 153 54 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21 0 0 0 0 28 0 0 2 22 0 0 0 0 0 12 0 2 0 0 4 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 73 27 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 2 0 37 0 0 0 7 0 0 0 8 0 1 0 0 20 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 5 1 0 56 36 73 26 27 282 117 0 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month . **" Registered on the Beach " means the total number of men registered at the port at the end of last month . January 1988 I LOG I 11 �Area Vice Presidents' Report by V.P. Leon Hall T HE SIU was in the forefront in the battle to enact H.R. 2598, which was recently signed into law by President Reagan. It is a badly needed first step in the formulation of a national policy to promote the American fishing industry. The legislation will have an immediate impact on West Coast fishing. In addition, by tightening up American manning and ownership requirements, it will improve the job security of fishermen back East. Three years ago, the SIU was able to reorganize a large portion of the New Bedford fishermen, who were represented by the Teamsters. Among other things, we promised to make the formulation of a national fishing policy a top priority of our organization, and to improve conditions in the region. It has been a hard three years, but we have lived up to our word. In 1986 we called a strike against the Seafood Producers Association. Like many other labor disputes, the matter finally wound up in the courts. Over the past month or so we have been narrowing some of our differences with that organization, and are going over some final proposals they submitted. We still have to resolve our problems with the independents, and with the Teamsters, who are in control of the old Atlantic Fishermen's pension and welfare funds. Henry Francois, the port agent in New Bedford, is an experienced fisherman with strong ties to the industry and the community. He played an invaluable role in the organizing drive. As a former boatowner, he knows firsthand the problems facing the industry. Our legislative department in Washington is monitoring legislation concerning liability insurance and vessel safety, both of which are serious problems in this region. Finding a common position that is acceptable to fishermen, boatowners, seafood processors and the insurance industry has so far been impossible, but we are working closely with such people as Gerry Studds to see if it can't be done. The issues confronting the fishing industry are part of a larger problem of survival facing all maritime-related industries in this nation. We've been willing to work on many different levels-in New Bedford, the West Coast, Geneva (where the ILO convenes) and in the halls of Congress to make things better for our members. It has been a tough struggle to reach this point, and to some people, the pace is disheartening. But there is no alternative to solidarity, hard work and patience. 12 I LOG I January 1988 0 by V.P. Joe Sacco R Campbell and I paid a visit to the Overseas Joyce when she stopped off in Houston a short while ago. The vessel received considerable attention in the press because it was carrying the first shipment of Toyotas ever to be transported from Japan to the Gulf of Mexico on board a U.S. flag vessel. The vessel, which is owned by OSG Car Carriers, Inc., received considerable praise from industry experts and from the SIU crew. The exterior of the vessel couldn't be uglier: with its pushed-in sides, it brings to mind a bulldog's face. But the inside is something else: it comes as close to perfection as you can get. The interior is designed to maximize productivity. Everything is where it should be: if a QMED or an AB has to reach for a tool, it is on the wall, within easy access. The 625-foot vessel, capable of carrying up to 5,300 vehicles , would probably not have been registered under the American flag if this Union and other organizations in the maritime industry had not worked long and hard to draw attention to the discrimination that exists in the lucrative auto carrier trade between the United States and Japan. Quite frankly, the Japanese government was trying to throw a bone to the Americans in order to stave off further legislation. We are willing to take the bone, which means jobs for our members, but we are still working hard to see that more is done in this area. The administration, however, is quite content with the bone. That is one reason why we have emphasized our political action program. On one level, at least, the depression in the maritime industry is a political problem. We have an administration in power that just doesn't think it has to promote the maritime industry. But maritime is important to the Japanese, and to the Koreans, who are fast becoming one of the world's leading economic powers. Both nations view shipping as an integral part of their distribution and marketing networks. Yet standing onboard the Japanesemade, Japanese-designed Overseas Joyce, I had to admit that unfair trade is only part of the problem. The people who designed and built this ship are committed to excellence. They refuse to accept second-rate standards. If Americans are to compete against a country like this, then they are going to have to develop new habits. Luckily, this is one Union that emphasizes training and upgrading. We ED do it even though some of our shipowners forget what they are selling: service. Companies like McAllister and Curtis Bay are willing to put inexperienced, unskilled crews onboard their multi-million dollar investments. In effect, they are betting that shippers don't care about the quality of service they receive. In the short run this will look good on the ledger. But in the long run it will produce drastically lowered safety standards in the transportation industry, which will inevitably result in a loss of consumer confidence. This is what happened in the airline industry, and it is happening in the tug and barge industry as well. Yet there are other companies which plan for the long run. They know that maximum efficiency can only be achieved in an atmosphere of trust and honesty. For in the final analysis, why should workers upgrade their skills if they don't have a stake in a company, if they know at the first possible moment management will renege on its commitments? There just isn't any place for shoddiness in today's maritime industry, not in the quality of training, the attitude of the workers or in the ethics of management. Government Se ice by V. P. Buck Mercer V OLUMES of important information have been written about the dangers to one's health caused by drugs and alcohol. In addition, there have been, and are ongoing programs sponsored by government, management and labor that are designed to help employees return to a productive drugfree or alcohol-free life. While the problem is nationwide, our concern is for American seamen in general and MSCPAC seamen in particular. The SIU does not condone the use of drugs by its members at any time. Nor does the SIU excuse the use of alcohol aboard ship. The fact that shipboard work is hazardous, to say the least, and that safety is always a paramount issue is reason enough for management as well as labor to eliminate the problem. When a sailor is spaced-out on drugs or gassed-up on booze while on duty, he/she is definitely a menace and a threat to the remainder of the crew. The professional seamen go aboard ship to do a job and do not want to work or live alongside a shipmate who has no regard for personal safety or proper shipboard decorum. There is an opportunity for MSCPAC marine employees who are addicted to drugs or alcohol to clean up their act. MSCPAC has in place the Civilian Employee Assistance Program (CEAP) designed to help their employees with a variety of problems-drugs and alcohol included. Any or all MSCPAC seamen with these problems should take full advantage of this program for the survival of their health and their job. It is a known fact that drugs and alcohol are all too often found aboard MSCPAC ships. Why wait until the ax falls and you lose your job before you seek help. DO IT NOW. s by V. P. George McCartney I last month's column, I gave a brief rundown on the early history of the maritime industry. By 1950, the SIU-AGLIWD had become a leading voice on the waterfront. This marked quite a turnaround. Until Paul Hall came along in 1944, the East Coast had been the weak link in the AFL seamen's movement. The West Coast and the Great Lakes had long been centers oflabor activity. The first permanent maritime union, the Marine Engineers Beneficial Association, was formed on the Great Lakes in 1875. The West Coast, meanwhile, produced such outstanding leaders as Andrew Furuseth and ''the two Harry's'' -Harry Lundeberg and Harry Bridges. East Coast seamen did not have that kind of tradition. Competition from the railroads and such maritime powers as Germany and the United Kingdom had a depressing effect on wages and working conditions. Shipowners in this region were fairly successful in capitalizing on their employees' differences (i.e., exploiting racial tensions). Conditions for East Coast seamen, like those of all maritime workers, deteriorated-· markedly after World War I. Throughoutthe'20sand'30s,fringe groups like the Wobblies and the Communists were able to cultivate substantial followings on the waterfront by handing out food and second-hand clothes to down-and-out sailors. They often held social ''gatherings'' within short distances of the waterfront. One such group, the Communistdominated Marine Workers Industrial Union, played an important role in the development of the modern maritime industry. When disaffection with the now-defunct International Seamen's Union reached a peak, it provided a focal point for many East Coast seamen. It wasn't until Joe Curran called a sitdown strike on the SS California in 1936 that the East Coast maritime industry produced a labor leader of national stature. Within a year, Curran was able to build a national seamen's (Continued on Page 17.) N �sea-Land seminar: Better Meat for the Fleet! very important first"; that's how Jim Mann, Sea-Land's fleet commissary administrator, described the three-day port stewards seminar held at Piney Point Dec. 2-4, 1987. Mr. Mann organized the meeting to bring together vessel managers, port stewards, captains and marine managers in order to discuss a number of topics which, in the end, will upgrade the quality of food on Sea-Land's ships, while still maintaining cost efficiency. With captains, managers and others in attendance, in addition to the port stewards, Mr. Mann hoped to give management a better understanding of the problems which the port stewards face. Mr. Mann's association with the SHLSS goes back to 1972 when he graduated from the steward department. As an upgrader, he eventually became a chief steward, and during this time put in seven years sea time. With the help of a Charlie Logan A scholarship awarded by the SIU, Mr. Mann sent himself through a hotel and restaurant administration program at Cornell University. It was through Cornell that he invited Professor Stephen Mutkoski to give a major presentation at the seminar on meat science and management. Presentations also were given by representatives of the George A. Hormel Co. and the Del Pero Mondon Meat Co. Other subjects discussed were management aboard ship, computer applications, yield and quality concept in food services, cost monitoring, purchasing function and the competitive bid system. Mr. Mann spoke enthusiastically about Sea-Land's recent reorganization in upper management. He stated that Sea-Land's new parent corporation, CSX, is dedicated to accentuating teamwork, to being more peopleoriented and less authoritarian. This new openness and willingness to lis- .. :::· · {:ft:•~ Seminar participants listen attentively as Professor Stephen Mutkoski (standing) of Cornell University lectures about cost analysis on brand specification of beef, pork, veal and lamb. On the far right is Jim Mann, seminar organizer and Sea-Land's fleet commissary administrator. ten, Jim feels, will go far in helping Sea-Land to operate more efficiently. The SHLSS will use the conference's directives as guidelines in training chief stewards in up-to-date methods, ideas, and menu-planning, with a long-term·goal of producing an entirely new steward training manual. SIU official Carl Peth offered use of the SHLSS's fine video taping facility to produce training videos on the new methods discussed. Reflecting on the successful threeday conference, Jim Mann felt a great sense of accomplishment and satisfaction in bringing together representatives from such diverse groups-labor, management and educators, and having them work together for the benefit of all concerned. fl~J) Classification Information The QMED-Any Rating course is 12 weeks long. The subject breakdown is: Weeks 1,2 Generals/Pumpman Weeks 3,4 Machinist Weeks 5,6,7,8 - Electrician/Deck Engineer Weeks 9, 10 Refrigeration Weeks 11, 12 Junior Engineer THE TEN (10) SPECIALTY COURSES ARE: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Automation-4 wks. Marine Electrical Maint.-10 wks. Variable Speed D.C. Drives-6 wks. Refrigeration Systems Maint. & Op.-6 wks. Welding-4 wks. Pumproom Maint & Operations-7 wks. Diesel Engine Technology-6 wks. Hydraulics-4 wks. Electro-Hydraulics-6 wks. Refrigerated Container Adv. Maint.-6 wks. THE CLASSIFICATION STEPS ARE: 1. 4th Class QMED--SHLSS QMED certificate or Coast Guard QMEDAny Rating 2. 3rd Class QMED--QMED with 2 or 3 SHLSS specialty courses 3. 2nd Class QMED--QMED with 4 or 5 SHLSS specialty courses 4. 1st Class QMED--QMED with 6 or more SHLSS specialty courses ADDITIONAL INFORMATION: 1. All SHLSS specialty course certificates will be retroactive to the dates obtained. Example: If a member completed a class in 1977, it will count. 2. No more than two (2) specialty courses can be taken consecutively. A member needs "onthe-job" experience to go along with the theory. 3. A test for certification will be given, if the member can show evidence of a class (es) taken elsewhere. 4. Any member with an Engineer's License will be classified as a 1st Class QMED. 5. Any member with more than two (2) years of discharges from a day workingjob will be able to take a practical test in lieu of the specialty course. Example: A member with three (3) years Chief Pumpman discharges can take the Pumproom Maintenance and Operations test, instead of the course. If he/she passes the test, he/she will receive the certificate. January 1988 I LOG I 13 �SHLSS comings & Goings Visitors Retired Bidding farewell to the happy retiree, SHLSS Vice President Ken Conklin presents a plaque to Laymond Tucker, recognizing his 12 years as culinary director at SHLSS. Guests from St. Mary's Nursing Home enjoyed a festive day at SHLSS-including a holiday dinner and Christmas presents. The end of 1987 saw the retirement of Abe Easter, ship handling simulator manager. Here he is being presented with a plaque by SHLSS Vice President Ken Conklin for his 11 years of service. SHLSS course Graduates HARRY LUNDEBERG LIFEBOAT ..... ___ ----;:::z;,,., 42~ :::.-~ Lifeboat Class #419 (Nov. 1987): Thomas Foulke, Enoch Elliott, Grant Lureman, Eric Rodgers, Brett Lammers, James Clifton, Timothy Jasmin, Terrence Rose, Michael Askins, Eric Johnson, Wardell Brown, Carmine Barbati, Todd Diaz, Scott Horn, James Williams, Anthony Amendolia. Celestial Navigation (Dec. 3, 1987): Front row (I. to r.) Miguel A. Rodriguez, Cheryl Burgess (computer operator, simulator building). Second row (I. to r.): Jim Brown (instructor), Christopher Fennell, Francis Adams, B. Murphy. ''-----...:::.... .. Lifeboat Class #420 (Nov. 23, 1987): First row (I. to r.) Aaron Aragon, Margaret Reidsema, Vikki Van Buren, James Gannon, Mark W. Dumas, Noel Lau, Roy Rivera. Second row (I. to r.): Zachary Ridgley, John Rodgers, Adam Robbs, Erick Kelynack, Glenn Tate, Oscar Lopez. QMED (Dec. 7, 1987): First row, kneeling (I. tor.) Charlie K. Umali, Gebar Ogbe, Tony Ripoll, Chris Doyle, Bob Hamil. Second row (I. tor.) John Coates, Cary Pratts, Joe Michel, Ben Conway, Jans Kogler, Ahmed Ahmed, Lowell Miller. Third row: Willie Howard, N. Nate, T. McArdle, Aldo Santiago, Bruce Wayne, Bernie Hutching, Ron Haines, Val Carpi. Radar Clas (Dec. 15, 1987): Front row (I. to r.) Milan Fehir, Robert Wiles, Herb Cowant, Ed Boyer. Second row: Jim Brown (instructor), Carlton Richardson, Jeffrey R. Simenstad. ~­ ~ Upgrader Lifeboat (Dec. 23, 1987): Ben Cusic, left, (instructor) and Robert Art Parker. 14 I LOG I January 1988 Electro-Hydraulic Course (Dec. 17, 1987): Front row (I. tor.) Tony Mohammed, EMl Ray Jenkins. Second row (I. to r.) Robert Caldwell, UTl Dennis (Chic) Brown, Dan Mitchell. Radar Renewal (Dec. 7, 1987): Carson Jordon (left) and Atho Gugliotta. �1988 p ra Course Schedu e ! Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry February - June 1988 The following is the current course schedule for February 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Eduration courses; All Department ,courses and Recertification Programs. // Inland Boatmen and deep sea Seafarers who are preparing to upgrade i ! are advised to enroll for class as early as ~ble. Although every effort will "' be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Steward Upgrading Courses Check-In Date Course Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) February 29 May 2 July 5 August 29 October 31 April 11 June 13 August 15 October 10 December 12 Adult Basic Education (ABE) & English as a Second Language (ESL) February 29 May 2 July 5 August 29 October 31 April.9 June 10 August13 October 7 December 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April11 April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course February 15 June 6 March 4 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. Completion Date Assistant Cook Open-ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date)* College Programs Scheduled for 1988 Check-In Course Date Associates in Arts or Certificate Program March 21 May 23 August 8 October 17 Completion Date May 13 July 15 September 30 December 9 *All students in the Steward Program will have 2 weeks of Sealift familiarization at the end of their regular course. Deck Upgrading Courses Check-In Date Course Completion Date Able Seaman Open-ended (Contact Admissions Office for starting date)* First Class Pilot (Organized self study) Open-ended (Contact Admissions Office for starting date) Celestial Naviga ion February 29 June 27 April 1 July 29 Radar April4 April15 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) Third Mate & Original Second Mate April 18 Lifeboat February 8 February 19 Mareh7 Mareh18 April4 April 15 May 2 May 13 June 10 May 30 June 27 July 1 Open-ended (Contact Admissions Office for starting dale) Sealift Operations & Maint. LNG - Self Study Safety Course June 24 (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon completion of course must take Sealift Operations & Maintenance. Engine Upgrading Courses Course QMED *Sealift Operations & Maint. Pumproom Maint. & Operations *Sealift Operations & Maint. Pumproom Maint. & Operations *Sea lift Operations & Ma int. Refrigerated Containers-Advanced Mainl *Sealift Operations & Maint. Variable Speed DC Drives * Sealift Operations & Maint. Welding Sealift Operations & Maint. Welding *Sealift Operations & Maint. Diesel Engine Technology *Sealift Operations & Maint. Electro-Hydraulic Systems *Sealift Operations & Maint. Hydraulics * Sealift Operations & Maint. Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Check-In Completion Date Date April 4 June 23 July 5 July 15 March 11 February 1 March 14 March 25 April 29 March 21 May 13 May2 April 1 February 22 April 4 April 15 March 14 April 22 April 25 May6 March 14 April 8 April 22 April 11 April 18 May 13 May27 May 16 April 18 May 27 June 10 May30 June 17 May9 July 1 June 20 July 1 June 6 July 5 July 15 Open-ended (Contact Admissions Office for Starting Date) *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. January 1988 I LOG I 15 �Apply Now-for an SHLSS Upgrading Course ········································································································································~ Seat are rs Harry Lundeberg School of Seamanship Upgrading Application If the following information is not filled out completely your application will not be processed. Book#_ _ _ _ _ Seniority_ _ _ _ _ Department _ _ _ __ Social Security# Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Endorsement(s) or License(s) Now Held ______"_J _ _ _' _' - - - - - - - - - - - - - - - - - - - - - - - - - - - Are you a graduate of the SHLSS Trainee Program: D Yes . Trainee Program: From _______ to (dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training ___________ Primary Language Spoken - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed ENGINE DECK D AB/Seallft D Towboat Operator Inland D Celestial Navigation D Master Inspected Towing Vessel D 1st Class Piiot (organized self study) D Third Mate D Radar Observer Unlimited ALL DEPARTMENTS D Welding O Llfeboatman (Must be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD D FOWT D QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrlcal Maintenance O Pumproom Maintenance & Operation D Automation O Refrigeration Systems Maintenance & Operations O Diesel Engine Technology 0 Assistant Engineer/Chief Engineer Un Inspected Motor Vessel O Orglnal 3rd/2nd Assistant Engineer Steam or Motor 0 Refrigerated Containers Advanced Maintenance D Hydraulics O Electro-Hydraulic Systems D Assistant Cook Utlllty D Cook and Baker 0 Chief Cook D Chief Steward D Towboat Inland Cook COLLEGE PROGRAM O Associates In Arts Degree D Certificate Programs ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) O High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) O ABE/ESL Lifeboat Preparation You must list, or supply evidence of, sufficient time to qualify yourself for the course(s) you are requesting. A COPY of your clinic card must be submitted with this application. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ _ _ DATE _ _ _ _ _ _ _ _ _ _ _ _ __ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 16 I LOG I January 1988 �(Continued from Page 12.) organization that spanned the entire country and represented unlicensed seamen in all three departments: steward, deck and engine. It was a remarkable achievement. The NMU that Joe Curran founded had many things to commend it. It was in the forefront in the fight for racial equality. It was successful in signing up large numbers of previously unorganized seamen. Curran himself was a dynamic figure who inspired confidence and loyalty. In retrospect, the NMU had one insurmountable flaw which would not be resolved until 1949. Many of its officials-Jack Lawrenson, Blackie Meyers, Ferdinand Smith-were members of the Communist party. So were the first few editors of its newspaper and a substantial portion of its staff. Harry Lundeberg, head of the SUP and the founder of the A&G District, believed very strongly that any Communist presence on the waterfront would spell trouble for American seamen. He felt ·that once an economic recovery began, ''big business'' would try to regain the political clout it had lost by trying to discredit the entire labor movement just because a small number of its members and officials were affiliated with the Communist party. This was exactly what happen d. Even before the end orld War II, American b · ssmen were trying to pa· a trade unionists with a red brush. This, of course, was just the opposite of the truth; by providing workers with a mechanism for effective political action, organized labor had bolstered democracy in this country at a time when it was facing one of its most serious challenges-the breakdown of the capitalist market sy tern. Of the two major national labor organizations, the American Federation of Labor was by far the most vigorous in its opposition to Communist participation in the trade union movement. Some of the language used by APL leaders verged on red-baiting. Still, the left-leaning CIO unions (of which the NMU was one) gave as good as they got. While the West Coast Sailors and the SIU LOG may have labelled Curran, Harry Bridges and John L. Lewis "Communist stooges," the NMU Pilot referred to Lundeberg as a "goon." Even if their rhetoric was excessive, I believe that APL leaders like Lundeberg and George Meany saw right to the heart of an important historical fact. If the labor movement was to remain a viable force in America, it had to be like Caesar's wife, above reproach, especially on this one issue. During the '20s, American business, which was riding high on a temporary wave of speculatory prosperity, had beaten the labor movement into the ground by raising the spector of a "Bolshevik Revolution" in this country. Given half a chance, AFL leaders believed that management would use this "issue" to divert attention from substandard wages, benefits and working conditions. Anti-communism in America declined in the wake of the stock market crash. Communism even achieved a Area Vice Presidents' Report certain aura of fashionability after Russia and the United States joined forces to defeat a common enemy, Nazi Germany. But once the war ended, and American and Russian troops found themselves staring at each other in the center of Europe, the political climate started to change. Labor's opponents made good use of these developments. By playing on the public's growing fear of Communism and a widespread irritation over the spate of post-war strikes, "big business'' was able to persuade Congress to enact the Taft-Hartley Act of 1947. Taft-Hartley was a disastrous piece of legislation whose effects are still being felt today. During recent years, tug and barge companies have used provisions in the act, especially those dealing with secondary boycotts and supervisory personnel, to break unions. The writing on the wall, which had seemed so clear to APL leaders like Lundeberg and Meany from the beginning, began to appear to Joe Curran around 1946 when he started to take tentative steps to distance himself from the Communists who dominated his executive council. Curran and the party engaged in a delicate three-year minuet which ended in a political free-for-all at the NMU's 1949 convention. In a dramatic showdown, the delegates voted to expel the Communists from the NMU. While the amendment failed to receive the necessary two-thirds vote to make the expulsion official, the power of the Communist-backed faction was effectively destroyed. Over the next few years, hundreds of card-carrying members of the Communist party were driven from the NMU. Some were hard-core organizers: others, political innocents who had been caught up in the tide of history. Many had been with the NMU from the start and had no life outside the union they helped build. The NMU was able to weather this period because it had a near-lock on the lucrative passenger vessel industry. Still, this internal power struggle certainly made things easier for the A&G District, which had grown by leaps and bounds after Paul Hall took control. Paul Hall was elected port agent of New York in 1944. He consolidated his position within the A&G by successfully bringing such companies as Isthmian and Cities Service under the SIU banner. Most people in the industry had assumed both were impossible to organize, though many had tried. During those drives, Hall assembled a close-knit ''team,'' the first of many. This diverse group of people-seamen such as Lindsey Williams, Sonny Simmons, Al Kerr, Cal Tanner, Bull Shepherd and Joe Algina, and staffmembers like Herb Brand, Rose Siegel and Sy Miller-would have followed him anywhere, over a cliff if he had asked. In his youth, Hall had been an amateur boxer. He was also a Civil War buff who, in his spare time, read accounts of Robert E. Lee's military exploits. Like many other great leaders, Hall felt free to borrow from the ideas of his competitors. He emulated the NMU in the areas where it was strongestsocialjustice, political action-and tried to learn from its mistakes. Much has been written and spoken about the genius of Paul Hall, but he once told me that he lived by one principle alone: never make a commitment you can't keep; never desert a friend in his hour of need. At times, the principle was impossible to live up to, but Hall did. It occasionally resulted in bad press (though usually not; Murray Kempton, this country's leading labor journalist, referred to Hall's ''outrageous'' but "glorious" principle in a moving tribute written after Hall died in 1980). The most famous example of this occurred when Watergate was nearing its tragic conclusion. Hall was the only member of the Executive Council of the AFL-CIO to vote against impeaching Richard Nixon. Why? Because Nixon was responsible for passage of the most important maritime bill of the post-war era, the Merchant Marine Act of 1970. During Watergate, Richard Nixon experienced first-hand something everyone on the waterfront already knew. Anyone who threw his lot with Paul Hall or the SIU could count on Hall's support. Like all great strategies, this one rested on a simple premise: no matter who you are, or how powerful you may become, there comes a time in everyone's life when you need a friend who just can't be scared off. Great La e ver V.P. Mike Sacco I recently came across a few historical documents: government pamphlets that were distributed during World War II, as well as a magazine edited in 1944 by SIU historian John Bunker. Leafing through the magazine, The SIU At War, I soon came across a familiar name: Rex Dickey. As many of you old-timers out there know, Rex Dickey was a long-time SIU official who worked out of the port of Baltimore. He was a friend of mine. He died last year. Dickey, like many other SIU members of his generation, served in World War II. A ship that he sailed on was hit by a Nazi torpedo. Bunker wrote about Dickey's harrowing ordeal in the magazine I came across. "After trying without success to unshackle two P. T. boats,'' wrote Bunker, ''[Rex Dickey and his shipmates] had to jump into the sea." Bunker quoted Dickey at length. "We didn't have far to swim [to get to the raft]," said Dickey, "but ... we were soaked clear through. The water was cold and the wind made us feel like cakes of ice .. "It took a lot of energy just to hang onto the raft. Some of those seas would smash us like a ton of bricks. Often they'd hit us when we were not expecting it and nearly throw us off.'' "[Dickey and the other survivors] were ... thirsty," wrote Bunker, "but the water beakers had either broken from the pounding or from rot and there was no water. When it sprinkled a little during the day [the men] caught some rain drops on an oar and licked the water with their tongues. There were rations on the raft but they didn't dare eat for fear of becoming more thirsty.'' Ultimately, Rex Dickey and his shipmates were rescued. They were the lucky ones. Thousands of seamen died; only the U.S. Marines had a higher casualty rate. Despite their sacrifices, most American seamen who served during World War II have been denied veterans' status, even through 14 other nonmilitary groups have been accorded that honor. Last July, a federal judge overturned a ruling by the Department of Defense which denied veterans' status to American seamen who served in World War II. He said that the DOD used arbitrary and irrelevant guidelines in reaching its decision. A final resolution of that case is still pending. (See page 1.) Right after I looked over John Bunker's book, I glanced at a pamphlet put out by the U.S. Maritime Service during· World War II. Though carefully preserved, it was starting to yellow. It read as follows: "The U.S. Maritime Service is a training organization administered for the U.S. Maritime Commission by the U.S. Coast Guard. To meet the pressing and increasing need for trained _ seamen in the American Merchant Marine, the Maritime Service is expanding its training program and now offers to young men of good character, who are eligible, a special course in training with pay to fit them for a career at sea . . . A high standard of discipline will be maintained. "Enrollment in the Maritime Service Commission is for seven months as apprentice seamen at $21 a month ... The training course will normally include two months at a training station and four months aboard a training ship. ''Men who desire to take advantage of this opportunity to receive training should submit their applications to: U.S. Maritime Service, Washington, D.C." Ads such as this one played an important role in determining the history of the SIU. Many of our most dedicated members, people like SIU V. P. Red Campbell and Lou Cirignano, a former instructor at Piney Point and now a member of the Passaic, N.J. School Board, entered the Union by chance. During the war, they were assigned to SIU-contracted vessels upon completion of their training in centers run by the Maritime Serv(Continued on Page 23.) .. January 1988ILOGI11 �AMERICAN EAGLE (Pacific Gulf Marine), November 22-Chairman S. Krawczynski, Secretary N. Johnson. Some disputed rate time was reported in the steward department. The ship is sch~duled to pay off in Bayonne, N.J. and move on to Charleston, S.C. before heading back to Holland. A motion was made for the Union to reduce the age of retirement from 65 to 62 to be in line with the retirement age for Social Security. Next port: Bayonne, N.J. BORINQUEN (Puerto Rico Marine), December 6--Chairman Benaia Berberena, Secretary Cassie B. Carter, Educational Director A. Quinn, Steward Delegate Joseph P. Simonetti. No disputed OT, but clarification is needed in the engine department regarding a day's pay. Rumor has it that the Borinquen will lay up in the Jacksonville, Fla. shipyard Dec. 22, but no definite word has been given. Everybody is doing a good job aboard ship, especially with the reduction in crew. A vote of thanks was given to the steward department for a job well done and for a great Thanksgiving Day dinner. Next port: Elizabeth, N.J . MY COURIER (Ocean Carriers), November 1S-Chairman P. Pinkham, Secretary Rudolph Spingat, Educational Director Markus Serl is, Deck Delegate Vance Sanderson, Steward Delegate Albert Westbrook. No beefs or disputed OT reported. The steward assistant was taken off ship at the last minute for medical reasons, and it was not possible to replace him. So the steward department sailed short for 39 days-and was given a vote of thanks for all the hard work they put in. Of note is the fact that the MV Courier was the first American tanker to pass through the Persian Gulf in the last seven years. Next port: Bahrain (with expected payoff in Kuwait). INGER (Sea-Lift Inc.), November 15Chairman Stanley J. Jandora, Secretary Robert S. Hess. No disputed OT reported but the deck department has requested rate clarification from the boarding patrolman. Members were advised to get all supplies at this time because no slop chest will be ordered due to high prices. Fans and cots have been ordered, and a repairman is expected to come aboard in Hawaii to fix the air conditioning. The secretary informed members about the upgrading opportunities at Piney Point and urged that they take advantage of the educational courses. He also reminded crewmembers that he has all forms (dental, medical, vacation, etc.). The bosun asked everyone to check portholes for leakage. Next port: Hawaii. LAWRENCE H. GIANELLA (Ocean Ships Inc.), November 2-Chairman Pete Hulsebosch, Secretary Dana Paradise, Educational Director Mark Ruhl, Engine Delegate Earl Owens, Steward Delegate Walter L. Mosley, Deck Delegate David Clements. No beefs or disputed OT. There is $17 in the ship's fund. Twenty dollars was spent to purchase two basketballs for the ship, and an arrival pool was suggested to help build the fund. The chairman urged all members with enough time to upgrade. "Our Union school has much to offer, so take advantage of it." The secretary reminded crewmembers that all applications are available from him. Everyone should also be sure that the Union has their correct address. All departments appear to be running smoothly. The shelves which were requested at the last meeting for the laundry rooms have been installed, and there are no complaints to speak of. A vote of thanks was given to the steward department for a job well done. Next port: Japan. PANAMA (Sea-Land), November 16---Chairman Paul Turner, Secretary Jonny Cruz, Deck Delegate Malip Osman, Engine Delegate Gary Doyen, Steward Delegate Dimas Rodriguez. No beefs or disputed OT reported. The chief mate is entrusted 18 I LOG I January 1988 with the ship's movie fund money. The Panama will lay up in December. The chairman discussed the fact that shipping is still going downhill. In order to prepare yourself for whatever job comes up, he stressed the importance of upgrading at Piney Point. "This way, whatever comes, you will be ready." The secretary said that he was in Piney Point during the summer and was impressed with the way the school has grown. There are many more programs available that can help you be secure in your future-especially the drug and alcohol rehabilitation center. The educational director urged members to help support SPAD. It not only helps get people in office who are sympathetic to the maritime industry but it also helps in getting better safety laws passed. A vote of thanks was given to the steward department for making the trip a good one-especially at meal hours. The steward, in turn, thanked the crew for helping keep the ship clean. Next port: Elizabeth, N.J. An Expression of Thanks We want to express our thanks to Captain and Mrs. Benjamin Moore and to the entire crew of the MN Aurora. on voyage #24 for their help and kindness when I had a stroke aboard the ship while in port in Haifa, Israel. Yours very sincerely, Seafarer and Mrs. Aden Ezell Jr. Mobile, .Ala. PAUL BUCK (Ocean Ships Inc.), November 3~hairman Richard Parrish, Secretary Kris Hopkins, Educational Director Frederick C. Harris, Deck Delegate Robert H. Clifford, Engine Delegate Kelly L. Mayo, Steward Delegate Curtis Brodnax. No disputed OT. There is $232 in the ship's fund, and arrival pools have had 100 percent participation. The company has been notified that the Paul Buck will need a patrolman at payoff. The pumpman stressed the importance of upgrading at Piney Point. He explained how the school is one of the best maritime training facilities in the country and that all eligible members should take advantage of it. "It is there for everyone's gain. " The crew feels they should be able to register or reclaim their jobs in any SIU port. A question was also raised as to whether QMEDs will receive additional money with the dropping of the 2nd · assistant engineer. Another item brought up was either to see a decrease in the SIU dues or have the wages brought up to present-day pay scales. The ship's chairman asked everyone to please letter all tapes as you use them as to the type of movie it is (C =comedy, H =horror, etc.). A vote of thanks was given to the steward department for "the fine chow and pleasantness all the way around." One minute of silence was observed in memory of our departed brothers and sisters. "The crew of the Paul Buck wishes all of their brothers and sisters a very Merry Christmas and a Happy New Year." Next port: New York. PFC EUGENE A. OBREGON (Waterman), December 12-Chairman Henry Bouganim, Secretary Paul L. Hunt. No beefs reported. The bosun thanked the crew for the hard work performed during the voyage and for leaving an extra clean ship for the relief crew. He reminded all members of the benefits of upgrading their skills at Piney Point. The secretary gave his thanks to the crew and officers for all their cooperation during the voyage. "Things seem to go much smoother when everyone works together. " A collection was taken up for Mr. Lowe, chief cook on the 2nd Lt. John P. Bobo, who died in the hospital in Roosevelt Roads, P.R. He will be missed by all, "and our sympathy goes to his family." Crewmembers aboard the Obregon also write; "We would like to have it noted that all ships in our squadron feel sorrow for the loss of Mr. Lowe. He was a friend to all of his shipmates and will be greatly missed by those who knew him and worked with him. " A vote of thanks was given to the steward department for the good food. Next Port: Panama City. STAR OF TEXAS (Seahawk Management), December 6--Chairman Gene Paschall, Secretary E. Dale, Educational Director Paul L. Painter. No beefs or disputed OT reported. The chairman noted that it has been a very good trip, thanks to the cooperation of all members. Everyone was asked to clean their rooms for the next crewmember and to return all dirty linen. A motion was made to have all vacation time count toward retirement (and retirement only). This motion will be sent to Vice President "Red" Campbell and the Negotiating Committee. A vote of thanks was given to the steward department for a job well done, especially for the delicious Thanksgiving Day dinner. Next port: Philadelphia, Pa. CHARLESTON (Apex Marine), December 18-Chairman C. J. Spielmann, Secretary Rudy De Boissiere, Educational Director C. G. Hall. No beefs or disputed OT. The chairman reminded all crewmembers to see the Union patrolman at payoff. He also stressed the importance of contributing to SPAD. "Our jobs are at stake." The educational director noted that it's important for members to upgrade. "Go to Piney Point and get in on everything that's new. Don't be left behind." A vote of thanks was given to the bosun and deck gang for cleaning up the ship, and a special vote of thanks went to Chief Steward Rudy De Boissiere and Chief Cook Darryl Goggins for "the best in feeding of all the SIU ships." The engine department also got a vote of thanks for being "the best in the SIU." The crew of the Charleston wishes the whole ship a very Merry Christmas and a Happy New Year. "And to our Union president, vice presidents, officers, staff and the LOG: God bless you all." One minute of silence was observed in memory of our departed brothers and sisters. Next port: Providence, aboard the Virgo, according to the chairman, with the exception of Thomas Brooks who signed off in Bontang because of an injury to his foot. The crewmembers aboard wish him a speedy recovery. The educational director encouraged everyone who wants to upgrade at Piney Point to submit an application when they have the required sea time. He also reminded all those who are not familiar with LNG vessels that there are video tapes onboard provided by the company. The steward department thanked the deck department for washing the evening dishes, and a vote of thanks was given to the steward department for a job well done. "The crewmembers whould like to wish the Union officials a Merry Christmas and prosperous New Year." OVERSEAS ALICE (Maritime Overseas), December 6--Chairman Steve Copeland, Secretary C. Loper Jr., Educational Director M.W. Roberson, Steward Delegate Jim Hatfield. No beefs, although some disputed OT was reported in the deck department. There is $150 in the ship's treasury. The chairman took up a collection for the victims of typhoon Nina. By making a small donation, "it will let our host country and the military know that we as members of the SIU have compassion for those who are more unfortunate." The secretary thanked the crew for their help in taking care of the new equipment aboard ship. And the educational director asked that the crew help bring any unsafe problems to his attention. "With your help we can keep this a safe ship." A vote of thanks was given to the steward department for a job well done. " Keep up the good work." One minute of silence was stood in memory of our departed brothers and sisters. Next port: Subic Bay, P.I. Official ships minutes also were received from the following vessels: ALTAIR LNG AQUARIUS BEAVER STATE 1ST l T. JACK LUMMUS OMI CHARGER OMI COLUMBIA PFC WILLIAM 8. BAUGH PONCE PRIDE OF TEXAS PUERTO RICO SEA-LAND DEVELOPER SEA-LAID ECONOMY SEA-WO EXPLORER SEA-LAID EXPRESS SEA-W I NOVATOR EA·WD LEADER SEA·LAID MARINER SEA-LAID PACER SAN JUAN STONEWALL JACKSON SUGARISLAJIDER A.I. LNG VIRGO (Energy Transportation Corp.), December 13-Chairman B.K. Nuchols, Secretary David Pappas, Educational Director M.B. Goins, Deck Delegate B.B. Darley, Engine Delegate I.E. Salomons, Steward Delegate U. Nurdjaja. No beefs or disputed OT. Due to the success of the pilot pool, there is now $177 in the ship's fund. Everything is running smoothly Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, February 8 .......... .. ...... 10:30 a.m. New York ............... Tuesday, February 9 ................ . . 10:30 a.m. Philadelphia . . ....... .. ... Wednesday, February 10 .............. 10:30 a.m. Baltimore . . ..... . ........ Thursday, February 11 . . ....... . ...... 10:30 a.m. Norfolk .. . .............. Thursday , February 11 . . ....... . .. . ... 10:30 a.m. Jacksonville .............. Thursday , February 11 ...... . ......... 10:30 a.m. Algonac ................. Friday, February 12 ... . ....... .. ..... 10:30 a.m. Houston .......... . ...... Tuesday, February 16 .. . .............. 10:30 a.m. New Orleans ............. Tuesday, February 16 .. . .... .. ........ 10:30 a.m. Mobile .................. Wednesday, February 17 ....... . ...... 10:30 a.m. San Francisco ............ Thursday, February 18 . . .............. 10:30 a.m. Wilmington ...... . ....... Monday, February 22 ................. 10:30 a.m. Seattle . ................. Friday, February 26 ........... . ...... 10:30 a.m. San Juan ............ . ... Thursday, February 11 . . ...... .... .... 10:30 a.m. St. Louis ................ Friday, February 19 ....... . .......... 10:30 a.m. Honolulu ................ Thursday , February 18 .... .. ... . ...... 10:30 a.m. Duluth . .... . ............ Wednesday, February 17 ....... . ... . .. 10:30 a.m. Jersey City ............... Wednesday, February 24 ....... . ...... 10:30 a.m. New Bedford . . ...........Tuesday , February 23 .......... . .. . ... 10:30 a.m. �Green Wave Carries Space Wings by Bob Borden, PAO, MSCPAC Sometime in the early 1990s, a space shuttle now known as Orbiter Vehicle (OV) 105 will blast off from Florida's Cape Canaveral and travel at a speed of 17 ,500 miles per hour high above the earth on a scientific mission for the United States. At the present time, however, the unnamed spacecraft is simply a conglomeration of sophiscated parts waiting to be assembled by engineers and technicians at the Rockwell International Corp. in Palmdale, Calif. Rockwell is the prime contractor to build the space shuttle aircraft for NASA. One of the most important sections for OV 105 arrived in Southern California Dec. 21 aboard the Military Sealift Command chartered ship, MV Green Wave. Carefully packaged in separate steel mesh containers mea wide uring 59-feet long and 28were the aircraft .;h wings, multi· ems made by the Grummillion d erospace Corp. in Bethpage, N.Y. \ billion space telescope built by Lockheed Corp. will be put aboard the Green Wave in Oakland for the voyage to Kennedy Space Center in Florida where it will eventually be lifted into a 373-mile orbit above the earth. ''In terms of the general cargo we normally carry on here, there's nothing like the space items to get you all stirred up," said the Green Wave's enthusiastic master, Capt. Peter Stalkus. "It's exciting to know that when these items are in space, we played a small role in helping them get there.'' The last time MSC transported such wings was in 1982 when the chartered ship Transcolumbia delivered them to Los Angeles for the space shuttle Discovery. The MSC-chartered ship, the Green Wave, unloads space shuttle wings in the port of Los Angeles, Calif. USNS Andrew J. Higgens Joins MSCPAC Fleet A few hours after the ship arrived on berth in Los Angeles, a barge crane carefully hoisted the first 50,000-pound crate from the Green Wave and gently placed it on a specially-built truck dolly positioned on the pier. After the se ing was off the ship, Rock- well transpo officials waited un- til late in the evening t a convoy escorted by the California way Patrol to Palmdale about 100 miles northeast of Los Angeles. ''The sea and highway trips are the most delicate p~ rt of the operation," said Dennis Glaze, manager of Rockwell's traffic and transportation division. ''The wings work fine when you're traveling in space, but they're not used to being transported by ships or trucks.'' Glaze praised the Green Wave's role with the space wings, noting that months of careful planning went as scheduled. ''This ship has really simplified the movement of the wings,'' said Glaze, pointing to the vessel's 80foot hydraulic hatch which easily accepted the load taken on in Bayonne, N .J. "It only takes a few minutes to open the holds to begin operations and to secure them when you're done. We're very happy with the ship." Ever since the MSC-chartered ship came to the attention of NASA officials, space agency personnel have kept in contact with MSC. The shuttle's wings were the first space items carried by the Green Wave-but they won't be the last. In May, the Green Wave has been selected to transport the single most expensive item ever carried aboard an MSC ship. The $1.5 The USNS Andrew J. Higgens (TAO 190) is the latest acquisition to the MSCPAC nucleus fleet. Of new construction, the Higgens was recently completed at Avondale Shipyard in New Orleans and can boast of all the latest technology in loading and discharging her underway liquid cargo. Crewmembers aboard the Higgens are pleased with the fine single quarters-as well as recreation, lounge areas and beautiful mess facilities. There is, however, some apprehension about the small store rooms and laundry facilities. The Higgens has a total of 96 crewmembers and officers in addition to a military department of one officer and 20 enlisted men. The new vessel is undergoing a shakedown phase before being deployed on her assigned mission. January 1988 I LOG I 19 �Going for the Big one on the Assertive On a recent voyage aboard the USNS Asserrive, the fish were biting. But at one point, crewmembers caught a little more than they barga~ned for-a fishing net became caught in the prop, and the task of breaking loose was not an easy one. Thanks to Chief Steward Kimberly Allen for sending us these photos. Helping pull the fishing net from the prop involved team effort. From the left are Jim Morgan, AB; Mike Bautista, steward assistant; Kirk Paulo, OS; Bill Silva, engine utility, and Tom Addison, bosun. ~~H~Jf ~ii~ "The albacore are running," said Third Mate Scott Carter (left) who believed he had the winning catch, but Al Garry, RCA tech, reveals the prime catch of the trip. " Waiting for the big one" are Tom Addison, bosun, and Mike Deluze, OS. Aboard the SS Ponce During a fire boat drill aboard the SS Ponce (Puerto Rico Marine) are Paulino Flores, bosun; Angel L. Soto, DEU; Algarin Gregorio, AB; Jose M. Gorge, MSS; Kenneth Blair, AB, and Stephen Bulford, AB. 20 I LOG I January 1988 And what happens to all these tasty morsels? They're prepared by Chief Steward Kimberly Allen for a delicious feast. �New Drug Rules (Continued from Page 1.) administrative proceeding [however, wi11 not be presumed to be intoxicated]; • marine employer's determination of reasonable cause should be based on the observation of two persons, when practicable; • consumption of a legal prescription or non-prescription drug is permissible as long as it does not cause intoxication; • personnel entitled to seek rehabilitation prior to being subject to a proceeding to suspend or revoke license, certificate of registry or merchant mariner's documents; and • liable to a civil penalty to the U.S. government of not more than $1,000 or fined not more than $5 ,000, imprisoned for not more than one year, or both. Pensioners The following SIU members have retired on pension: DEEP SEA Houston Frank A. Nigro Mobile Terrill G. Clark Hubert H. House Henry W. Roberts William J. Tarrant New Orleans Alex Alexander GREAT LAKES Sylvester Monardo New York Algonac Frank Adkins John F. Higgins Joseph R. Turner Brooklyn Norfolk Timothy H . Burke Clarence M. Houchins Jack E. Long Kenneth R. Winters Philadelphia Edward F. Garrity San Francisco William A. Barnes Carl G. Tebell Deaths The SIU has been notified of the deaths of the following members. Roger A. Andrulis Casado Antonio (Gloucester Fisherman) Leon Krawcyk Stanley Lechowitz Jr. Fahar Maswarat Olle E. Johannisson Jasper C. Storms (Inland) Frederick Tonucie Santurce Jose Cubano Joe Spak Seattle Salvator J. Alpedo Thomas A. Martineau Wilmington Arne Bockman THE BOOZER; I ONE DRINK /6' I I TCJO MANy; ANO A 7HOLl8ANO DRINKS ARE NOT ?#OU'6h' <SET HELP I TO f' TODAY CVNTACT YOUR PORT AGENT OR YOUR UNl()N AT P/NeYPP/NT. DO/Tf , KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU OUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation hy any methods such as dealing with charges. trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes provision for safeguarding the membership's money an ·on finances. The constitution requires a detailed audit by Public Accountants every three months, which are to be su . d to the membership by the Secretary-Treasurer. A quarte nance committee of rank and file members, elected by the e ership , makes examination each quarter of the finances of t e Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. 0 EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed. color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111m111 1111111n1111111n1111111nuuu1111111111n11111111111111111t1111111111111u1111111111n1111 patrolman or other Union official. in your opinion. fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt. or if a member is required to make a payment and is given an official receipt. but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION --SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received ~ecause of force. job discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SP AD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he bas been denied his constitutional right of access to Union records or infonnatioo, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Autb Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. January 1988 I LOG I 21 �Cl L NP -Company/lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes DEC. 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac ................... 0 9 TOTAL SHIPPED All Groups Class CL Class L Class NP 3 DECK DEPARTMENT 0 23 17 0 8 0 0 4 0 Port Algonac ................... 0 7 2 ENGINE DEPARTMENT 17 0 8 Port Algonac ................... 0 5 2 STEWARD DEPARTMENT 0 2 9 0 6 2 9 ENTRY DEPARTMENT 0 0 0 0 8 6 26 8 Port Algonac ................... 5 0 Frank Drozak, President Joe DIGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class l Class NP Totals All Departments ........ 26 16 49 0 27 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTl MORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea DECEMBER 1-31, 1987 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York . . ... .. ....... . Philadelphia .. . . . .. . . . ... . Baltimore ... . ..... . .. . . . Norfolk .. .. .......... . .. Mobile . . .. . ...... .... . . New Orleans . ....... . .... Jacksonville . . ............ San Francisco .. . .. .. . .. ... Wilmington ........ . .... . Seattle . . . . .. .. ... . . . .. . Puerto Rico .. ... .. .. . .... Honolulu . . . .... . . . ..... . Houston . ....... .. . .. .. . St. Louis . ........... . ... Piney Point . ... . . ...... . . Totals .. . . . . . . . .... .. .. Port New York ... .. .. ..... ... Philadelphia .. .... . . . .. .. . Baltimore .. . .. .... . ..... Norfolk . ....... . ... .. ... Mobile ....... . . . ....... New Orleans ........... . . Jacksonville . ... . ....... . . San Francisco ...... .. ... . . Wilmington .. . ...... . .... Seattle . . . . .... . ....... . Puerto Rico .. . .... ... .... Honolulu .......... ... ... Houston ... .. . . .. .. ... .. St. Louis ............... . Piney Point ........... . .. Totals .. . .............. Port New York .... . . .. ....... Philadelphia . . .. ..... . . . . . Baltimore . . .. .. . . . ..... . Norfolk . . ......... . ..... Mobile . . . . . . ... . . ...... New Orleans .. . .......... Jacksonville ... . .......... San Francisco .. . . . .... . . . . Wilmington . . .... .... ... . Seattle .. .. . ........ . . . . Puerto Rico . ... .... ..... . Honolulu ........ .. . .. . . . Houston . . .. . . .......... St. Louis . . .... ... . . . .... Piney Point . . ......... . .. Totals ..... . ... .. .... . . 70 2 11 14 14 49 37 41 30 49 33 8 50 0 0 15 5 6 4 4 4 9 19 9 9 2 9 9 0 3 4 1 0 8 4 4 4 20 7 4 0 5 3 0 2 TOTAL SHIPPED All Groups Class A Class B Class C 49 6 8 9 10 32 17 28 19 37 17 3 28 0 0 DECK DEPARTMENT 11 4 3 1 6 0 4 7 5 4 7 3 8 1 11 13 6 6 4 6 2 0 14 5 5 2 0 0 1 2 ENGINE DEPARTMENT 7 1 0 0 2 0 4 0 5 0 4 1 1 1 6 9 5 2 8 0 0 0 3 10 5 t 0 0 0 0 408 107 66 263 33 3 3 12 6 26 9 0 4 4 4 8 8 10 5 1 2 0 0 1 0 1 3 14 0 0 0 8 10 3 0 0 1 0 1 19 3 8 6 5 16 10 21 12 21 8 3 16 0 1 25 35 18 32 15 4 28 0 0 10 89 52 240 74 33 149 16 2 5 4 10 17 13 46 11 26 6 7 17 0 1 6 1 2 1 2 0 9 7 1 9 0 18 1 0 1 0 0 0 3 0 0 3 10 2 1 1 27 2 0 0 18 0 1 1 9 15 6 28 9 15 3 3 7 0 0 STEWARD DEPARTMENT 3 0 1 0 1 0 0 1 0 0 0 1 5 0 5 8 0 3 11 1 0 0 17 26 0 0 0 0 1 0 10 0 2 5 0 11 3 19 8 14 5 3 9 0 0 ENTRY DEPARTMENT 13 6 2 1 4 0 2 4 1 2 5 7 3 4 10 20 10 3 16 2 6 0 76 127 3 2 0 0 1 0 181 58 49 115 Port New York .. . ............ Philadelphia ... . ......... . Baltimore . . .. . .......... Norfolk . ........ . . . . . .. . Mobile ... . .. .. . ... . . ... New Orleans ............. Jacksonville .. . ... . . . . . . . . San Francisco . . . . ... ..... . Wilmington .... . . . .. . .... Seattle . .. .. .. . .. .. .... . Puerto Rico . . . . . ... ...... Honolulu .. .. ... . . .. ... . . Houston ... . .... . . .. . ... St. Louis ..... . .· ...... .. . Piney Point ... . ... .. ..... Totals .. ... . .. . ........ 174 212 230 89 Totals All Departments .. ... . 1,003 451 378 616 24 4 2 7 2 18 9 36 13 30 13 4 12 0 0 17 3 8 7 4 17 7 13 14 20 7 81 10 0 4 10 1 0 5 8 14 8 29 9 4 0 135 6 0 1 50 43 25 41 152 178 334 296 Trip Reliefs 17 1 4 3 1 10 7 8 9 10 3 5 11 0 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 91 3 13 28 14 64 54 63 34 63 30 8 64 0 1 90 530 11 1 3 0 0 4 4 2 6 9 4 6 55 4 6 11 7 6 46 34 21 37 16 6 38 0 1 10 0 0 16 4 6 7 3 6 14 14 6 4 2 14 10 0 5 111 5 1 3 7 5 8 11 9 5 6 1 12 1 0 3 3 1 0 4 0 5 5 11 6 3 0 1 2 0 0 41 2 1 0 2 0 2 2 8 2 0 0 2 1 0 1 60 328 77 23 3 0 0 0 1 10 2 11 6 15 1 57 1 0 0 29 2 9 5 4 23 24 70 17 37 6 9 27 0 1 8 0 2 2 2 0 8 15 3 4 1 24 1 0 2 0 0 2 0 1 5 9 2 0 1 24 3 0 0 0 107 263 72 47 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 52 5 4 8 4 33 17 60 18 48 16 5 18 0 0 28 7 8 21 10 30 16 23 15 27 10 102 13 0 4 9 2 0 10 7 31 8 29 14 9 3 147 4 0 2 0 288 314 275 257 1,409 574 386 *" Total Registered " means the number of men who actually reg istered for shipping at the port last month . ** " Registered on the Beach " means the total number of men registered at the port at the end of last month. Shipping in the month of December was up from the month of November. A total of 1,503 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,503 jobs shipped, 616 jobs or about 41 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 257 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6,627 jobs have been shipped. 22 I LOG I January 1988 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty (904) JERSEY CITY, N.J. 99 Montgomery (201) St. 32206 353-0987 St. 07302 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Editorial The Lost Fleet Those of us in the maritime industry frequently complain that most of the nation does not understand the need or the purpose of a strong, U .S.-flag, private merchant fleet. The following editorial from the San Francisco Chronicle shows that at least someone outside the industry is paying attention. Letters To The Editor 'It's There When You Need It ... ' I have been a member of the SIU for more than 42 years. I haven't had to use the Welfare Plan very much over those years. But in May of this year, I had to have a complete hip replacement. The Plan took care of all the bills with no problems at all, for which I am very grateful. Thanks so much for all the help. James C. Oliver La Porte, Texas 'In Sympathy . . .' In response to the printing in the November issue of the LOG of "The Ship's Cat: Final Dispatch," I would like to convey my sympathies to the M/V Ranger. You see, I was an OS aboard the Ranger at the time. .After a two-month stint in Diego Garcia, I cared for the white cat we brought aboard from the atoll. In our first port o'call (Greec ad an affair with a black tom and consequently six ki were born in the midship locker. Only one survived, w · ook care of. .After losing the white mother in Carter . ., it's good to hear that after three years she was still ard. And it was really tragic to hear of how she met her death in the unfamiliar surroundings of a street in Subic Bay, Philippines. I'm sure she just froze in the middle of the road, unaware or unaccustomed to that hunk of steel bearing down on her. By printing these articles in the LOG, it shows that the Union and us seamen have a heart. Good-bye, Howard; you'll be missed. I would also like to convey my sympathies to the family of Willy Lee Smith (chief cook) whom we lost at sea enroute to Greece. He'll be in a ers and thoughts every day-a great shipmate. Bosun Charles J. Spielmann IT Charleston Area Vice Presidents' (Continued from Page 17.) ices Commission. It was a matter of fate: they could have just as easily been assigned to SUP- or NMU-contracted vessels. While they were in these centers, these "apprentice seamen" were under the supervision of U.S. Navy and Coast Guard officials. Cirignano' s experiences during the war were not uncommon. His first assignment was onboard a ship which had just come in from London. After leaving Brooklyn, the vessel went straight to Europe where it became part of a convoy providing strategic sealift to our armed forces during the invasion of Normandy. Cirignano and his shipmates, who included SIU Vice President Red Campbell and Marty Breithoff, the late port official from Houston, sailed for seven straight months without any letup. Many members of the crew were like Cirignano: impressionable teenagers right out of high school who found themselves in the position of being one Nazi torpedo away from death. And unlike their counterparts eport in the Army, they were unarmed and virtually defenseless. Ironically, shortly after the federal judge ruled against the Department of Defense, the American Legion (over the objections of some of its local chapters) said that it would lobby against granting American seamen veterans' status if asked to take a position. One veteran was so angry at this that he wrote a letter to the editor of a newsletter published by the Texas Chapter of the American Legion. After stating that he owed his life to seamen who transported supplies and ammunition overseas during World War II, he made the following observation: not every veteran of World War II saw action. Many were stationed in the States or behind the lines. Yet every seaman who sailed was a potential victim of Nazi U-boats. After the war, seamen like Rex Dickey and Marty Breithoff were ineligible to receive the benefits that the government ladled out to the veterans: educational benefits under the G.I. bill, generous pensions (if he worked It is not all that long ago that big white freighters with a seahorse-shaped "S" on their funnels used to arrive regularly under the Golden Gate Bridge from exotic ports . They were vessels of the States Steamship Company returning to their home port of San Francisco. They could be found along the waterfront not far from vessels whose funnels were distinguished by the California bear, the symbol of the fleet of Pacific Far East Lines. Both fleets are mere memories now. We bring up the disappearance of familiar funnels because our memory has been jolted by a recent report by the President's Commission on Merchant Marine and Defense. It is a sobering report that prompts much more than nostalgia. In effect, this devastating document says, the United States has ceased to be a power of great consequence on the merchant sea lanes of the world. PFEL and States Steamship are only two of the casualties of the last two decades. We cite them because they were once of substantial importance to the local economy. In 1970, the commission reports, States operated 13 vessels; it went bankrupt in 1978. Also in 1970, PFEL operated 13 ve sels. But eight years later, it also had been placed in receivership and is no longer operating. The two local companies were by no means isolated examples of what has happened to the American merchant marine. In 1970, a fleet of 434 commercial vessels operated under the American flag in foreign freight (nontanker) trade. Today, that figure has shrunk to 92 vessels operated by major companies. The sea-going workforce has shown similar decline. In 1970, more than 69,000 Americans were employed filling 34,000 sailing billets Gobs). Today, the commission said, some 29,000 seamen compete for about 11,000 billets. The commission draws an obvious conclusion: it right, a veteran could accumulate two pensions), free medical attention at V .A. hospitals. Seamen received no recognition of the contributions they had made to the war effort. And when they reached retirement age, the period of life when they needed medical attention the most, the government closed the USPHS hospital system without making any kind of attempt to find out if seamen who served in World War II would have some kind of medical coverage. The bottom line to all this, as it always is in the United States, is power. Veterans number in the tens of millions; seamen, in the tens of thousands. At this very moment, there is talk of creating a new cabinet department Ships withdrawn from the ready reserve or ships newly constructed will be useless unless skilled, experienced deck officers, engine-room personnel, radio operators and seamen of a number of other demanding skills are available to take those ships to sea. Recent developments have worsened this situation as viewed from a national-security point of view. In the last six years alone, the number of active U.S. mariners has declined by some 40 percent, the commission said. And approximately 50 percent of the mariners who remain are 50 years of age or older. Skills are disappearing as this workforce ages. This is particularly true of the skills required to operate some of the vessels, similarly showing signs of age, that make up the bulk of the reserve fleet. The manpower problem is compounded at both ends of the age spectrum. Entry of young people, those 20 to 25 years old, is down by 80 percent since 1980. Shipbuilding is also in decline: By the end of this year, U.S. shipyards will not have a single commercial vessel under construction. * * * From a defense point of view, the outlook is bleak. By the turn of the century, says the president's commission, the United States "will not be able to meet the requirements of its national security.'' The country has a proud merchant marine tradition. For more than two centuries, American ships have been familiar in the ports of the world. The tradition is a proud one, from the clipper ships sailing to China to the Liberty ships which played such an important role in World War II. But today, the commission reports, American ships carry only about 4 percent '* of the nation's foreign commerce. The commission has drawn a grim picture, a sobering picture, which we think cries out for attention and, of course, for additional resources. Northern Californians, quite obviously, have a special interest in the future of the merchant marine-if the nation is to h·a ve one. If it does not have a future , it will be at the nation's peril. of Veterans Affairs. Privately, almost everyone on Capitol Hill thinks it is a bad idea. But they are supporting it publicly because it is good politics. What bothers me about all this is the hypocrisy. The American Legion says veterans deserve preferential treatment (i.e., a separate cabinet position) because of the sacrifices they made on behalf of this country. Yet what about the courage and sacrifices of seamen like Rex Dickey, Red Campbell, Marty Breithoff'? Rex Dickey and Marty Breithoff are now dead: it's too late to honor their sacrifices. But Lou Cirignano, Red Campbell and thousands of other seamen are still living. They dodged Nazi torpedos so that this country could remain free. When do they get the recognition that's due them? January 1988 I LOG I 23 ... �Seafarers International Union of North America, AFL-CIO EDITOR'S NOTE: Max Hall, LOG associate editor and Washington columnist, takes a look at 1987 and the politics and legislation which affected the maritime industry. by Max Hall For both maritime and the country, 1987 proved to be one of the strangest years on record. It was as if someone had turned out the lights in a crowded auditorium and yelled "fire!" No one was seriously hurt by the ensuing chaos, but then again, neither was anyone helped. There was a lot of activity in 1987, but after all was said and done, there was no real movement. The stock market rose to dizzying heights, crashed and then recovered some. The same thing happened to the Reagan administration, except in reverse. Its political standing reached a low point during the Iran-Contra hearings. Yet once Admiral Poindexter said that the buck stopped with him, the administration was able to minimize the political damage. And even if Reagan no longer was the "Great Communicator,'' he could still pull an occasional rabbit out of his political hat, like the INF treaty he and Russian leader Mikhail S. Gorbachev signed at the end of the year to limit intermediate nuclear weapons. Time for Tough Choices .. More than anything, 1987 was the year that the band stopped playing and Americans began to realize that they had to make some hard choices concerning their political and economic future. It was also the year that some nasty long-term trends started to affect those Americans in positions of power. It was one thing to write about or engineer a corporate takeover, it was another thing to lose your job as a result of one, as a growing number of people on Wall Street and in the media found out (CBS News fired 200 members of its staff). Congress tried to add a bit of stability to the year by repeating its longestablished pattern of waiting until the final minutes of the session to pass an authorizations bill and by putting off action on important issues such as trade reform and meaningful deficit reduction. To be fair, it was not really the fault of Congress. Congress, as we were constantly reminded during this 200th anniversary year of the American Constitution, was more than just 535 talented, ambitious but all-toohuman legislators; it was "we the people." The real trouble was with the 230 million flag-waving, God-fearing Americans who wanted a resolution to the vexing problems facing this country, but who were perfectly content to leave it up to someone else to make the sacrifices that were needed to restore competitiveness to America. 24 I LOG I January 1988 January 1988 Maritime on Defensive The SIU' s legislative staff produced some brilliant victories during the year concerning the Canadian Free Trade Agreement and citizenship requirements onboard American-flag vessels. Yet Frank Pecquex, the dean of the department, pretty much summed up the feeling of everyone when he said that he felt oddly let down. Most of the Union's time was spent putting out fires that others, mainly the administration, had set. With the industry always on the defensive, there was precious little time left over to fashion a coherent legislative program that would stimulate shipping. The most frustrating part was that while the administration wouldn't do anything to help the industry, it still had the power to inflict damage. Too Little, Too Late The state of the industry remained a major cause of alarm, but there was little agreement on what should be done to turn things around. The industry-labor as well as management--could not come up with a united stand on what to do about replacing the subsidy liner program, though there was widespread agreement on the merits of the administration's program. This could be summed up in four words: too little, too late. The administration had procrastinated on this issue, even though the number of American-flag ships continued to decline at a rate of 5 to 10 percent a year. The industry was still reeling from the effects of U.S. Lines' decision to file for bankruptcy the year before. Meanwhile, it had to cope with farreaching changes that were transforming its very essence. Maritime became less of a separate industry and more of a cog in an increasingly interdependent transportation network. Intermodalism became the industry's new buzz-word as companies like Sea-Land and APL wed their port facilities to their rail and trucking lines. Military Work Grows With the decline of the commercial sector, those committed to survival had to concentrate their efforts on signing up military work contracted out to private companies. The SIU led the way with 58 new vessels representing 700 new jobs. Yet even in this area, which many people felt represented the industry's one hope for survival, things were complicated by the way that the Military Sealift Command (MSC) conducted its Request for Proposal (RFP) process. Concern among industry experts reached a crisis level after the MSC put out an RFP on a hospital ship, only to declare itself the low bidder. Legislative, Administrative and Regulatory Happenings As Marine Transport Lines (MTL), an NMU-contracted company, noted iri its appeal of the award, the MSC had used questionable methods in determining its costs. For one thing, said MTL, the MSC was the only bidder not to include cost projections for the captain's billet. MSC said if private companies wanted to include the cost of that in their bid, fine, but they weren't required to do so. MTL said that MSC did not bother making this vital piece of information available to the public. "Why would we increase our cost projections if we didn't have to?" asked one industry official, who noted that it took several years to prepare a bid and that the cost of doing so sometimes approached $600,000. No Help from Reagan Maritime's experiences with the hospital ship bid was just one example of why iqdustry officials had trouble believing that the administration was truly serious about doing anything to revive the American-flag merchant marine. There was a widespread perception that the administration wasn't being on the up-and-up, and that it wouldn't be terribly concerned if the industry were to quietly expire. Throughout the year, there were numerous occasions for the administration to assert its commitment to the industry, but it failed to do so. The most obvious chance occurred when the first half of the long-awaited report of the Merchant Marine/Defense Commission was finally released. It stated that the national security of the United States was being jeopardized by the unrelenting deterioration of the American-flag merchant marine. In other words, the hundreds of billions of dollars that the country was spending on the defense budget would be wasted unless this country had a reliable way of transporting its troops and ammunition overseas. Oops, Wrong War Former National Security Advisor Zbigniew Brzezinski alluded to this development on the Today Show. He pointed to a recently released study which stated that the United States had prepared itself for the wrong war. Brzezinski said that the major threat to the United States was not a nuclear attack by the Russians, but from regional conflicts involving countries like Iran and Nicaragua. Our conventional military capability, he said, would be the determining factor in an altercation with one of these countries, and it had been allowed to deteriorate. The Department of Defense had to relearn an important lesson about conventional weaponry when the United States became entangled in the Persian Gulf War. Despite this nation's costly and sophisticated naval equipment, the Navy was initially unable to offer protection to 11 reflagged Kuwaiti tankers because it did not have a minesweeper. Rubber BoatS The sight of Iranian revolutionaries holding the American Navy at bay with rubber boats and World War II vintage bombs did little to instill confidence in this nation's military buildup and helped to put the recently-negotiated INF Treaty in its proper perspective. The Persian Gulf War also underscored the institutional struggle between the executive and legislative branches (which has made resolution of many national problems all but impossible) by producing a heated debate over the proper interpretation of the War Powers Act. The maritime industry took no stand on this issue, leaving it to the administration and Congress to iron out their differences. Yet it was quite vocal in its hostility to the administration's decision to waive citizenship requirements onboard these vessels. This concern produced something rare in the industry: unity. By the end of the year, the maritime industry was able to persuade Congress to enact legislation closing up this loophole (H.R. 2598). Rep. Mario Biaggi (D-N.Y.) was instrumental in the initial stage of the fight to establish citizenship requirements. For many people in the industry one of the most telling point in the year came after Congress passed H.R. 2598. Representatives from the State Department and Department of Defense noted that this would upset the "deal we made with the Kuwaitis." Earlier that year, after the reflagging had been announced, a bitter and angry House Merchant Marine Committee had questioned administration officials about this very issue. It was told that ''no consideration'' had been made of t!ie economic impact of the reflagging. The administration had merely pointed out existing loopholes in the law, they said, and it was up to the Kuwaitis and the chartering company to decide what they would do about them. If there was any good news, it was that the war in the Persian Gulf never reached a crisis point, though at several times during the year it threatened to do so. That was not the case with the trade deficit, which continued to set record highs. Even though Congress and the administration had promised to make trade their "number one priority," no trade bill was passed. At the end of the year, the new Japanese prime minister paid a visit to the United States. Like Yasu Nakasone, his immediate predecessor, he promised action to open up Japanese markets to American goods. But the Americans had to be patient, he said. To many people, it sounded pretty much like the same old song. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1988 Description An account of the resource HEADLINES KUWAIT LOOPHOLE CLOSED BY NEW CITIZENSHIP LAW NEW DRUG RULES READY WWII SEAMEN WIN VETS CASE UNIFIED MARITIME INDUSTRY WAS KEY IN VICTORY MANNING TRENDS-CREWS SHRINK, DUTIES CHANGE SENATE BACKS ILO ACTIONS SEA-LAND BUYS 5 NEW SHIPS SIU’S NEW CAR CARRIER MAKES STOP IN HOUSTON NOMINATIONS INVITED FOR SEAMANSHIP TROPHY 1987 BUSY POLITICAL YEAR BRINGS SIU MAJOR VICTORIES ON CANADIAN TRADE AND U.S. CREWS SEA-LAND SEMINAR: BETTER MEAT FOR THE FLEET! GREEN WAVE CARRIES SPACE WINGS USNS ANDREW J. HIGGENS JOINS SPCPAC FLEET GOING FOR THE BIG ONE ON THE ASSERTIVE THE SIU IN WASHINGTON MARITIME ON DEFENSIVE TOO LITTLE, TOO LATE NO HELP FROM REAGAN RUBBER BOATS MILITARY WORK GROWS OOPS, WRONG WAR Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 1 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/46a2cdff3d90406b505f0ba73fee9fca.pdf be82392b794c7ed9dead1caa8b999483 PDF Text Text Official Publication ol the Seafarers International Union• Atlantic, Gull, Lakes and Inland Waters District• AFL-CIO Vol. so, No. 2 February 1988 DOD Claims U.S. Crews Would Hurt National Security Kuwaiti Tankers Win Waiver from Crewing Law What at first seemed like a sweet victory for the maritime industry turned into bitter defeat this month when the Department of Defense asked for, and was granted, a waiver exempting the 11 reftagged Kuwaiti tankers from U.S. citizenship crewing requirements. Maritime unions, Capitol Hill supporters and industry leaders reacted with outrage and threats of legal action. "We will explore every legal and legislative avenue open to us to reverse this arbitrary administration slap at the intent of Congress," said SIU President Frank Drozak. (See box) Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee, sug- gested that legal action be taken against the waiver. "I am confident that this action by the administration is unlawful. And, if I were a merchant seaman ready to serve aboard a reftagged vessel in the Persian Gulf, I would certainly sue and expect to win. I hope that those who represent merchant seamen who have been deprived of employment by this unlawful action will go to court," Jones said. In its waiver request, the Defense Department outlined no reasons for the crewing exemptions. It simply cited national security reasons. Under the terms of recently passed legislation requiring American ships to carry 75 percent unlicensed U.S. AFL-CIO Maritime Trades Unions Meet to Set '88 Legislative Goals BAL HARBOUR, Fla. . . . The administration's decision to waive American manning and citizenship requirements on 11 Kuwaiti tankers was unanimously condemned by the Executive Board of the 8.5 million member Maritime Trades Department of the AFL-CIO which met here Feb. 11-12 to set new legislative priorities. MTD President Frank Drozak had already gone on record as opposing the Feb. 9th waiver, which was announced by Defense Secretary Frank C. Carlucci. Drozak said that the move would ''do immeasurable harm to the maritime industry's continuing effort to meet the national security role that Congress had established'' for the Americanftag merchant marine. (See story on this page.) The Executive Board also reviewed its programs for the remainder of the 1OOth session of Congress, and vowed to make use of its extensive grassroots political action network of port councils to make its voice heard in the upcoming primaries and national election. The Board members analyzed the success that the MTD had during the past year in getting transportation removed from the provisions of the Canada Free Trade Agreement and in enacting H.R. 2598, the Fishing Vessel Anti-Reftagging Act. Special mention was made of the recent ruling awarding merchant seamen who sailed during World War II veterans' status. The MTD had initiated and led an eight-year fight to get the Department of Defense to change its opposition to this long-overdue recognition. Targetted for action during the remainder of this session of Congress were the following issues: the Omnibus Trade Bill, the development of oil reserves in the Arctic National Wildlife Reserve (ANWR), preserving the integrity of the Jones Act, shipbuilding, occupational safety and health, Social Security, minimum wage, Medicare, and implementation of recommendations contained in the Commission on Merchant Marine and Defense, which were aimed at reviving this country's declining sealift capability. AFL-CIO Secretary-Treasurer Tom Donahue addressed the meeting and told the Board members that they had to confront an institutional bias in order to get labor's message across to the public. Many people in positions of power in business, government and the media will never be able to comprehend ''Solidarity ... about the feeling it brings to a trade unionist when you see a fulfillment of it." Members of Congress addressed the meeting, including Sen. Howell Heflin (D-Ala.), Rep. Don Young (R-Alaska), Rep. Joe Moakley (DMass.) and Rep. Gerry Sikorski (DMinn.). crewmen and 100 percent American officers, waivers may be granted by the Department of Transportation. But when DOD requests such a waiver for "national security" reasons , the waiver must be granted. ''Time and time again, American seamen have been called upon to support our national defense requirements. They served honorably and reliably when called upon. ''To say now that American seamen on U.S. vessels undermine our national security is simply not supported by the record," Drozak said. The reflagged tankers receive American Navy protection in the Persian Gulf on their runs from Kuwait to mostly European ports. Iran and Iraq have been at war in the region for more than seven years. During that time planes and small boats from both countries have attacked shipping in the Gulf. More than 350 merchant seamen have been killed in those attacks. When the reflagging request was being debated on Capitol Hill, the representatives of Chesapeake Shipping (the American firm set up by the Kuwaiti's to handle the ships) said they would abide by American law concerning the crewing requirements, even if it meant using American crews. At that time the administration claimed that the ships would only have to carry an American captain because of a then-existing loophole in U.S. maritime law. The SIU and other maritime groups argued that interpretation was wrong, but to no avail. The tankers were allowed to operate with just the American captain. Later, U.S. radio officers were required on board. In the closing days of the last congressional session, an amendment was attached to H.R. 2598, a bill establishing citizenship requirements for fishing and fish processing vessels. The amendment called for citizen crews on all U.S . vessels. President Reagan signed it into law Jan. 11. At the time it was considered a victory for the merchant marine. But immediately rumors began that the Defense Department would ask for a national security waiver. It had until Feb. 11 to do so. While no one in the administration would comment publicly about a possible waiver, indications were it would be requested. In a letter to Secretary of Defense Frank Carlucci, Drozak strongly urged that no waiver be asked. He argued such a waiver would have adverse impacts on national security. ''The SIU believes such action is inappropriate and does immeasurable harm to the industry's continuing effort to meet the national security role Congress has established for it,'' he said. Following are excerpts from the letter: ''Waiver implementation by any government agency would be difficult to defend inasmuch as American merchant seamen have plied the world's sealanes with or without naval escort for 200 years. In war and peace, we have accepted our role as an integral part of American national security and have responded accordingly. One need only check the nation's military history records to determine the value of an American merchant fleet manned by citizen crews. The contributions American seamen have made over the years often go unnoticed, indeed decades may pass before the industry's irreplaceable efforts are recognized formally. Regrettably, it was only last month that the Department of Defense recognized the role American merchant seamen played in World War II, (Continued on Page 22.) Ins· e: WWII Seamen Victorious Page 3 /LO Measure Passes Senate Page NLRB raps McAllister SHLSS News s Page 10 Pages 11-14 �• res en's eport by Frank Drozak T HE maritime industry is coping with some drastic changes. The NMU has all but closed shop. The number of deepsea vessels flying the American flag continues to decline. Companies are merging their port facilities with their rail and trucking lines. The pace of change is expected to quicken this year. Unions that fail to adapt can expect to meet the same fate as the NMU, which was forced to merge with District 1-MEBA after U.S. Lines, its largest supplier ofjobs, filed for bankruptcy. * * * Change can be unsettling. Most of us in the maritime industry have grown used to a set routine. Yet that routine is gone forever, a victim of budget cuts, a worldwide depression in shipping, misguided U.S. trade policies and far-reaching technological advances. As your president, I have but one goal: to promote and protect your job security. And the best way to do that is to keep you informed of the facts so that you can take the necessary steps to remain employed, keep your benefits and upgrade your skills. Understandably, there are a lot of people in the maritime industry who don't want things to change. The only difference between them and me is that I am responsible for the wellbeing of the 80,000 members of our International Union. I don't have the luxury of being a Monday morning quarterback; if I fail to respond to changes in the industry, our members could wind up being stranded on the beach without jobs. Any time I find myself refusing to look reality in the eye, I think of the 3,000 NMU pensioners who have had their pensions jeopardized by the bankruptcy of U.S. Lines, or of NMU members in the engine department whose jobs may be eliminated so that District 1 members can remain employed. * * * There were a lot of disturbing developments last year. But none bothered me more than the sight of union leaders not being honest about conditions in the maritime industry. To give one example: licensed unions like District 1-MEBA told their mem- All graduates of the Merchant Marine Academy in Kings Point, N. Y. receive training in deck and engine. The Harry Lundeberg school is the first private maritime training center to set up multi-department training programs, which gives our members a competitive edge in manning. We have been running a series of articles in the LOG to explain these developments. If you have the chance, take a look at the story in this month's issue. (See page 5 .) bers that SMU contracts onboard military ships were "sweetheart" deals. They failed, however, to tell their members the following things: SMU contracts are competitive with those in the industry. * The lowest wage rates in the industry were on Top Gallant, a topto-bottom vessel of District 1-MEBA. At least one Top Gallant contract doesn't have any provisions for wage and pension contributions. They may be included at some later date, but they aren't there now. Both Top Gallant and MEBADistrict I PASS, a top-to-bottom organization, were formed to bypass unlicensed unions. Industry experts predicted that most American-flag companies would reflag unless there was some reform of the liner subsidy program. * One of the reasons that Congress has failed to enact a liner subsidy program is that it could not justify high licensed costs. (Some licensed officers make as much and more as the Congressman who oversee the subsidy programs.) * The licensed officers have a plan to cut costs: eliminate unlicensed jobs, especially in the engine department. The only new work being created in the maritime industry is n milit ry support vessels that have been contracted out to the private sector. * The MSC does not want to give up any of this work, and is actively trying to disrupt the industry's efforts to man military vessels. Several times last year, the MSC put vessels out to bid, only to bid on the work itself. The worst thing about this disinformation is that it makes it impossible for anyone to take inventory of what should be done. Drastic Changes In Shipping Companies and Maritime Unions. Who could have ever imagined an American-flag merchant marine without U.S. Lines, or that the NMU would cease to exist as a separate entity? Both both developments have come to pass. There are many new players in the game. APL and Sea-Land are vying for domination of what is left of the American-flag liner service. Neither of these organizations views maritime as a separate industry, but rather as an interdependent cog in a larger transportation network. As for maritime unions, look for new unions, and merged unions to be major players in the competition to sign up new military work. Also look for more established entities like the newly merged MEBA 1-NMU and the year-old Seafarers Maritime Union to concentrate their efforts in this field. * * * * * * Here, then, is a quick rundown of what I believe will be the major trends in the upcoming year. We may not like them, but it is imperative that we admit that they exist. Otherwise, we will be unable to mount an effective strategy. There Will Be Changes In Manning Scales. Many of these changes are already taking place. A number of companies have experimented with all-purpose crews and cross-utilization of departments. There Will Be Drastic Changes In Technology And Training. In order to survive, what's left of the American-flag merchant marine will incorporate advanced technology on new ships. This will mean an increased emphasis on training and education. Schools like our Seafarers Harry Lundeberg School are on the cutting edge of a major educational innovation in this country. But while most exist- * * * * * * * * * Our Shipping Procedures Will Be Overhauled. You can't run a 1988 Cadillac with a 1938 engine. Our shipping rules are 50 years old and entirely out of date. As Vice President "Red" Campbell announced at the membership meeting, the SIU is looking to implement some kind of national system of registration-a national hiring hall, so to speak. * * * ing educational facilities are geared toward training entrants into new job markets, or for retraining people once their jobs have relocated overseas, SHLSS is unique in that we are trying to save an existing American industry by encouraging technological advances through upgrading programs. In effect, we are in the vanguard of this nation's maritime trade war with Japan, Western Europe and the newly industrialized countries of the Far East. * * * There Will Be Changes In Our National Government. This represents a great opportunity for the maritime industry. Maritime was on the bottom of this administration's priorities. We now have the chance to elect someone who is more sympathetic to our needs. In addition, many of our efforts to represent our members have been hampered by the anti-labor policies of the present administration. The 1988 presidential and congressional elections give us a chance to turn things around. * * * We Are Not Alone: Maritime is not the only American industry to confront these changes, and seamen are not the only workers to look into new ways of doing things. Workers all across the country-in automobile plants, factories and even in high-tech service industries-are facing the same problems that we are facing. Members of the United Auto Workers Union have agreed to flexible work rules in exchange for guarantees of increased job security. This represents a drastic change in bargaining priorities. These changes have occurred because the challenges facing American workers are different. It is no longer possible to use the same old tactics. The post-war era was a golden age for American workers, especially seamen. But it is gone, perhaps forever. The name of the game today is survival. Anyone who tells you differently is either lying or is stupid. And yet, in all areas of change, there are great possibilities. Ifwe play our cards correctly, members of this Union have a chance to improve their working conditions and job security. But it will take patience, hard work, and above all else, solidarity. Anything short of that just won't work. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL..CIO February 1988 Vol. 50, No. 2 Executive Board Frank Drozak President I ~ Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I February 1988 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges. Md . 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md . 20746. �Vets Win Closes WW II For Merchant Mariners A little less than 43 years ago, American merchant seamen could rest a bit easier. World War II was just over and the deadly threats from enemy submarines, aircraft and mines disappeared. But none of the 250,000 men who sailed could have guessed that the final chapter of their war history would not be written until January 1988. That was when the Defense Department, under pressure from a federal judge, finally awarded the seamen veterans' status, which had been denied them for four decades (see January 1988 LOG). Now the only thing that stands between the surviving seamen (roughly estimated between 15,000-70,000) and veterans' benefits are government forms and paperwork. But the Jan. 21 decision does not mean that the WWII-era seamen will automatically receive a wide range of benefits, a Veterans Administration spokesperson told the LOG. Each benefit is decided on a case-by-case basis. Before anyone may apply for veterans' benefits, he must receive a discharge from the branch of the service for which he sailed (see accompanying box for details). All SIU ports have the discharge request forms available and the forms are available from the VA. After a seaman receives his discharge, he may then be eligible for a variety of VA benefits. The possible benefits range from medical care to pensions to guaranteed home loans to burial, the VA said. But eligibility for each benefit is not automatic. For example, the VA has what is called a "means test" to determine who qualifies for VA medical care. It takes into account income, assets and ability to pay. Some seamen could qualify for free medical care while others might be required to make some payments for the care, the spokesperson said. Also, some seamen could qualify for service-connected or non-serviceconnected disability pensions. But again, each case must be decided on its own merits. Like other organizations, the VA has no estimate of how many former seamen might qualify. Nor does it have an estimate of how long it may take to determine a person's qualifications for benefits. For the most part, reaction to the decision has been positive throughout the industry and in the press. "I'd have to say I was pretty elated, but I sure didn't think it would take so long," said Jim McCue who sailed on SIU ships as a wiper during the war. He retired in 1969 after becoming a chief engineer with MEBA-2. Ironically, McCue said, he and several friends began a short campaign in 1946 to persuade the government to grant the seamen veterans' status. "We wrote to the governors of New York and New Jersey and some senators, but after a few months we sort of gave up," he said. McCue, who sailed from 1942 until the end of the war, said he was one of the lucky ones. He was never wounded or had a ship shot out from under him. But he sailed in convoys where ships all around were blown from the water. One time on a Murmansk run, he said about 18 ships in his convoy were sunk. SIU Vice President "Red" Campbell is a World War II merchant sailor. He summed up the feelings of many of those seamen. "It's too late and too little," Campbell said. While he was pleased with the eventual outcome of the fight, he said he was "definitely angry" that it took so long. He was especially critical of some groups, such as the American Legion, who opposed veterans' status for merchant seamen. "We have guys who are more qualified and saw more action than some of those people who spent the war guarding a coal pile on Staten Island,'' he said. ''Roughly a quarter of a million Americans served in the merchant marine between Pearl Harbor and V-J Day. Some 5,662 of them died-a higher casualty rate than their counterparts in the Navy. The benefits to which their status entitles the survivors-including use of veterans' hospitals and burial in national cemeteries-are long overdue," an editorial in The Journal of Commerce said. Nationally syndicated columnist James J. Kilpatrick devoted an entire column to the merchant marine. ''The merchant seamen who served so bravely in that conflict finally are to get the recognition that injustice has so long denied them," he wrote. Marad Administrator John Gaughan said, "We are pleased that, with the granting of veterans status, the merchant marines' wartime credits are officially documented.'' "(It) is an extremely and long overdue breakthrough for our heroic seamen . . . It closes a dark chapter in our military history,'' said Rep. Walter B. Jones, chairman of the House Merchant Marine and Fisheries Committee. How to Apply Before any WW II seamen may apply for veterans' benefits, they must first obtain discharge papers by filing form DD-2168. Those forms are available at each SIU port office. Below is the explanation of the requirements to gain veterans' status and how to gain an Armed Services Discharge Certificate. Marad Administrator John Gaughan said, "It would be of definite assistance in processing their applications if they also send copies of their U.S. Coast Guard Certificates of Discharge or other evidence indicating the ships they served on and dates of service between Dec. 7, 1941 and Aug. 15, 1945." The Department of Defense suggests, ''Include any supporting documents which support your claim. Supporting material may include, but is not limited to, separation discharge certificates, mission orders, identification cards, contracts or personnel action forms, employment record, education certificates, diplomas, pay vouchers, certificates or awards, casualty information, and any other supporting evidence of membership and character of service performed.'' The SIU does not have individual shipping records prior to 1950. Application Instructions for an Armed Forces Discharge Certificate American Oceangoing Merchant Marine of WWII On Jan. 19, 1988, the Secretary of the Air Force, Edward C. Aldridge Jr., determined that the service of the "American Merchant Marine in W-Oceangoing Service during the Period of Armed Conflict, Dec. 7, 1941, to Aug. 15, 1945," shall be considered "active duty" under the provisions of Public Law 95-202 for the purposes of all laws administered by the Veterans Administration. Although technically not part of the United States Merchant Marine, Civil Service crewmembers aboard U.S. Army Transport Service and Naval Transportation Service vessels in oceangoing service or foreign waters are also included as parts of this approved group. To be eligible for Veterans Administration benefits, each member of the group must meet the following eligibility criteria: 1. Was employed by the War Shipping Administration or Office of Defense Transportation or their agents as a merchant seaman documented by the U.S. Coast Guard or Department of Commerce (Merchant Mariner's Document/Certificate of Service), or as a civil servant employed by the U.S. Army Transport Service (later redesignated U.S. Army Transportation Corps, Water Division) or the Naval Transportation Service; and 2. Served satisfactorily as a crewmember during the period of armed conflict, December 7, 1941, to August 15, 1945, aboard (a) merchant vessels in oceangoing, i.e., foreign, intercoastal, or coastwise service (46 USCA 10301 & 1050 I) and further to include "near foreign" voyages between the United States and Canada, Mexico, or the West Indies via ocean routes, or (b) public vessels in oceangoing service or foreign waters. Before an individual can receive any Veterans Administration benefits, the person must first apply for an Armed Forces Discharge Certificate by filling out a DD Form 2168 and sending it to one of the following offices: Merchant Marine: Commandant (GMVP-1112) United States Coast Guard Washington, DC 20593-000 I Army Transport Service: Commander U.S. Army Reserve Components Personnel & Administrative Center (PAS-EENC) 9700 Page Boulevard St. Louis, MO 63132-5200 Naval Transportation Svc: Naval Military Personnel Command (NMPC-3) Navy Department Washington, DC 20370-5300 SIU Featured on Public TV An innovative, 12-part television series entitled "Portraits of American Labor,'' has been produced for distribution in 1988 to public television and cable TV networks depicting the heritage and contributions of working men Hosted by Edward Asner, star of "The Lou Grant Show," the "Mary Tyler Moore Show," and "The Bronx Zoo," this new series provides a relevant and timely view of organized labor in the United States today that will educate, motivate and inspire both the millions of union members in the nation and the general public as well. The Seafarers International Union of North America is one of the halfhour programs scheduled. Forms are available from Veterans Administration offices, Merchant Marine veterans organizations, and from the offices listed above. February 1988 I LOG I 3 �Act Now or Pay Later Defense Report Outlines Steps to Rebuild Fleet If the United States doesn't start right now to rebuild its merchant fleet, drastic and expensive measures will be needed later. That's the gist of the recommendations just released by the presidentially-appointed Commission on Merchant Marine and Defense. The commission's role was to determine just how the U.S.-flag merchant marine could meet the nation's sealift and security needs. The commission's first report outlined the reasons why the merchant fleet, in its current state, would fall short in almost any emergency scenario. The main problems it pointed out were the shrinking number of ships and manpower and the lack of any coherent national maritime policy. The commission calls for seven steps to rebuild the U.S. fleet to meet defense needs. The recommendations range from the simple-defining a national maritime policy-to the more complex-promotional programs ranging from build and charter to subsidy reform. The commission warned that if action is not taken soon, the nation could be faced with the need to impose stringent commercial cargo preference laws and direct construction and operating subsidies. ''At one time or another during the past several years, the SIU has addressed the issues in the commission's second report. This Union is looking forward to working with Congress and the administration to implement these recommendations that could establish a well-rounded· maritime program that will guarantee a merchant fleet and shipbuilding base big enough to meet minimal national security needs for years to come," said SIU President Frank Drozak. Drozak pointed out that the recommendations in the report would be of "minimum cost but maximum benefit." He said he agreed with the commission's prediction that if action isn't taken soon, the cost down the line will be very high. ''Here is a chance to do something now. The condition of the maritime industry is no secret. In addition, defense planners and industry experts have been warning for years that there are just not enough ships and seamen to meet any major needs in a conflict,'' Drozak said. He praised the commission for declaring that the best way to meet defense needs is through a healthy and privately-owned merchant marine. ''The sealift component of the national defense effort must be solidly founded in a privately-owned commercial merchant marine, operating profitably in the domestic and foreign commerce of the United States and capable of carrying a substantial share of the United States' imports and exports, and in a shipbuilding industry with adequate ability to construct and repair the ships required for rapid expansion of the nation's sealift capability in time of war or national emergency,'' the commission said. "The problems of the maritime in- dustries are complex and pervasive. The solutions must be multifaceted and their implementation must be sustained consistently over time, must be all-encompassing, and must begin with the imposition of immediate measures. The nation as a whole should bear a major portion of the cost of revitalizing our maritime industries in order to enable those industries to play their required part in maintaining our national security,'' the commission said. "Let there be no doubt that this nation can no longer view the United States merchant marine and our maritime industries as 'nice to have'. A failure to revitalize the industries at this juncture may be a grave blow to the nation's security in the future," it said. Commission Chairman Jeremiah Denton said the recommendations are intended to "make it possible by 1990 to have established favorable trends in the capacity of our merchant marine to meet minimum security needs." eR co mendation Following are the recommendations made by the Commission on Defense and the Merchant Marine. These recommendations were taken from the commission's executive summary of their report. In its first report, Findings of Fact and Conclusions, dated Sept. 30, 1987, the commission found "clear and growing danger to the national security in the deteriorating condition of America's maritime industries." Subsequent developments have done nothing to change that conclusion; indeed, reactions to the report have underlined the severity and the urgency of the situation. In accordance with the mandate given to them in law, in this, their second report, the commissioners provide recommendations based upon the study that led to the first report. The commissioners make seven principal recommendations for legislative action, action by the executive branch, and action by the private sector: First, the commissioners recommend that, as the initial step in reversing the downward trend in the United States maritime industries, the president, by executive order, state a national policy. The policy should reaffirm the need of the United States for a strong merchant marine fleet and shipbuilding and ship repair industry, relate that need to national security and defense requirements, and assign responsibilities to the applicable federal agencies to take the requested actions. In their first report, the commissioners concluded that such a policy statement should include seven points, and they reaffirm that conclusion as part of the recommendation. For immediate effect, the commissioners recommend that the president issue a National Security Decision Directive to direct all federal departments and agencies to take all steps within their current authority and discretion to preserve and begin the rebuilding of the United States-flag merchant marine and its supporting United States shipyard industrial base. Second, the commissioners recommend that Congress and the administration act decisively and promptly during the second session of the lOOth Congress to complete ongoing efforts to develop and enact into law a meaningful Operating Differential Subsidy (ODS) reform package. The package should ensure more flexible and competitive United States-flag carrier service, remain within reasonable budgetary constraints, and function to sustain and expand the contributions of the commercial merchant marine to the strategic sealift capability of the United States. The package should allow authority for limited and controlled worldwide procurement of ships in parallel with implementation of new domestic commercial shipbuilding programs. Third, the commissioners recommend the immediate development and implementation of a "Procure and Charter" program. The program should be designed to develop preliminary and detail designs for commercially viable yet militarily useful dry and liquid cargo ships suitable both for mobilization requirements and for commercial service, should provide for the construction of prototypes, and should include multi-year construction and procurement of such ships. 4 I LOG I February 1988 The program should, additionally, include changes for laws that currently limit the length of government charters, and should provide for design and prototypes construction of mobilization ships optimized for military utility and speed of construction. The recommendation includes the possible construction of troop transports to be available as mobilization assets and for maritime training; continuation of improved versions of existing programs of support for domestic commercial ship construction; tariffreforms to assist the United States ship repair industry; and efforts to stimulate and promote the construction of military ships for foreign military sales. Fourth, the commissioners recommend that the congress and the administration act to create more equitable competitive conditions for the maritime industries by removing impediments to trade, either through negotiations or by the imposition of sanctions against foreign countries that discriminate against the United States, and that the administration incorporate the interests of United States-flag ship operators in trade negotiations. Further, the departments of Commerce and Transportation, along with other government agencies, should develop and implement programs to encourage United States firms to increase their participation in foreign trade; the Congress and the departments of Commerce, Transportation, and Treasury should develop programs to promote greater use of United States-flag ships by United States firms, including United States owned subsidiaries located overseas; and the executive .~ranch and Congress should strengthen and expand existing cargo reservation programs and legislation to include all government or government-impelled cargo in order to increase cargo availability for United States-flag ship operators and to stimulate merchant ship construction in the United States. The goal of the efforts should be the sustained growth of the percentage of American foreign commerce carried on United States-flag ships, from about 4 percent today to at least 8 percent within 10 years. Fifth, the commissioners recommend that the administration and Congress support and improve the existing cabotage laws (commonly referred to collectively as the Jones Act) and resist any attempts either to weaken or to eliminate them. Simultaneously, the administration and Congress should develop and implement measures to provide ship operators in the Jones Act trade with incentives to improve the quality and military utility of their ships and should, if the potential benefits are found to exceed the costs, extend the Jones Act to require the use of United States-flag tankers for any voyage beginning and ending within the United States 200 nautical mile Economic Exclusion Zone in order to preserve that essentially domestic trade for United States-flag militarily useful tankers and their United States citizen crews. In addition, the administration and Congress should retain and enforce the current laws that effectively prohibit the export of United States produced oil, and studies should be made of the costs and benefits of extending the Jones Act to the Virgin Islands and of extending the Jones Act to cover commercial activities. (Continued on Page 7.) �Effective Manning Is the Key to a New Revitalization Of the U.S. Maritime Industry This is the fourth in a series of commentaries on the changes that have taken place in shipboard manning and new concepts in manning and productivity. * * * On Nov. 2-4, 1987, the U.S. Maritime Administration hosted a conference at the Merchant Marine Academy in Kings Point, N.Y. which was attended by executives of nearly every major U.S. -flag shipping company, the Coast Guard and leaders of maritime labor organizations. The purpose: to take a frank and open look at the competitive position of the U .S.-flag maritime industry, particularly as it relates to shipboard manning. The conference was put together by Cornell University. In its announcement of and invitation to the threeday meeting, MARAD allowed as how both industry and some maritime unions have worked out manning innovations, but suggested that further adjustments are needed if the industry is to be competitive in the world market. Unfortunately, not all of maritime labor attended the meeting: it would have been helpful to have had their experience and insights expressed. The discussions were candid and open. And while none of those who attended agreed with all of the opinions and recommendations that were offered, it was important that all segments of our industry have an opportunity to discuss and debate their viewpoints. "Effective Manning" One general consensus that emerged from the conference, though not unanimous, was that competitive manning is a misleading label, and that the true focus of the conference should be on effective manning. And it was argued right from the beginning by SIU President Frank Drozak that effective manning does not mean smaller crews, but rather a more flexible and productive use of existing crews. All of the conference participants were aware of the renewed interest, particularly among the fleets of Norway, Holland and Japan, in general purpose manning and the cross-utilization of unlicensed crewmembers who would be responsible for safe navigation at sea as well as underway maintenance and repair work on deck and in the engineroom. Much of their focus centered on this concept of general purpose crews as one of the ways in which the industry can become more competitive. In their conclusions, however, all of those who attended the conference recognized that labor costs are only one element of the picture. While they concluded that the implementation of general purpose crewing and the use of riding crews could offer significant economic benefits to the shipowners by eliminating the need for expensive shoreside ''bicycle shops," they recognized two other significant factors: • The U .S.-flag maritime industry is in a unique position in that it has both commercial and national defense obligations. This means that to look only to reducing crew size to reduce operating costs runs counter to the national defense requirement for an adequate seafaring manpower pool. • Experience has shown that without enlightened government support in terms of both cargo and subsidy, U .S.-flag operators will never be able to compete against either the flag-ofconvenience fleets with their substandard wages and conditions, or against the heavily state-supported fleets of other maritime nations. Following adjournment, the conference established five on-going committees to further explore the issues raised during the sessions. Among the five is the Statutory and Regulatory Committee, chaired by SIU President Frank Drozak, Exxon Shipping President Frank Iarossi, and U.S. Coast Guard Rear Admiral John Kime. It will explore ways to reduce existing crossover and three-watch restrictions as they apply to underway vessel maintenance and repair. This committee will hold its first meeting March 1, and Drozak has urged all maritime labor organizations to attend and participate. The other committees which were set up are: Effective Use of Existing Manning, Multi-Unions, Get Cargo, and the Ship of the Future. In urging fuller participation in this dialogue, Drozak said: "In my judgment, all of us in maritime labor must take a hard and realistic look at the current state of our ailing industry. In order to compete in an increasingly hostile international world market, the U.S.-flag maritime industry is in need of responsible and effective governmental assistance. However, we also need to look at our own manning practices. One by one, our foreign competitors are moving toward a dual purposes shipboard crew to perform vessel operation and underway maintenance activities. This is what the committee intends to address: the role of flexibility in an effective manning environment.'' Drozak stressed that there are no hidden agendas, and that there needs to be full expression of ideas from all sectors of maritime labor. He said: "I do not pretend to have all the answers, nor do I know what the eventual outcome of these meetings will be. I do feel that on issues which affect manning it is my responsibility to assume an active role and to seek the comments and suggestions of the leaders of all unions, licensed and unJicenced. ,, . * * * This, then, is the trend. Whether we like it or not, changes they are 'acoming. We in the SIU have always faced the hard facts, and made the right decisions. We have been able to do this because our membership is informed and united. Another of our strengths has been that we have always participated in changes within our industry rather than avoid our responsibilities. Pretty much we managed to control our destiny, rather than be the victims of it. Senate Ratifies ILO Conventions With the backing of the SIU, the Senate, for the first time in 35 years, overwhelming ratified two International Labor Organization (ILO) conventions. Convention No. 147 sets up minimum worldwide standards for seafarers, and No. 144 establishes a tripartite consultation system of labor, management and government on matters relating to the ILO. "By ratifying these two conventions, the U.S. sends a clear signal that it intends to play a central role in the ILO efforts to raise living and working standards worldwide," said Stephen I. Schlossberg, director of the ILO's Washington branch. SIU President Frank Drozak praised the Senate's action. "The ILO is an important organization and it's gratifying that after so long, the U.S. can throw its support behind these conventions. The SIU and other unions have been active in the ILO for years and now with this, we can say the U.S. government is too." U.S. maritime law supersedes the minimum seafaring standards set up in No. 147. But enforcement of these standards could have a beneficial effect on U.S. seafarers by raising worldwide safety and pay standards and narrowing the cost gap between seamen from traditional maritime countries and those from the underdeveloped nations. In a statement prepared for the Senate, Drozak said: ''The SIU welcomes ratification of ILO Convention No. 147 since it constitutes an acceptable, albeit minimal, international standard for employment of seafarers on vessels engaged in maritime transport. The need for an international instrument on the maintenance of minimum standards on vessels cannot be disputed. Worldwide cases of abuse and criminal activity by unscrupulous shipowners who engage seafarers from countries with subsistence economies at very low wage rates and few other social advantages are widespread. "Cost savings achieved by ignoring standards at sea is a certain formula for human misery, unreliable crews and lost ships. Well-trained professionals will not accept such conditions of employment; that is the reason that most substandard vessels or vessels under fly-by-night registries are often manned by unskilled, poverty stricken nationals of developing countries for whom a job at sea appears to represent a chance for betterment, but which in fact often represents further impoverishment. ''The close relationship between safety at sea and conditions of employment cannot be underestimated. Vessels registered under traditional maritime flags have lower loss rates because of higher training standards and government enforced operating regulations. The stark contrast be- tween the limited losses among traditional maritime nations with high manning and safety standards and acceptable conditions of employment and the high-loss record of convenience registries with no crew restrictions and little or no safety and training enforcement is perhaps the most compelling reasons for ratification of minimal international standards as found in ILO Convention 147." ILO Deputy Director General David Taylor, ranking American official in the Geneva-based organization, hailed the Senate's "historically important" action while in the country on official business. "One cannot stress how crucial it is for the United States to show the rest of the world the importance the nation attaches to international labor standards," T_a ylor said. "This decisive action by. the Senate underscores the U.S. commitment to the ILO and its broad programs for human rights and progress." Pensioners The following SIU members have retired on pension: DEEP SEA Algonac Gerard A. Doering Houston Marion E. Beeching Jacksonville Antonio Llanes Mobile Jack A. Olsen New Orleans Virgil S. Alford, Jr. New York Standmore Bell Benjamin Freeman Humberto Ortiz Peter Semyk Seattle Pedro Cortez Peter E. Dolan SUPPORT SPAD February 1988 I LOG I 5 �• I e The W-2's have been mailed and April 15 may seem a long way away, but it has a habit of sneaking up. There have been some changes in the U.S. tax laws. Here, from the IRS are the important changes, also an explanation of long-trip tax problems Seafarers may have. Consult your tax booklet from the IRS for step-by-step filing instructions. Important Tax Law Changes These changes are a result of the Tax Reform Act of 1986. They apply to tax years beginning after 1986, unless otherwise noted. Reduced Tax Rates. Most of the rates have been reduced and the rate structure has been simplified; for 1987 there are only .five tax rates ranging from 11% to 38.5%. Increased Exemption Amount. For 1987 the deduction allowed for each exemption is $1,900 (up from $1,080). Increased Standard Deduction. The standard deduction (formerly the zero bracket amount) has increased for most individuals. Age 65 or Over or Blind? The additional personal exemption for individuals who are age 65 or over or blind is no longer allowed. However, if you were 65 or over or blind and you do not itemize your deductions on Schedule A (Form 1040), your standard deduction is generally more than that allowed to other nonitemizers. See Standard Deduction for Persons Age 65 or Over or Blind for details. Social Security Numbers of Dependents. If you claim any person age 5 or over as a dependent, show that person's social security number on your return. If your dependent does not have a number, see the instructions for line 6c. New Rules for Children and Other Dependents. If you can be claimed as a dependent on another person's return (such as your parents' return), the following rules apply: • You may have to file a return for 1987 if your gross income is more than $500. (See Children and Other Dependents for details.) • You cannot take an exemption for yourself. • Your standard deduction may be limited. (See Standard Deduction for Children and Other Dependents for details.) Increased Earned Income Credit. For 1987 the income limit is $15,432 and the credit can be as much as $851. See the instuctions for line 56 for more details. Repealed Tax Benefits. The following benefits are no longer allowed: • Dividend exclusion. • Capital gain deduction of 60% for long-term capital gains. 6 I LOG I February 1988 • a • Partial exclusion of unemployment compensation. • Deduction for a married couple when both work (Schedule W (Form 1040)). • State and local sales tax deduction. • Charitable contribution deduction for nonitemizers. • Income averaging method to figure your tax (Schedule G (Form 1040)). • Partial credit for political contributions. Maximum Tax on Capital Gains-28%. If you have a net capital gain, your tax may be less if you can use the Alternative Tax Computation on Schedule D (Form 1040) to figure your tax. See Part IV of Schedule D to see if you qualify. Filing Requirements. Generally, the amount of income you can have before you are required to file a return has increased. See Who Must File for the new income levels. Tax on Investment Income of Children Under Age 14. For 1987 children under age 14 who have more than $1,000 of investment income (such as taxable interest or dividends) will generally pay tax on such income at their parents' tax rate. The children's other income, if any, will be taxed at their own tax rate. See Form 8615 under the line 37 instructions. Alternative Minimum Tax. The tax rate has been increased to 21 % and several tax preference items have been added or deleted. See the instructions for line 49 for more details. Travel, Meal and Entertainment Expenses. Generally, only 80% of your qualified meal and entertainment expenses may be deducted. Meals do not qualify unless certain requirements are met. The rules regarding travel as education, luxury water travel, convention expenses and tickets for entertainment have also changed. Get Publication 463, Travel, Entertainment, and Gift Expenses, for details. Employee Business Expenses. Generally, your unreimbursed business expenses are allowed only as a miscellaneous itemized deduction on Schedule A (Form 1040) and only to the extent they exceed 2% of your adjusted gross income. Get Publication 463 for details. Individual Retirement Arrangements (IRAs). Generally, if you were not covered by your employer's retirement plan, you may still deduct up to $2,000 of your IRA contributions but not more than your earned income. However, if you were covered by a Tetirement plan at work, your IRA deduction may be reduced or eliminated. Nondeductible contributions may now be made to IRAs. See the instructions for line 24a and 24b for details. Moving Expenses. Moving expenses are allowed only as an itemized deduction on Schedule A (Form 1040). Medical and Dental Expenses. You may deduct medical and deRtal expenses that are more than 7.5% of your adjusted gross income. Self-Employed Health Insurance Costs. If you were self-employed, you may be able to deduct as an adjustment to income up to 25% of the amount paid for health insurance for you, your spouse, and dependents. See the instructions for line 25 for details. Tax-Exempt Interest Income. If you are required to file a return, any taxexempt interest income you received or exempt-interest dividends you received from a mutual fund or other regulated investment company must be listed on your return. See the instructions for line 9 for details. Interest Expense• Home mortgage interest on your residence is generally fully deductible. However, interest on a mortgage taken out after August 16, 1986, may not be fully deductible. See the Schedule A instructions for lines 9a and 9b for details. • For 1987 only 65% of personal interest (such as interest on car loans and credit card balances for personal expenses) is deductible. • Investment interest (such as interest on a loan used to buy stock) is generally deductible to the extent it does not exceed your net investment income. A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September 1986, paying off in January 1987, would have all the five months' earnings appear on his 1987 W-2 even though his actual 1987 earnings might be less than those in 1986. There are ways to minimize the impacts of this situation. For example, while on the ship in 1986, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1986 income. Unfortunately, this raises another complication. The seaman who reports these earnings in 1986 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these Personals For more details, see the Schedule A instructions for lines 9a through 13 Allocation of Interest Expense. Whether your interest expense is subject to the new limits that apply to personal and investment interest depends on how and when the loan proceeds were used. Special rules apply in determining the type of interest paid on loan proceeds deposited in a personal account (such as a checking account). For more details, get Publication 545, Interest Expense. Other Changes. The rules regarding the following items have also changed: • Depreciation and section t 79 deduction (get Publication 534, Depreciation). • Office in the home (get Publication 587, Business Use of Your Home). • Tax treatment of scholarships (get Publication 520, Scholarships and Fellowships). Additional Information. If you want more information about these and other tax law changes, get Publication 553, Highlights of 1987 Tax changes, or Publication 920, Explanation of the Tax Reform Act of 1986 for individuals. earnings in 1986, he will have to pay the full tax on them with his return, at 11 percent or upwards, depending on his tax bracket. The earnings will show up on his 1987 W-2. The seaman then, on his 1987 return would have to explain that he had reported some of his earnings in 1986 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets the refund . . Ths procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache. PRESERVE UNION BENEFITS Al Stewart Please pick up your gear in Las Vegas. -Mike Klepies Steven Cornwell Please get in touch with Samuel and Gloria Moore. Very important. (301) 843-8325. KEEP ON BUYING AMERICAN \ �Cheaper by the Dozen-Sea-Land Buys Econships Seafarers will crew the world's largest containerships starting next month if Sea-Land's proposal for the 12 former U.S. Lines Econships meets government approval. Sea-Land bought the 12 giant vessels earlier this month. They had been idle since U.S. Lines declared bankruptcy in 1986. Reports are that the company paid about $13-14 million per ship. The Korean-built containerships originally cost about $47 million each. An unusual aspect of the deal is the chartering agreements Sea-Land en- tered into with two foreign-flag companies, the British Trans-Freight Lines (TFL) and the Dutch Nedlloyd Lines. In addition to chartering space on each ship, TFL will time-charter three ships and Nedlloyd two. But Sea-Land will own and manage the five time-chartered ships and each will fly the U.S. flag and carry U.S. crews. The new ships, which will be called Atlantic class vessels, will operate on three routes--between American North Atlantic ports and the United Kingdom and Northern Europe; between the U.S. East Coast and the Mediter- Coast Guard Budget Cuts Could Have Safety Impact Ship traffic in New York Harbor, Valdez, Alaska and New Orleans is going to become a little trickier in April. That's when the Coast Guard, faced with a $100 million budget cut, will close its Vessel Traffic Service in those ports. In addition to those closings, the Coast Guard will be forced to close nine search and rescue stations, cancel all routine search and rescue patrols and curtail its drug interception program by 50 percent. Fourteen marine safety offices will be shut down and eight others will face reductions. More than 1,000 people will lose their jobs by September. There is a move afoot in Washington to restore some of the money to the service's budget, but it has met some opposition. The curtailment of the drug smuggling interceptions has caused a stir. Routine Coast Guard patrols accounted for about 90 percent of the arrests the service made for smuggling. Those arrests accounted for the seizure of more than half all the cocaine seized last year. The effect on New York Harbor traffic could be large. Currently the Coast Guard monitors about 700 vessel movements a day by radar, radio and television in the busy port. If the Vessel Traffic Service is closed, all merchant ships, tugs and ~erries will (Continued from Page 4.) conducted within the 200 nautical mile Economic Exclusion Zone. Sixth, the commissioners recommend that the Department of Defense, in conjunction with the Federal Maritime Commission and the Maritime Administration, change the method for solicitation for procurement of ocean transportation services to a stable rate system based on the established tariff rates use for commercial shippers. The commissioners also recommend that the Department of Defense and the Department of the Navy review all policies, instructions, and take appropriate actions to correct and balance the effects of the implementation of programs to the maximum extent allowed by law. Seventh, the commissioners recommend that the federal government initiate and spearhead a joint public and private effort to improve business efficiency by elimination of unnecessary rules and regulations, by identification of areas for improvement of efficiency and productivity, by advancing intermodalism, and through development and interchange of ideas. That effort should take the form of the creation of ''Task Forces'' on American Maritime Efficiency, on American Shipyard Efficiency, and on Intermodal Transportation Policy and Development. The commissioners also recommend the encouragement of cooperative and shared research and development funding efforts between the maritime industries and government, and the establishment of a Department of Transportation sponsored program for industry interaction and industry and government consultation. In addition, the commissioners believe that efforts must be continued to define and validate the requirements for strategic and economic support sealift, and to specify the resources existing or needed to meet the requirement. To that end, the commissioners have stated several specific areas for examination by the Department of Defense and the Department of Transportation. Finally, regarding possible future recommendations, the commissioners underscore the alarming deterioration in the maritime industries and emphasize the need for immediate action. If sufficient progress cannot be made by both industry and government, there may be no alternative to more drastic and less efficient measures, including the imposition of cargo reservation measures on commercial cargoes. The commissioners reaffirm their belief that the sealift component of the national defense effort must be solidly founded in a privately owned commercial merchant marine operating profitability in the domestic and foreign commerce of the United States, and in a shipbuilding industry with adequate ability to construct and repair the ships required for rapid expansion of the nation's sealift capability in time of war or national emergency. ranean and between U.S. Gulf and South Atlantic Ports and the Mediterranean. Sea-Land is expected to transfer its D-9s to the company's Pacific routes and move other ships in its fleet around. There is also indication the older C4s may be laid up. SIU President Frank Drozak said Sea-Land's purchase of the ships would not increase the total number of jobs with Sea-Land but could improve job security by strengthening the company's economic position. The company plans to modify each ship to increase its speed from 16 to 19 knots. One of the criticisms of the ships when U.S. Lines operated them was the slowness of the vessels. Also, the ships will be modified to carry more 20-foot containers and reefer boxes. Built originally to carry 4,200 TEUs, the three carriers have agreed to limit the ships' capacity to 3,400 TEUs. The Federal Maritime Commission must approve the plans for the chartering agreements, and indications are the commission will do so. WWI I Historian Seeks Help Captain Arthur R. Moore, World War II Merchant Marine historian, is looking for survivors of the following ships in an attempt to find out more details of their loss. He would especially like to find the names of the four or five men lost when the Cassimir went down. MS Oregon, sunk in collision with USS New Mexico (17 men lost off Oregon) on Dec . 10, 1941. MS Cassimir, sunk in collision with Grace Line SS Lara on Feb. 26, 1942. SS Dixie Sword, sunk in a gale on Nantucket Shoals on Feb. 12, 1942. SS Brazos , sunk in collision with HMS Archer on Jan. 13, 1942. SS San Jose, sunk in collision with SS Santa Elisa on Jan. 17, 1942. Capt. Moore can be reached at: Rt. #1, Box 210, Hallowell, Maine 04347. have to rely on each other to avoid mishaps. The Coast Guard said that normally about two-thirds of the ships keep in touch with the voluntary tracking service each day. In b d weather almost all ships use the service. The Coast Guard also plans to decommission two ice breakers, close the Chicago Air Station and phase out its Curtis Bay Yard near Baltimore, Md. Burial at Sea Foote, MC&S Stalwart Dies The crew of the SS Galveston (SeaLand Service) assembled on the fantail Oct. 1, 1987 to bid farewell to an old shipmate, George Laurence Foote. Foote, 76, died Sept. 6, 1987 in Portland, Ore. Before his retirement, the former Marine Cooks and Stewards Union official was a patrolman in the port of San Francisco and a port agent in Portland. He sailed in the steward department in all capacities-on passenger and cargo liners alike. The entry in the Galveston's log for Oct. I reads: On this day at 1527 while at latitude 49°-20'N and longitude 126°52'W, the SS Galveston was stopped to lay to rest at sea the remains of an old shipmate, George Laurence Foote, in 74 fathoms of water. The crew was mustered on the fantail for final words of farewell. rhree long blasts were sounded on the ship's whistle. The service at sea was arranged by his son-in-law, Chief Mate C. Tinsley. Foote is survived by his wife, Genevieve K. Foote. Former Marine Cooks & Stewards patrolman and port agent George Laurence Foote was buried at sea by the crew of the Sea-La.nd Galveston. February 1988 I LOG I 7 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco T HE Great Lakes maritime industry has all but come to a standstill with the onset of winter. Many Great Lakes seamen use this time to upgrade; I use it to take inventory. All in all, it was a good year for maritime up here. The Great Lakes Task Force, led by Mel Pelfry of District 2, was in the forefront in the fight to get transportation excluded from the provisions of the Canada Free Trade Agreement. Had we not been successful, the future of the entire U .S.-flag fleet would have been jeopardized. Activity on the Lakes was up slightly from last year. In addition, the heads of the port facilities in this region made great progress in marketing the Great Lakes maritime industry. Few people outside the region understand how central the maritime industry in this region is to this country's economic and security interests. Industry in the Great Lakes has been traditionally recognized as ''The Arsenal of Democracy.'' American ships and American seamen make that arsenal readily transferable .o verseas. The economic well-being of the Midwest is tied to its maritime industry, and vice versa. One of the unresolved issues facing the industry is the deterioration of the St. Lawrence Seaway. If the Great Lakes maritime industry is to reach its full potential, then the Seaway must be renovated. One of the big issues facing shippers in this region is user fees. We continue to oppose the imposition of any additional fees, especially since shippers here have to pay for the upkeep of the St. Lawrence Seaway. The dredging industry received a boost in the arm from enactment of the Port Development Act. Yet the shipbuilding industry has continued to deteriorate at an alarming rate. Unfortunately, it does not receive an equitable share of the Department of Defense shipbuilding dollars. Only 3 percent of the Navy's construction budget is spent here. One of the most satisfying developments of the past year was the ability of American and Canadian seamen to work together on issues of importance. The SIU of Canada played an instrumental role in our success on the Canadian Free Trade issue, and a growing number of their members are using our training facilities in Piney Point to upgrade their skills. The issues facing seamen today travel across international boundaries; the movement toward flag-of-convenience registries in developed countries makes it imperative that we continue to forge strong ties with our counterparts abroad. 8 I LOG I February 1988 {;;;.. East Coast by V.P. Leon Hall S IUNA Vice-President Jack Caffey has been appointed to the six-man executive board of the New York State Federation of the AFL-CIO. This gives the SIU a strong voice in formulating grassroots policy. The group is busy preparing for the upcoming presidential election. In addition, it takes a stand on local issues, many of which are important to our members. Right now the committee is studying the problems facing retired workers in the region. They are looking into such complex issues as housing and health care. These are important issues to many of our pensioners in the area. No one can walk into the Brooklyn hall without seeing the familiar faces of George Alexander and Joe Powers, retired SIU members who played an important role in many of this Union's early beefs. Our retired members are quite proud of the decision to grant veterans status to seamen who served in World War II. The fact that the federal government dragged its heels for 43 years does not diminish the honor. Vietnam veterans did not need a memorial to validate their patriotism; correspondingly, with or without recognition from the Department of Defense, merchant seamen who served in World War II would have been heroes. Still, the honor is welcome and long overdue. Columnist James Kilpatrick said it best when he wrote , "merchant seamen wrote a valiant chapter in the history of warfare at sea ... most of them will get only a flag and a headstone in a military cemetery ... (but) at last they are to be counted as veterans." Government Services by V. P. Buck Mercer T HE OMB Circular A-76 Program, the process by which private steamship companies can bid on the right to operate MSC ships, has had a drastic, adverse effect on the Military Sealift Command. So much so that in their determination to stay in the bid war against private operators, MSC has come up with a Management Efficiency Study of Cable Operations Ships that calls for (1) crew reductions, (2) licensed officers doing unlicensed crews work, (3) cafeteria-style feeding, (4) change in working hours and (5) elimination of most overtime, as well as other recommendations that if put into practice would change the entire concept of the working order of the maritime industry. Throughout their efficiency study, MSC refers to changes that have been accomplished in the commercial industry. However, MSC failed to mention that changes in the commercial maritime industry came about because of new mechanized equipment and through negotiations-and were agreed to by the companies and the unions involved. The same can be said of shipboard maintenance where their study has knocked out maintenance billets and expects licensed officers to do the work that rightfully belongs to unlicensed personnel. Cafeteria-style mess facilities that have been recommended and put into practice by MSC are in evidence on the USNS Albert J. Myer. We have reports that sanitation aboard that ship has been forgotten and that when the vessel left the shipyard, the salad bar was left on the dock. The USNS Neptune, which has yet to go to the shipyard for cafeteria modifications, is feeding cafeteria-style with crewmembers trepsing through the galley in order to pick up their food. By using the cafeteria-style concept, MSC figures to reduce steward department personnel as well as eliminate most overtime payments to remaining stewards. Here again, while commercial steamship companies did reduce steward personnel by virtue of cafeteria-style feeding, overtime payments increased considerably. Their recommendations also included reductions in deck and engine officer personnel as well as the unlicensed crew, while requiring watch personnel, officers and crew to perform work while on watch. The smart boys who sit in their ivory towers in Washington D.C. and do these efficiency studies and make their recommendations probably have never been in a cable tanker pulling 21-quad cable for a watch. These highly-paid efficiency experts use the old meat-ax approach in their recommendations in an attempt to reduce overhead costs of about 2 million dollars per year, all at the expense of their marine personnel. If, indeed, all these recommendations were put into practice, just how long does MSC think their manpower pool would remain loyal to MSC? If MSC deserts their marine personnel, it follows that their marine personnel will leave MSC. Gulf Coast by V.P. Joe Sacco T HE most striking thing about the 1988 presidential election is that the 13 declared candidates have agreed on only one thing: education. Every single expert agrees that the United States can remain competitive in international markets only by improving the quality of its educational facilities. I have studied most proposals in this area and have found them lacking. Almost all the studies deal with traditional educational facilities. Yet the question remains, how do you save beleaguered American industries by improving the quality of education? What is the correlation? Most existing schools are geared to train students before they enter the marketplace, or to retrain them after an industry relocates overseas. Very few focus their attention on improving the skills of their students so that an American industry can remain competitive. That is why I believe that schools such as the Harry Lundeberg School represent the next stage in the development of American education. Our mission is unique: to train our workers so that they can enable an American industry to survive. Progress has been slow but steady. It is hard to believe, but 20 years ago the Harry Lundeberg School was nothing more than a series of empty barracks. The officials of this Union built the school the hard way, with their own hands. I spent months dredging the channels of the St. George's River so that sophisticated maritime training facilities could be anchored at the school. Each pier was nailed one board at a time; and the same was true of the curriculum. Today, we have a school which boasts some of the finest maritime facilities in the country. The Army and Navy come to Piney Point to make use of the Haaglund Crane. Our simulator is the most advanced you can train on. We have some of the finest instructors in the world. An upgrader who takes Refrigeration with Eric Malzkuhm is receiving an education second to none. Still, it is the responsibility of every upgrader to make the school work for him. It is up to you to define your goals; to understand conditions in the industry so that you can adequately prepare for them. No one else will do it for you. In order to protect their job security, seamen today have to be able to operate in both the deck and engine departments. Cross-utilization is a fact of life. So are computers and sophis(Continued on Page 19.) �profiles In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Joseph E. Brennan Rep. Thomas C. Sawyer W T ITH the exception of one area, all of Maine's most populous and Democratic counties lie in the 1st District-including Portland, Maine's largest city, and Augusta, the state capital. Representing this district in the 1OOth Congress is Joseph E. Brennan (DMaine), born and raised in Portland. Brennan served two years in the U.S. Army and then graduated from Boston College with a degree in economics. He returned to Maine to receive his law degree from the University of Maine Law School in 1963. Brennan started his political career in 1964, serving three terms in the Maine House of Representatives. He left the legislature in 1970 for two years after winning the election as district attorney for Cumberland County and then returned to the legislature, serving one term in the Maine Senate. Following two years as the state's attorney general, Brennan was elected governor of Maine, serving two, fouryear terms. In his 1982 re-election, Brennan became the first Democrat since the Civil War to win every Maine county in a gubernatorial election. As governor, Brennan served three terms on the National Governors' Association Executive Committee. He also served as 1982 chairman of the New England Governors' Conference and co-chairman of the New England Governors-Eastern Canadian Premiers. He began his second term by pushing successfully for partial repeal of a tax indexing initiative and in 1984 won passage of an expensive educational package. One issue in the legislature at that time was worker com- Rep. Joseph Brennan pensation. While there was widespread agreement among state officials that the cost of the program had to be reduced if Maine were to remain an attractive site for business, there was a split among the Democrats on how to proceed-and Gov. Brennan riled organized labor at that time by advocating a series of changes that limited worker benefits. In his first term as congressman from Maine, Brennan was named deputy Whip for the House Democrats and was appointed to the House Armed Services Committee. He also serves on the Merchant Marine and Fisheries Committee and is one of 83 members of the Congressional Maritime Caucus (established in 1984 by House Merchant Marine and Fisheries Chairman Walter B. Jones, to recruit congressional members and to educate both members and staff about the plight of the U.S. Merchant Marine). Last summer at the Maine Fishermen's Wives Annual Blessing of the Fleet, Brennan said, "A fisherman's work is hard, dangerous, and incredibly important to our economy and our way of life in Maine. I want to listen to your concerns and do what I can to help the fishing industry in my new role as a member of the House Merchant Marine and Fisheries Committee.'' SUMMARY ANNUAL REPORT FOR GREAT LAKES TUG AND DREDGE PENSION FUND HE rubber capital of the worldthat's the 14th district of Ohio. For located within the district's confines are the corporate headquarters of the Goodyear, Goodrich, Firestone and General Tire companies, as well as major trucking firms and defense contractors. And representing the 14th districtone of the most democratic districts in the state-is Thomas C. Sawyer (DOhio), a lifelong resident of Akron. Sawyer received a B .A. and M.A. degree from the University of Akron. After graduation, he taught in the public school system and later served as an administrator at a state school for delinquent boys. In 1976 he ran successfully for the Ohio House of Representatives. As chairman of the House Education Committee, Sawyer provided leadership in Ohio's educational policies and represented the House on the Board of Regents for the governance of higher education. He distinguished himself with a record of achievement in economic development, health and human services, public utility reform, tax reform, statewide budgeting and civil service law. With a good record behind him, Sawyer was elected mayor of Akron. Under his administration, the city improved budget practices, boosted the delivery of police, water, sewer, health, highway and other municipal services, and was the only major city in Ohio not to ask for a tax hike during his term of office. (In fact, under the Sawyer administration, property taxes in the city of Akron were actually lowered.) Rep. Thomas Sawyer In January 1986, Sawyer announced his candidacy for the 14th congressional district seat being vacated by retiring Congressman John Seiberling. In his first countywide race, Sawyer won the Democratic party's nomination with more than 49 percent of the vote in a tough eight-way primary contest-and then won the general election with 54 percent over a popular two-term county prosecutor. Upon his election to the U.S. House of Representatives, Sawyer was named to the Committees on Education and Labor, Government Operations, and the Select Committee on Children, Youth and Families. He also was elected a member of the Executive Committee of the powerful Democratic Study Group, the oldest legislative support organization in Congress. Among the pieces of legislation sponsored or co-sponsored by Rep. Sawyer is H.R. 1958, which he introduced last spring. H.R. 1958, the Critical Skills Improvement Act of 1987, would allocate $400 million to math and science education in our high schools. It passed the House by a vote of 401 to 1 and was the first major piece of legislation sponsored by a freshman member to be passed by the lOOth Congress. it funded in accordance with the minimum funding standards of ERISA. YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: This is a summary of the annual report of the Great Lakes Tug and Dredge Pension Fund EIN 13-1953878 for the year ended Dec. 31, 1986. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). BASIC FINANCIAL STATEMENT Benefits under the plan are provided by the Trust. Plan expenses were $567 ,341. These expenses included $135 ,033 in administrative expenses and $432,308 in benefits paid to participants and beneficiaries. A total of 527 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $11,843,247 as of December 3 I, I 986, compared to $10,540,242 as of January I, I 986. During the plan year the plan experienced an increase in its net assets of $1,303,005. This increase included unrealized appreciation in the value of pfan assets; that is, the difference between the value of plan assets at the end of the year and the price the plan originally paid for those assets. The plan had total income of $1,748,997, including employer contributions of $232, 138, employer contributions of $83 ,055, gains of $652,082 from the sale of assets, and earnings from investments of $781,722. MINIMUM FUNDING STANDARDS An actuary's statement shows that enough money was contributed to the plan to keep 1. 2. 3. 4. An Accountant's reports Assets held for investment Transactions in excess of 3 percent of plan assets Actuarial information regarding the funding of the Plan. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Leo Bonser, who is the Plan Administrator, 5201 Auth Way, Camp Springs, MD 20746 (301) 899-0675. The charge to cover copying costs will be $1.80 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan at 5201 Auth Way, Camp Springs, MD 20746 and at the U. S. Department of Labor in Washington, D. C., or to obtain a copy from the U. S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclo ure Room, N4677, Pension and Welfare Benefit Programs, Department of Labor, 200 Constitution Ave., N.W., Washington, D.C. 20216. February 1988 I LOG I 9 �m~~-«:. ~~m:=fa::;·::·,;·:-::=--~ml;::o~~"~·~~·"-~g·:~·";t1~l'!!!:m1!:m:~~I ... ... ~~~ n New i ~·: fu /fo hargeA redge .; 1 ; NLRB Charges McAllister With Unfair Labor Practice SIU boatmen who have been on strike against McAllister Brothers Towing operations in three ports are a step closer to winning that fight. The National Labor Relations Board has issued unfair labor practice charges against the company for the way it bargained before a strike began last October. The NLRB upheld the Union• s charges that McAllister, which employed about 150 tug crewmen in Baltimore, Norfolk and Philadelphia, refused to provide the financial information needed by the Union so it could conduct its bargaining with the company. The company, which operates as McAllister Brothers in Norfolk and Philadelphia and as Baker-Whiteley in Baltimore, claimed during the negotiations that its financial problems were forcing it to demand large concessions from the Union. Louis D'Amico, NLRB regional director in Baltimore, said the board's investigation into the SIU' s charges showed the company had failed to provide the Union with ''the information needed to bargain intelligently in light of the position taken by the company." The complaint issued by the NLRB also said the strike ''was caused by and/or prolonged by the unfair labor practices." "This is a big victory for us," said SIU President Frank Drozak. "The NLRB went through an entire investigation and found enough evidence to issue a complaint.'' The next step in the process will be a June 20 trial in front of an administrative law judge. If the judge upholds the complaint, McAllister could be forced to take back all the striking workers and award back pay. Pensioners The following Inland members have retired on pension: Baltimore Jerome J. Lukowski Joseph E. Mazurek Houston James W. Carroll Jr. Jacksonville Robert C. Teabout New Orleans Stanley Guidry Norfolk Myron T. Lupton Francis P. O'Connell Carroll L. Smith Binford L. Snead Philadelphia George W. Wothers 10 I LOG I February 1988 When the strike began, McAllister replaced the SIU crews with scabs in all three ports. Currently the strike against McAllister continues in all three ports. This is the second time in recent years McAllister has run afoul of the NLRB for unfair labor practices. In 1984, 26 Baker-Whiteley crewmen in Baltimore were fired after the company was sold to Outreach Marine. The SIU charged Outreach was a "sham company" created simply to evade a contract with the Union. After more than two years and favorable decisions from the NLRB, an administrative law judge and finally a federal appeals court, McAllister was ordered to take back the boatmen and pay the crewmembers for their lost wages, about $2 million. The company did take them back to work, but has yet to pay any of the settlement. Now these same boatmen are on strike again. SIU VP Mike Sacco (third from left) reads the fuU book oath to (I. to r.) Frank Schlechter, Daisy Guy, Sacco, Dee Puraze, Terry Talley and Dave Carter. The swearing in took place in New Orleans. Dispatchers Report for Inland Waters JANUARY 1-31, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT New York ... . .................... . Philadelphia Baltimore .................... ..... Norfolk .......... .... . ........... Mobile ........................... New Orleans . . ..................... Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ........................ Seattle ................... ........ Puerto Rico .......... ....... ...... Houston .......................... Algonac .......................... St. Louis .................... ..... Piney Point ........ ...... .......... Totals ........................... • ' • • o • o o t t t Io o 0 o o o o o • • • Port New York ......................... Philadelphia ....................... Baltimore ......................... Norfolk . . . . . . . . . . . . . . . . ....... ... Mobile ........................... New Orleans ....................... Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco ...................... Wilmington ........................ Seattle ........................... Puerto Rico ....................... Houston .......................... Algonac .......................... St. Louis ......................... Piney Point ................. ..... .. Totals ........................... Port New York ......................... Philadelphia ................ ....... Baltimore ......................... Norfolk .......................... Mobile ........................... New Orleans ....................... Jacksonville ..... ........ .......... San Francisco ...................... Wilmington ........................ Seattle ......... .. ......... ....... Puerto Rico ...... . ................ Houston .......................... Algonac ..... ........... .......... St. Louis ............. ............ Piney Point ........................ Totals ........................... Totals All Departments ... ........ ..... 0 1 0 1 6 0 15 39 0 0 4 0 6 0 0 3 22 0 0 81 0 0 2 0 4 0 0 1 17 1 0 41 0 2 0 0 1 1 6 0 10 0 0 3 0 2 0 25 0 0 6 20 0 0 18 0 16 0 0 2 3 0 0 65 0 0 0 3 0 1 4 0 35 0 0 0 0 0 0 43 0 0 0 0 0 1 5 0 32 0 0 3 0 0 0 0 0 4 68 0 0 58 0 51 0 0 6 46 1 0 41 234 0 0 0 0 25 0 0 0 0 0 42 0 0 21 0 8 0 0 0 29 4 0 0 0 0 0 1 0 10 0 0 0 0 4 0 4 1 104 20 0 0 0 0 0 1 0 3 ENGINE DEPARTMENT 0 1 0 15 0 0 0 0 0 0 0 1 13 0 0 30 0 0 0 10 0 0 0 0 4 0 2 0 0 0 0 0 0 12 0 0 18 0 0 0 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 4 0 0 15 0 0 0 0 0 1 0 0 20 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2 STEWARD DEPARTMENT 0 0 0 0 0 0 3 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 fr 0 44 0 29 0 0 3 35 0 0 1 136 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 12 0 0 36 0 0 15 0 1 16 0 9 0 0 0 19 0 0 0 0 0 0 0 0 1 0 60 5 0 0 0 0 0 0 0 4 0 0 8 0 0 0 0 1 0 0 0 11 1 0 23 0 0 14 0 0 0 2 13 10 5 108 41 4 134 73 29 98 55 47 478 205 29 1 1 0 1 0 0 0 9 8 0 1 0 0 0 1 0 0 9 0 0 0 0 0 0 0 0 0 41 0 0 0 0 0 18 1 0 0 0 10 0 12 0 0 0 11 0 0 0 0 0 0 0 0 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. �Pride, confidence, Hope for the Future: SMU Member Praises SHLSS Training Steady progress-that is what characterizes SMU member Carson Jordan's years of hard work as a seaman. Having been introduced to a life of seamanship through the SIU as a 1972 trainee here at the SHLSS, Mr. Jordan worked his way up the ladder, first as messman, then seaman, dayman, AB, and finally in 1978 earned his first third-mate's license. Last year, Mr. Jordan became permanent second mate on the motor vessel Sea Lion (American Transport Lines). To sharpen his skills required for this new position, he returned to SHLSS at the end of 1987 for a three-day refresher course to earn his Radar Renewal certificate. Mr. Jordan had taken radar at King's Point, N.Y., but stated that it simply could not compare with the SHLSS course. He enthusiastically exclaimed: "Here (at Pi- ney Point) working with the radar in tandem with the ship simulator, you get a totally realistic portrayal of what it is like handling a ship. This is technology-it's here today and here to stay!" Currently, his ship. is making runs to South America, going as far south as Argentina, transporting refrigerated container cargo. Mr. Jordan says that the more skills and knowledge he can obtain, the more confident he becomes in being able to do his job effectively. He finds himself having to work with the local, Portuguese-speaking longshoremen; consequently he simply cannot tell them how he wants things done-he must show them himself. ''We have brand new automated cranes which I must show them how to operate. In supervising these longshoremen in unloading the SMU member Carson Jordan takes the Radar Renewal class at SHLSS (December 1987). reefer boxes, I'm the one responsible for the cargo until it hits the dock. Therefore, I make sure that the job is done properly and safely." This particular work prompted him to return to Piney Point for upgrading at the beginning of 1988 for the Refrigerated Container course. As one can see, Mr. Jordan is a motivated man who is looking to the futurealways upgrading his skills to satisfy the demands of the job at hand. Licensed as a Master in Freight& Towing, l,OOOtons, oceans, Mr. Jordan's goal now is to become a first mate. We are confident he will succeed! The SIU can be proud of the SHLSS community of administrators, workers, upgraders, and trainees who have demonstrated their selfless desire to help others by giving blood. Wintertime has traditionally been a time of low-level blood reserves around our nation. Now, there is an especially acute shortage due to the misconception that you can contract AIDS from giving blood. There is no way that can happen, because sterile equipment and disposable needles are used for each individual donor. The Red Cross bloodmobile visited Piney Point last October and collected 32 units of blood which turned out to be an excellent response rate of 90 percent. Since the blood donor drive was such a success, the Red Cross bloodmobile is returning to the SHLSS this month on February 9. And so, wherever you live, you know that there most probably will be a critical need for blood. Please contact your local Red Cross to find out which blood types are in critical supply in your area, and then volunteer to "Give the Gift of Life. " ~ Rocky Miles, SHLSS employee, donates blood. February 1988 I LOG I 11 �HLSS cours crad a our Apologies ... In our last issue of the Seafarers' LOG (Jan. '88), two seamen were inadvertently left out of their class photo (SIU Bosun Recertification 9/29/87) due to a scheduling discrepancy. We apologize to Seaman Robbynson H. Suy (left) and Seaman Richard Brown (right) for this oversight. Left to Right: Tommie Lewis, Kirk Dutton, Brean Lindsley, Luis Arevalo. Second row: Calvin W. Mosley, Brook Ruxton, Mira Gnoinska, Scott Loehr, William Trates. Left to Right: Ricardo Bustamante, Lisa Criate, Johnny Guzman Jr., Jay Fuqua Jr. Second row (L. to R.): Ben Cusic (Instructor), Gerald Kirtsey, Michael Riley, John Johnson, William Stack, James Tolan Jr. Robbynson Suy Richard Brown Left to Right: Nikolaus Keydel, Dwayne Kemsey, Earl Castain, Michael Kelley, Darren Walker, Walter Berey. Second row (L. to R.): Ben Cusic (Instructor), Todd Hileman, John Clifford II, Christopher Derra, Kenneth Lusk, Jerome Williams, Andre Keller, Gary "Doc" Walker, Boyd Waddell. ~Left to Right: Patrick Helton, Liz Leech, Ben Cusic (Instructor). Ronald Lawrence (in front). Left to Right: Raymond Young, Al Fraser, Benjamin Wells, John Gouthro, Jim Shaffer (Instructor), Leonard Fahey. ~Front row Left to Right: Donald Morrish, Paul Wisdom, Steyne Samuel. Second row: Rufus Haddock, Theodore Carey, Conrad Spence, Danny Robinson, Roger Proulx. ~Left to Right: Mary Annetta Fitzger- Left to Right: Robert Muzzell, Wayne Rendell, Stan Burton, Carl Hicks, Marcel Laroche. Second row: John A. Shaw, Paul Graham, Alvin Mallett, Charles Walsh, Shawn Leonard, Marven Springer. 12 I LOG I February 1988 ald, Claude Gatien, Bibiane Belleftour, Monique Suprenant. Second row: Benoit Desjardins, Donna Burton, Jane Williams (Instructor), Pierre Cote, Cecile Johnston, Carrie Ann Carey, Irma Mann. Third Row: Victor Ravenau, Nancy Susan Kimber, Henri Jacob, Jacques Poggi. �1988 Upgrading Engine Clpgrading Courses Course Schedule Course Check-In Date Completion Date QMED *Sealift Operations & Maint. April 4 July 5 June 23 July 15 Pumproom Maint. & Operations *Sealift Operations & Maint. March 21 May2 April 29 May 13 Variable Speed DC Drives • Sealift Operations & Maint. March 14 April 25 April 22 May 6 The following is the current course schedule for March 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. Welding Sealift Operations & Maint. March 14 April 11 April 8 April 22 For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Welding • Sealift Operations & Maint. April 18 May 16 May 13 May27 Diesel Engine Technology • Sealift Operations & Maint. April 18 May30 May 27 June 10 Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as possible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Electro-Hydraulic Systems • Sealift Operations & Maint. May 9 June 20 June 17 July 1 Hydraulics • Sealift Operations & Maint. June 6 July 5 July 1 July 15 The course schedule may change to reflect the membership's needs and the needs of the industry. Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Open-ended (Contact Admissions Office for Starting Date) SIU Representatives in all ports will assist members in filling out the application. *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. Deck Clpgrading Courses Check-In Date Course Recertification Programs Completion Date Able Seaman Open-ended (Contact Admissions Office for starting date)* First Class Pilot (Organized self study) Open-ended (Contact Admissions Office for starting date) Celestial Navigation June 27 July 29 Radar April 4 April 15 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Course Check-In Date Completion Date Steward Recertification November 2 December 7 Adult Education Courses Course Check-In Date Completion Date Admissions Office for starting date) For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks in length and offered on the following dates: Third Mate & Original Second Mate April 18 June 24 High School Equivalency (GED)· Lifeboat March 7 April 4 May 2 May 30 June 27 March 18 April 15 May 13 June 10 July 1 May 2 July 5 August 29 October 31 June 13 August 15 October 10 December 12 Adult Basic Education (ABE) & English as a Second Language (ESL) May 2 July 5 August 29 October 31 June 10 August 13 October 7 December 10 Radar Recertification Open-ended, 1 day (Contact Sealift Operations & Maint. Open-ended (Contact Admissions Office for starting date) LNG - (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) Self Study Safety Course The Developmental Studies Class (DYS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) *Upon completion of course must take Sealift Operations & .Maintenance. Steward Opgrading Courses Course Check-In Date Completion Date Assistant Cook Open-ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date)* *All students in the Steward Program will have 2 weeks of Sealift familiarization at the end of their regular course. April 11 April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course June 6 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. College Programs Scheduled for 1988 Check-In Course Date Associates in Arts or Certificate Program March 21 May 23 August 8 October 17 Completion Date May 13 July 15 September 30 December 9 February 1988 I LOG I 13 �.......................................................................................................................................... • ... , Name , ~,, . eaf arer H rr L n eberg Sc ol o pgrading Appl1ca ion ~ eaman h"p , • ... . L. i (first) (Last) (City) (State) Deep Sea Member D Date of Birth (Middle) Mo./Day/Year Telephone ---~~----­ (Zip Code) (Area Code) Inland Waters Member D Lakes Member D Pacific D If the following imformation is not filled out completely your application will not be processed. Social Security#-------- Book #_ _ _ _ _ _ Seniority______ Department _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Home P o r t - - - - - - - - - - - - - - - - Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ No D (if yes, fill in below) Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) No D (if yes, fill in below) Have you attended any SHLSS Upgrading Courses: D Yes Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __;__ _ _ _ _ _ _ _ _ _ __ __ _ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training _ _ _ _ _ _ _ _ _ _ _ Primary Language Spoken _ _ _ __ _ __ __ _ _ I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK 0 AB/Sealift O Towboat Operator Inland O Celestial Navigation O Master Inspected Towing Vessel D 1st Class Piiot (organized self study) D Third Mate o Radar Observer Unllmlted ALL DEPARTMENTS D Welding D Llfeboatman (Must be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD ENGINE D FOWT 0 QMED-Any Rating O Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrlcal Maintenance o Pumproom Maintenance & Operation o Automation O Refrigeration Systems Maintenance & Operations O Diesel Engine Technology D Assistant Engineer/Chief Engineer Un Inspected Motor Vessel 0 Orginal 3rd/2nd Assistant Engineer Steam or Motor O Refrigerated Containers Advanced Maintenance 0 Hydraulics O Electro·Hydraulic Systems D Assistant Cook Utility 0 Cook and Baker D Chief Cook 0 Chief Steward * O Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree O Certificate Programs ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equivalency Program (GED) O Developmental Studies {DVS) 0 English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourse lf for the course(s) requested. You must also submit a COPY of the first page of your un ion book ind icat ing you r department and seniority, as we ll as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is rece ived . VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _______________________________ DATE ~~~~~~~~~~~~~~ RETURN COMPLETED APPLICATION TO: Rev. Seafare rs Harry Lundeberg Upgrading Center, Piney Point , MD. 20674 2188 ..-.-..-.......................................................................................................................... -...- 14 I LOG I Febru ary 1988 ............\ ~:::;..~ �------------------- ------- Help A Friend Deal With - Alcoholism and Drugs I I I l ~ Addicts don't have friends. Because a friend wouldr.;GJ let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fell ow Seafarer who has an addiction problem is just as easy-and just as important-as I~---------~---------------------~ steering a blind man across a street. All you have to do I Addictions Rehabilitation Center is take that Seafarer by the arm and guide him to the II I am interested in attending a six-week program at the Addictions Union's Addictions Rehabilitation Center in Valley Lee, l Rehabilitation Center. I understand that all my medical and counseling Md. Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you 'II be showing him that the first step back to recovery is only an arm's length away. l I II records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name .. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · Book No. · · · · · · · · · · · · · · : I Address ........................................................ . I 1 (Street or RFD) lI l (Zip) Telephone No. I 1 (State) (City) Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301 J 994-()() JO I L--------------------------'·---------------------------------' February 1988 I LOG I 15 �S the 1988 school season begins, it's not too early for high school seniors to start thinking about college. For dependents of Seafarers and Boatmen the financial burden of college can be greatly eased if they win an SIU scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Seafarers Welfare Plan. For dependents, four $10,000 scholarships are offered. But the Scholarship Program is not exclusively for dependents. A $10,000 award and two $5,000 scholarships are available to active Seafarers and Boatmen. Also, when there are exceptionally qualified Seafarers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $10,000 award to an active member. The Scholarship Program was begun in 1952 to help members and their children achieve their educational goals. Several years ago it was named after Charlie Logan, a labor consultant and arbitrator who died in 1975. He helped establish the Seafarers Scholarship Program and then worked hard to keep it strong and growing. A Seafarer Requirements Seafarers and Boatmen who are applying for scholarships must: • Be a graduate of high school or its equivalent. • Have credit for two years (730 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment on a vessel in the sixmonth period immediately preceding the date of application. • Have 120 days of employment on a vessel in the previous calendar year. Pensioners are not eligible to receive scholarship awards. Dependent Requirements - Dependents of Seafarers and Boatmen who apply for a scholarship must be unmarried, under 19 years of age, and receive sole support from the employee and/or his or her spouse. Unmarried children who are eligible for benefits under Plan # 1 Major 16 I LOG I February 1988 Don't Wait! Apply Now For 1988 SIU College Scholarships Deadline - April 15 Medical are eligible to apply for a dependent's scholarship up to the age of 25. Each applicant for a dependent's scholarship must: • Be unmarried at the time application is made. • Be under 19 or 25 years of age (whichever is applicable). • Be eligible for dependent benefits under the Seafarers Welfare Plan. • Be a graduate of high school or its equivalent. The applicant's parent must: • Have credit for three years (1,095 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment in the six-month period immediately preceding the date of application. • Have 120 days of employment in the previous calendar year. The last two items above covering worktime requirements of the applicant's parents do not apply to applicants who are the children of pensioners or eligible deceased employees. Must Take SAT or ACT For both active members and the dependents of eligible members, the scholarship grants are awarded on the basis of high school grades and the scores of either College Entrance Examination Boards (SAT) OR American College Tests (ACT). The SAT or ACT exam must be taken no later than February 1988 to ensure that the results reach the Scholarship Selection Committee in time to be evaluated. For upcoming SAT test dates and applications, contact the College Entrance Examination Board at either: Box 592, Princeton, N.J. 08540 or Box 1025 Berkeley, Calif. 94701, whichever is closest to your mailing address. For upcoming ACT test dates and applications contact: ACT Registration Union, P.O. Box 414, Iowa City, Iowa 52243. Scholarship program applications are available to active members or their dependents at any SIU hall or through the Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced in May 1988. The deadline for submission of applications is April 15, 1988. �Di8es~ of Sh~ps COVE TRADER (Cove Shipping), January 8--Chairman Mark Davis, Secretary Norman Johnson, Educational Director F.J. Acord. No disputed OT. The ship will pay off on Jan. 11 in Philadelphia. The chairman reminded crewmembers to support SPAD in order to help the Union get more jobs. The secretary noted that the Cove Trader sailed from Valdez, Alaska to Los Angeles short one steward. There was also some problem regarding fresh stores. The educational director urged qualified members to take advantage of the sealift training at Piney Point to expand their job potential-as well as the other upgrading courses available at the school. A motion was made to eliminate the permanent job status for stewards, bosuns and pumpmen-and make them rotary shipping only. A new washer and dryer are still needed after three months. And several men need new mattresses. Other complaints are that the VCR (a hand-me down from the engineers) is in poor condition; a microwave oven is needed in the messroom, new chairs in the crew lounge, a slicing machine in the galley, and the steward needs a typewriter. Next port: Marcus Hook, Pa. GROTON (Apex Marine), December 20-Chairman Neil Matthey, Secretary Marvin Deloatch, Educational Director S. Simpson, Deck Delegate Edwin Ortega, Steward Delegate Felix Camacho. No disputed OT. The chairman reported that the ship will pay off in Stapleton, N. Y. He urged all crewmembers to contribute to SPAD in order to help the Union fight for a stronger merchant marine. The secretary reminded members to take advantage of the courses available at Piney Point and upgrade for a better paying job. He noted that college courses are also part of the school's curriculum, and there are some very good instructors who take a sincere interest in each member. A motion was made concerning permanent job status for emergency relief. If a permanent person onboard a ship must return home due to sickness or death in the family and it is before his vacation is due, he should be allowed to take extra time off without losing his job. It was felt that this rule would create more jobs for members. It will be referred to the Negotiating Committee for the next contract. A vote of thanks was given to Steward Marvin Deloatch and Chief Cook Felix Camacho for a very good Thanksgiving dinner. The steward department, in turn, thanked the entire crew for their cooperation. Next port: Stapleton, N.Y. OMI CHARGER (OMI), December 13Chairman Frank Schwarz, Secretary T. Smith, Educational Director W.L. Yarber, Deck Delegate Mark S. Downey, Engine Delegate William L. Smith, Steward Delegate Junious Harris. No beefs or disputed OT. There is no money in the ship's treasury, but enough money was collected for cassette tapes for the VCR. Oil was loaded in Skikda, Algeria for Boston. The chairman thanked all those crewmembers who helped clean the tanks in preparation for taking on the oil. One problem on voyage 167 was the lack of mail-none was delivered in Tunisia, Gibraltar or Algeria. A problem also has arisen in that the crew can't send a telegram without a credit card. Next port: Boston, Mass. OVERSEAS NATALIE (Maritime Overseas), January 3-Chairman Ray Todd, Secretary P. Ray, Educational Director H. Meredith, Steward Delegate Eddie Jackson. Some disputed OT was reported in the deck department, and requests for clarification were made in the engine and steward departments. The ship will pay off Jan. 8 in Corpus Christi, Texas. A patrolman was requested to deal with the beefs. One big problem has to do with the taking on of stores. The ship is getting 15day stores for 30-day trips-and has been way short on food, linen and detergent. tlee~lln•s ROVER (Ocean Carriers), January 1~ Chairman Robert Wilson, Secretary E. Harris, Educational Director T. Woerner, Deck Delegate Bill Lewis, Engine Delegate George Darney, Steward Delegate James Nolan. Some disputed OT was reported in the deck department, and a number of beefs were aired from the steward and engine delegates. The engine department has been short one QMED for more than two months. The company hired two men from Singapore for a three-month period to fill in-and the crew is concerned as to why they can't have American seamen on this ship. The steward department ex- weren't really clear on the importance of SPAD. It was also a time to become acquainted with the new agreement. The ship's secretary said he was happy to report that since the conversion to a 12man SIU department on the Sea-Land Explorer, there have been no major beefs, and each trip has been a smooth one. A motion was made to abolish all gangway watches. The chairman explained the possibility of the vessel going to the shipyard in May and that members should prepare themselves for such an eventuality. The steward department was given a vote of thanks for a job well done. SEA-LAND INNOVATOR (Sea-Land Service), January 3-Chairman V. Ardowski, Secretary R.C. Agbulos, Educational Director Rev. L. Allen, Deck Delegate John Houlihan, Engine Delegate AR. Lang, Steward Delegate N. Rodriguez. No beefs STAR OF TEXAS (Seahawk Management), January 17-Chairman B. Cronan, Secretary J. Fletcher. No beefs or disputed OT reported. The chairman noted that it was a good trip with an excellent crew and that some necessary work was completed. He advised all eligible members to take advantage of the upgrading classes at Piney Point and also to take part in SPAD and the Union's political activities. The secretary instructed the crew to read the LOG to keep up with what's going on in the maritime industry. On Dec. 21, the Star of Texas' chief cook died at sea. Condolences were sent to his daughter. Thanks were given to the steward/banker and his assistant for a wonderful holiday meal. And a commendation was given to Brother Mike Mulharan for his efforts to "help our radio officer" in Rotterdam. A minute of silence was observed in memory of "our departed brother, Tom Brown." Next port: Philadelphia, Pa. STONEWALL JACKSON (Waterman), December 6---Chairman C.T. Lineberry, Secretary Courtney Rooks, Educational Director C.E. Hemby. No beefs or disputed OT. This was a good trip, according to the chairman. The movie fund is finally in the black-with $125. All those who are getting off were reminded to return linen to the steward and to give their keys to the bosun or steward. The educational director noted the availability of a new movie on firefighting and CPR. He also suggested that members might want to chip in and donate a couple of dollars to buy a heavy-duty broiler for the pantry since the present toaster is on its last legs. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Newport News, Va. - Official ship's minutes also were received from the following vessels: The Ponce's four-man steward department at work: Virgilio Rivera, steward assistant; Jorce Josem, crew messman; Refael Evans, chief cook, and Norman Duhe, steward. pressed frustration at the sloppiness and lack of cooperation from the rest of the crew in bringing back their dirty dishes to the pantry and helping keep the rec room and messhall clean. One question was brought up: If you are on a ship and do not have a chance to pay your Union dues, does this affect your application to go to Piney Point for upgrading? Members also wanted to know if they would get a bonus for going into the Persian Gulf? Next ports: Diego Garcia, Singapore, Subic Bay. SAM HOUSTON (Waterman), January 16-Chairman H. Leake, Secretary J. Moody, Educational Director P. Walker. No disputed OT or beefs reported. There is about $70 in the ship's fund to be used for recording movies for the video machine. The ship will pay off upon arrival in Newport News, Va. Jan. 18. The chairman said that it was a good trip. He reminded members of the need to support SPAD. He also stressed the importance for eligible SIU members to upgrade in their line of work so that more qualified seafarers will be available for better jobs within the Union. He also asked that support be given to those politicians who intend to support the maritime unions. A new washer and dryer are needed aboard ship. If anyone needs a new mattress, they should inform the steward as soon as possible. A vote of thanks was given to the steward department for a job well done-especially the holiday meals. SEA-LAND EXPLORER (Sea-Land Service), January 3--Chairman LC. Cope, Secretary W. Hawkins, Educational Director T. Kroneck, Deck Delegate Robert Smith, Engine Delegate Frank White, Steward Delegate George Whiting. Disputed OT was reported in the deck and engine departments. A collection for the ship's fund will be taken up at payoff. The ship's chairman will be on hand to collect all donations. The chairman explained to the new crewmembers what SPAD is all aboutwhere the donations go and why it is important to contribute. The information was well received because a few members or disputed OT. It was a good trip. The chairman reminded all hands to practice safety and fire prevention at all times and to take advantage of the upgrading courses that Piney Point has to offer. A suggestion was made to raise more money to purchase additional tapes for the VCR. John Mahoney, AB, was injured during undocking in Kobe, Japan. He was not hospitalized until the ship arrived in Kaohsiung, Taiwan and found that he had some fractured bones on one of his feet. His relief reported aboard in Kobe. Next port: Long Beach, Calif. AMERICAN CORMORANT ARCHON BALTIMORE BAY RIDGE COVE LEADER FALCON PRINCESS 1ST LT. BALDOMERO LOPEZ MOKU PAHU MARINER OMI COLUMBIA OMI HUDSON OMI MISSOURI OVERSEAS ALASKA OVERSEAS ARCTIC OVERSEAS OHIO OVERSEAS VIVIAN PANAMA PONCE PRIDE OF TEXAS SEA-LAND ADVENTURER SEA-LAND CONSUMER SEA-LAND DEVELOPER SEA-LAND ECONOMY SEA-lAND ENDURANCE SEA.UNO EXPRESS SEA-LAND FREEDOM SEA-LAND INDEPENDENCE SEA·LAND LARK SEA-LAND LEADER SEA·LAND LEGION SEA·LAND LIBERATOR SEA-LAND LIBERTY SEA·LAND PIONEER SEA-LAND VENTURE SGT. MATEJ KOCAI( THOMPSON PASS ULTRAMAR USNS TRIUMPH Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, March 7 .................... 10:30 a.m. New York .......... . .... Tuesday, March 8 .................... 10:30 a.m. Philadelphia .............. Wednesday, March 9 ................. 10: 30 a.m. Baltimore ................ Thursday, March 10 .................. 10:30 a.m. Norfolk ................. Thursday, March 10 .................. 10:30 a.m. Jacksonville .............. Thursday, March 10 .................. 10:30 a.m. Algonac ................. Friday, March 11 .................... 10:30 a.m. Houston ................. Monday, March 14 ................... 10:30 a.m. New Orleans ............. Tuesday, March 15 ................... 10:30 a.m. Mobile .................. Wednesday, March 16 ................ 10:30 a.m. San Francisco ............ Thursday, March 17 .................. 10:30 a.m. Wilmington .............. Monday, March 21 ................... 10:30 a.m. Seattle .................. Friday, March 25 .................... 10: 30 a.m. San Juan ................ Thursday, March 10 .................. 10:30 a.m. St. Louis ................ Friday, March 18 .................... 10:30 a.m. Honolulu ................ Thursday, March 17 .................. 10:30 a.m. Duluth .................. Wednesday, March 16 ................ 10:30 a.m. Jersey City ............... Wednesday, March 23 ................ 10:30 a.m. New Bedford ............. Tuesday, March 22 ................... 10:30 a.m. February 1988 I LOG I 17 - �r •Ip g T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DU ES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. NOW YOUR RIGHT L ~KNOW- YOUR 'RIGHTS . CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of thi constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges. trials. etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The consricution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. - CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 18 I LOG I February 1988 KNOW YOUR RIGHTS EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU . These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to ~hich he is entitled, he should notify Union headquarters. patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective member hip. This established policy has been reaffirmed by member hip action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy i vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SlU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarter~. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such ohjects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force, joh discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 <lays of the contribution for investigation and appropriate action and refund. if involuntary. Support SPA D to protect and f urthcr your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The add~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, · 1d. 20746. �Vice Presidents (Continued from Page 8.) ticated technology. There is a new maritime industry out there, and we have to adapt. West Coast by V. P. George McCartney T HE first memorial Paul Hall lecture will be given Feb. 18-19 on the Queen Mary Hotel in Long Beach, Calif. The topic of the two-day seminar will be the Shipping Act of 1984 and the fate of the American liner industry. Hosted by the Paul Hall USC Sea Grant Program of the University of Southern California, the seminar will bring together some of the most important names in maritime. Paul Hall was to this Union what Harry Lundeberg was to the Sailors Union of the Pacific and what Joe Curran was to the National Maritime Union. He was one of the towering figures of the modem seamen's movement. He was my friend and my mentor-a complex man who had many interests and a seemingly infinite capacity for growth. The SIU today is a product of his vision and strength. Until his death in 1980 of a cancerous brain tumor, his name was synonymous with the SIU. His childhood was filled with illness and crushing poverty. He lived to see the Union he helped establish become one of the bedrocks of the maritime industry. He will be remembered for many things, but chief among them are the folJowing: the Merchant Marine Act of 1970, the Cargo Preference Act of 1954, the establishment of the Seafarers Harry Lundeberg School of Seamanship, organizing drives such as Isthmian and Cities Service which put this Union on the map. At the age of 14, Paul Hall was forced to leave home and seek employment. He boxed men twice his age for a quarter a fight. He hoboed. He lugged groceries from sun-up to sun-down. He sent every extra penny he earned home so that his mother and younger brother could eat. His first big break came when he decided to ship out. He often told friends that he owed everything to the maritime industry for giving him the chance to make something of himself. As bad as conditions were in the maritime industry 50 years ago, they were infinitely better than the ones Paul Hall had to cope with as a fatherless transient roaming a South plagued by economic collapse. He had a Southerner's sense of the extended family. When he joined the merchant marine, seamen became part of his bloodline. Even after he became maritime's leading spokesman, every old-timer was his brother and every trainee his son. When Paul Halljoined the merchant marine, it was in a state of turmoil. The International Seamen's Union had just broken up; Joe Curran had just established the National Maritime Union. Like Harry Lundeberg, who founded the SIU, he had profound philosophical differences with Joe Curran. After World War II, Hall took the A&G District that Lundeberg had founded and transformed it into the leading maritime union in the country. While poverty cut short his formal education, it did not cut short his lifelong quest for knowledge. During World War II, he sailed as an oiler, even though he had received a second engineer's rating. Years later, when he would take time to talk to a trainee or upgrader, he would discuss the war years and his second engineer's rating: ''I sat for my second engineer's license because I wanted to prove to myself that I was as good as any s.o.b. onboard ship. I never had any intention of sailing as a licensed engineer. I liked being down in the foes 'I too much to leave it. For me, a poor Alabama boy with only eight grades of educa- tion, getting that endorsement was just something I had to do. It was a test of my will." During the war, thanks to his good friend Bill McKay, he was appointed to his first important union positiondispatcher in Baltimore. Within six short years, he organized Isthmian and Cities Service, the two largest unorganized shipping companies in the maritime industry. By 1950, he had transformed the SIU into a leading voice in maritime. Magazines as different in style as Fortune and Reader's Digest ran articles on him, describing his as a "six foot blondish Viking who stands out physically, morally and intellectually.'' Most of the early publicity about him centered around his efforts to curtail the power of organized crime on the waterfront, efforts which made him a favorite target of would-be assassins. Despite the threats against his life, he pressed on, for he felt that the corruption on the waterfront robbed seamen of their dignity. The '50s were productive years. His main enemies, in no particular order, were the NMU, organized crime, the shipowners and Congress. By most people's accounts, he fought all to a draw or better. By 1957, the SIU had materially raised the standard of living of seamen. During that year, the Pete Larsen clinic opened in the port of Brooklyn; seamen saw their first private rooms onboard containerships. The welfare plan was in full swing, and a pension plan was not far away. In 1957, Hall was chosen to succeed Harry Lundeberg as the president of the Seafarers International Union of North America. By the early '60s, he was chosen to the executive council of the AFL-CIO and had established the Union as a potent force in Washington. He helped the SIU weather the incredible transformation in technology during the 1960s. His main accomplishment during that time was the establishment of the Seafarers Harry Lundeberg School in 1967. The capstone to his career was passage of the Merchant Marine Act of 1970, which earned him the nickname "the father of the modem Americanflag merchant marine.'' Despite its limitations, this was the single most important piece of maritime legislation to be enacted in the post-war era. ------Deaths-----The SIU has been notified of the deaths of the following deepsea members: Enrique S. Alvarez Clarence J. Baker John P. Carrigan George L. Esteve omas Joel Nathan Goldfinger Roy Lee McCannon Thomas Mojica Herman Rogge Joseph Righetti William Schnitzel Ramon R. Sierra Franciszek Szwestka Adolph F. Vante illip Wolf Ferdinand Greeff Wladislow Grohulski Juan Gomez Carl Harcrow Jr. l:,awrence L. Haun Luis Hernandez Charles J. Hickox Robert Keith James uie E. nman Joseph Lambert Sr. We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: address. Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. SIU & UIW of N.A. Address Correction Department 5201 Auth Way _ Camp Springs, Maryland -20746-9971 -----------------------------------------------------------PLEASE PRINT HOME ADDRESS Date: _ _ _ _ _ _ _ _ __ Social Security No. Phone No. ( ) Area Code Your Full Name Apt. or Box# Street Book Number 0 SIU City 0 UIW State 0 Pensioner ZIP Other-------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - This will be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. (Signed) _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ --------~----------~---------------------------------------J February 1988 I LOG / 19 �CL L ....... NP -Company/Lakes -Lakes Directory of Ports Dispatchers Report for Great Lakes -Non Priority JAN. 1-31, 1988 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac .. ................. 0 18 9 DECK DEPARTMENT 0 4 4 0 25 Port Algonac ................... 0 19 0 ENGINE DEPARTMENT 0 6 0 0 13 0 5 STEWARD DEPARTMENT 0 0 0 6 2 30 ENTRY DEPARTMENT 0 0 0 0 24 3 68 6 Port Algonac ................... 0 Port Algonac ................... 0 Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Glass CL Class L Class NP 11 4 Totals All Departments ........ 0 72 3 0 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month. "*"Registered on the Beach" means the total number of men registered at the port at the end of last month. HEADQUARTERS 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea ....... JANUARY 1-31, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco. . . . . . . . . . . . . Wilmington .............. Seattle .......... .. ..... Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. Port New York ............... Philadelphia .............. Baltimore ............... Norfolk .......... ... .... Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ......... ....... Piney Point .............. Totals ................. Port New York ........ .. ..... Philadelphia .............. Baltimore ........... .... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ........ •· ....... Piney Point .............. Totals ................. 47 5 8 15 10 25 30 29 14 43 16 8 33 0 0 11 1 5 10 4 6 9 10 8 6 1 10 4 0 6 5 1 0 3 4 4 4 10 6 3 0 6 1 0 0 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 40 10 7 4 2 0 12 7 0 14 3 5 2 2 9 11 3 6 16 4 4 11 25 8 17 8 0 5 0 36 16 0 0 13 4 6 25 9 2 0 0 0 5 0 6 288 91 49 236 25 8 0 1 6 2 2 0 0 0 0 16 2 6 6 5 38 6 3 17 21 14 24 4 4 2 6 6 8 2 6 4 21 0 1 1 9 3 0 5 190 63 17 6 0 2 1 7 5 19 8 44 14 28 2 7 16 0 1 . 171 1 0 0 1 3 6 2 2 0 30 1 0 14 66 4 0 10 2 0 0 31 2 0 0 0 1 2 0 5 0 0 0 15 1 0 3 29 Port New York ............... Philadelphia ............ .. Baltimore ... ...... .... .. Norfolk ................. Mobile ......... .... .... New Orleans ............. Jacksonville .......... . ... San Francisco ............. Wilmington .............. Seattle ................. · Puerto Rico .............. Honolulu ................ Houston .. . ............. St. Louis ................ Piney Point .............. Totals ............... .. 144 188 231 Totals All Departments ...... 793 408 338 19 2 2 3 1 20 7 23 10 24 12 8 13 0 0 16 3 5 7 8 17 4 19 17 7 2 72 7 0 4 7 2 1 3 4 20 5 24 2 4 0 154 4 0 1 2 3 6 5 20 16 17 13 20 10 2 16 0 0 146 85 36 ENGINE DEPARTMENT 7 1 1 0 2 0 6 2 3 0 4 4 0 1 4 5 1 0 4 4 0 0 10 7 1 3 0 0 0 0 43 27 STEWARD DEPARTMENT 4 2 0 0 3 1 0 4 0 0 1 4 1 1 1 6 4 1 5 4 27 8 1 8 0 26 2 0 0 0 0 20 7 31 1 12 0 0 0 0 7 1 0 14 2 119 11 1 4 7 1 12 4 11 9 22 3 4 9 0 0 98 599 60 30 ENTRY DEPARTMENT 1 6 2 0 7 0 8 2 4 5 13 10 5 5 11 9 1 8 1 11 0 4 158 85 2 6 0 0 2 4 170 200 358 293 Trip Reliefs 10 0 4 4 0 2 3 5 4 7 3 11 4 0 ~ CLEVELAND, Ohio **REGISTERED ON BEACH All Groups Class A Class B Class C 92 2 8 18 3 4 25 14 71 56 62 30 65 31 7 67 5 7 16 11 6 6 3 10 5 0 0 1 5 10 2 1 0 3 2 3 4 12 13 6 0 3 0 0 0 59 531 109 49 2 0 0 4 1 7 2 3 2 4 1 4 4 0 0 60 2 8 0 2 6 3 10 14 9 8 6 2 2 0 0 0 0 2 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 10 9 7 55 44 34 18 36 10 7 39 0 1 9 2 0 5 2 0 1 NEW ORLEANS, La. NEW YORK, N.Y. 84 22 5 32 0 1 0 2 2 5 8 0 1 1 1 0 0 0 0 7 5 4 0 41 4 0 0 9 23 0 0 7 8 3 5 0 23 2 0 8 2 0 2 1 7 2 0 1 18 38 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 49 5 1 6 2 34 16 63 16 45 21 8 19 34 7 5 13 11 27 13 25 17 23 7 13 1 1 6 6 34 8 33 11 10 3 133 5 0 1 0 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 3 67 13 0 4 630 Jackson Ave. 70130 (504) 529-7546 0 281 0 50 Union St. 0274 (617) 997-5404 2 79 84 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 6 0 332 5 5 MOBILE, Ala. NEW BEDFORD, Mass. 34 9 5 34 25 77 17 36 7 99 Montgomery St. 07302 4 (201) 435- 7 2 0 0 0 285 283 265 172 1,429 543 374 *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month . Shipping in the month of January was down from the month of December. A total of 1,422 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,422 jobs shipped, 599 jobs or about 42 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 172 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6, 799 jobs have been shippe'd. 20 I LOG I February 1988 5443 Ridge Rd. 44129 (216) 845-1100 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 �CHECK~OFF /T's A ~MALL PRICE TO PAY ~ IT~ dOB ~ECIJR/TY I .----' · IT~ POLI 7CAL AWER February 1988 I LOG I 21 - �Reflagged Kuwaiti Tankers Win U.S. Crewing Waiver (Continuoo from Page 1.) - and determined that they are entitled to veterans benefits for their shipboard service during this global conflict. "It is hard to believe that the Defense Department would now deem employment of foreign seamen as more necessary to the nation's overall standing in difficult international situations. While I am certain that this would not be actually stated in any contemplated waiver request, it is the only inference that can be drawn from the request for a waiver. "Legitimate concerns must also be raised about the maintenance of a trained manpower pool necessary to meet the nation's continuing need for strategic sealift. Recent studies, including a 1986 Navy manpower study, point to the increasing critical shortage of American merchant mariners. Generally, these studies also have concluded that a robust U.S.-flag commercial fleet and maritime employment base are necessary to ensure adequate sealift capability in times of war. "Consideration of a waiver of the citizen manning requirements for the 11 tankers reflagged under U.S. registry last year undermines efforts to provide sufficient shipboard job opportunities. Manpower issues should not be alien to our nation's defense planners who continually struggle to develop methods of attracting young Americans to serve in the nation's armed services. Maritime labor, too, expends considerable energy in accomplishing the same basic goal for the private sector merchant fleet. Our purposes in this regard are directly intertwined: maintenance of adequate sealift capability. Implementation of this goal will become difficult if a waiver is granted. ''American seamen will view this action in the short term as a loss of immediate job opportunities. Over the long pull, it provides another indication that the government-despite its many studies which decry the shortage of available American seamen-is talcing no concrete steps to support a vital domestic industry. The result of such government action is predictable: the prophecy of acute manpower shortages becomes self fulfilled." The Union received no response to its letter prior to the waiver. In addition, the SIU was alerted to the government's intentions by the action of the ship management company in charge of hiring crews for the tankers. More than 250 Seafarers contacted Gleneagle Ship Management in Houston, Texas, asking for employment applications for the reflagged ships. They received a simple one paragraph reply from the firm's crew manager. "We have received your letter inquiring about employment on the reftagged Kuwaiti tankers. It has not been determined how the vessels will be manned, and at this time we are not accepting applications for employment on the vessels, nor are we engaged in manning discussions with your Union. '' The letters were dated after the law was signed, but before the waiver was granted. 22 I LOG I February 1988 •'Maybe Gleneagle knows something we don ~t know,'' Drozak said at the time. "Maybe they know the waiver request will be granted and they don't need American seafarers. You'd think that if they were going to have fill several hundred billets soon, they would want a pool of trained seamen to choose from.'' Gleneagle apparently did know something because the waiver was granted and there was no need to hire any American merchant seamen. What baffled most observers was the reasons cited for the waivernational security. No one could explain how America's national security could be harmed if U.S. crews sailed aboard those ships. ''Manning the reflagged vessels with American crews strengthens our national security now and in the long term," said Rep. Mario Biaggi (DN. Y .). He cited a recent report by the Commission on Merchant Marine and Defense which pointed to an alarming and dangerous decline in the number of trained seafarers available to meet national security needs. If any emergency would occur requiring U.S. sealift, there simply are not enough trained merchant seamen to sail the ships. That number is continuing to decline. ''This is the perfect opportunity to strengthen our beleaguered American merchant marine and our national se- curity at no cost to the American taxpayer," he said. Jones joined in the condemnation of the waiver on national security grounds. ''There is no rationale for requesting or granting this waiver, a fact made obvious by the lack of supporting documentation accompanying the request,'' he said. ''How can national security be jeopardized by requiring U.S. crews on ships carrying oil from Kuwait to Europe? National security would best be served by requiring even greater numbers of Americans to man the instruments of our national defense," he added. Hill Must Act on Last Year's Issues What follows is a legislative update of some important issues that transpired last year and must still be acted on by Cong ess. A united maritime industry was able to get the Reagan administration to remove transportation from the Canadian Free Trade Treaty. As originally worded, the provision had the potential to open up portions of both the American and Canadian shipping industries to Third World shipping, especially if transportation had been included in the upcoming trade talks in Geneva, Switzerland. ''Had the industry been included in the treaty,'' said SIU V.P. Mike Sacco earlier this year, ''then it would have lost something more important than any one program'. it would have lost hope for the future." Still, the industry isn't totally out of the woods on this issue. James Henry, president of the Transportation Institute, noted that the energy chapter of the legislation still allows the export of 50,000 barrels per day of Alaskan North Slope Oil to Canada. The provision, said Henry, would set a "dangerous precedent'' that threatens U.S. energy independence. CANADA FREE TRADE: TRADE: Despite predictions that unfair trade would be the number one priority of the lOOth Congress, the Omnibus Trade Bill was left to die on the vine. Congressional leaders said that the October stock market crash had diminished chances that the bill would be enacted into law without undergoing major changes. Both the Senate and House versions of the bill contained pro-maritime provisions which would beef up the retaliatory powers of the Federal Maritime Commission. Even though Congress and the administration failed to deal with this issue, it would not go away as the monthly trade deficits continue to hit record levels. Many figures in the maritime industry were saying that reform of the existing liner subsidy program was central to the industry's survival. Yet even LINER SUBSIDY REFORM: though the program had started to elapse, no consensus could be reached on how a new program should be constructed. The administration finally came up with its own version of the bill, which was generally opposed by most of the industry as being ''too little, too late.'' There was sharp disagreement, however, in the industry on what approach should be taken in lieu of the government's actions. Toward the end of the year, Rep. Walter B. Jones (D-N.C.) came up with another bill to reform the liner subsidy program, H.R. 3808, which was co-sponsored by Rep. Mario Biaggi (D-N.Y.), Bob Davis (RMich.) and Norm Lent (R-N.Y.). for the American owners of vessels documented under open-flag registries, tried to get Congress to extend naval protection to all shipping in the Persian Gulf and provide War Risk Insurance to vessels registered in such countries as the Bahamas. DEFENSE COMMISSION: The first half of the long-awaited presidential Defense Commission on Shipping was released. The commission argued strongly that the decline of the American-flag merchant marine posed a threat to the security of the. United States . e second half of the report, which con ai ommendations for a national maritime program, is expected to be released in the near future. STRATEGIC PETROLEUM RESERVE: ARCTIC NATIONAL WILDLIFE OIL: Serious attention began to be given in Congress about the exploration of oil in the Arctic National Wildlife Region. Many experts believe that this area contains one of the most promising sources of untapped energy. Opposition to development was expressed by some environmental groups. Yet industry figures pointed to this country's experiences with Alaskan North Slope oil as being proof that it was possible to develop this country's energy resources without violating environmental standards. This has the potential to be a make-or-break issue for the maritime industry. Alaskan North Slope Oil is scheduled to decline rapidly during the next decade, which could lay up many existing tankers in that business. And even if Congress does enact legislation on this issue, it would take a decade before new oil started to be shipped to the Lower Funding for the SPR was reduced to $438 million in the final rs· of the year's continui g udget resolution, which meant that the daily fill rate would be set at about 50,000 barrels per day. Industry experts argued that this was too low to protect national security interests or to help maritime. SEWAGE SLUDGE: Action on the House's version of the sewage sludge bill was delayed until next year when attempts to attach H.R. 82 to a continuing budget authorizations bill failed. Shortly before the year ended, Sen. John Breaux (D-La.) introduced a Senate version of the bill. Well-Deserved Retirement 48. OPEN REGISTRIES: One of the most disturbing trends in the international shipping community last year was the debasement of long-standing national registries. Such traditional maritime powers as Norway established de facto open registries under their national registries . The Federation of American Controlled Shippers, a lobbying front Ollie "Buzzy" Purday (left), a longtime member who shipped out of the ports of Baltimore and Norfolk, receives his pension check from SIU Patrolman Mike Paladino. �Editorial L ET'S face it. Somebody is not telling the truth. ls it the U.S. government? Or is it the Kuwaiti owners of the 11 reftagged tankers who receive millions of dollars a day in U.S. Navy protection, but don't have to employ American crews? When the question of the reflagging first surfaced, it was assumed those ships would carry American crews. After all, American flags and American crews go together. We thought it was the law. Last summer when the debate over the crewing of the tankers was raging, the lawyer for Chesapeake Shipping Company-the nominal owners, the real owners are of course the Kuwaiti'ssaid his bosses would crew those ships with whomever the law required. "The company intends to, and will, comply with American law in all respects. If the law were to require and the regulations to require American citizen crews, the company is prepared to employ American citizen crews." In addition, attorney Mark P. Schiefer told the House Merchant Marine Ref lagging-A Waiver of the Truth Subcommittee that the company did not ask any government agency for any special commitments regarding crewing requirements. But lo and behold, the administration said because those ships would not call on American ports the citizenship crewing requirements did not apply. That interpretation was based on a section of maritime law which allowed the use of foreign crewmen when Americans were not available. That section was written in the days of sail and early steam when it was impossible to bring a seaman from the States to replace or relieve a crewmember overseas. Now, the Secretary of Defense claims that the use of American crews, as required under a recently passed law designed specifically for the reftagged tankers, would somehow harm American national security. In his letter requesting a waiver of the crewing requirements, Secretary of Defense Frank Carlucci said, "The reflagging is in the national defense interest and continues to be necessary to facilitate U.S. naval protection of these Letter To The E- or 'An pen Letter to My Brothers Of the SIU ... ' Seventy-two years ago I went aboard my first ship (1916). Many years have rolled by sine experienced the thr f two yea.rs I sailed on the Great Lakes, ta.king time out for a hitch in the U.S. Army a.nd a.gain in World War Two as a radio engineer at the Ford Bomber Plant at Willow Run, Mich. I retired in 1966 With wha.t may be close to a record, 28 years on the last ship I signed on. Many of you are unta.milia.r with "those good days" of six hours on a.nd six hours off. I would like to give you some idea. of a. sailor's life back 1n those days. It was a time when once a week we were gtven a roller towel of some coarse material. You took a bath with it one day, and the next day you dried your face with it! It was a time when the "Old ~an" or the mate took a personal dislike of you and told you to get your money and get off at the next port. The surest way of getting fired wa.s to mention the word "vaca.tion," much less ''vacation with pay"! The galley refrigerator had its padlock, and the cook had the key. When the cook went to bed, the key went with him. There was no night cook, the night lunch was set out on the galley table. On hot summer nights when the midnight crew came on, the sliced meat (if there was any lefi) was dry and curled up like a leaf on a fall lawn. The butter had turned to liquid and had drowned a few night bugs. One could have filled a fountain pen with what was left. in the coffee urn and written a letter home with it. In making port, Ordinary Seamen reftagged tankers. " ... Unless waived, these requirements (citizen crews) would significantly change one of the conditions existing at the time of reftagging. This result would tend to undermine the reflagging arrangement, which continues to be in the national defense interest.'' Going back to Mr. Schiefer' s remarks, it appears that the ships' owners were willing to employ whomever the law required. The law now requires Americans. He also said the company did not ask for any special consideration, which appears to mean that the deal did not hinge on who crewed the ships. After all, it was American military might these people were seeking. But looking at Carlucci' s very vague and brief reasons for the waiver, it reads that if American crews were required to sail those ships, then the Kuwaiti's would back out of the deal. At least on the public record, crewing regulations are not part of the deal. It's hard to imagine the Kuwaiti's would give up several million dollars a day in U.S. Navy protection because of the small increase in cost for American crewmen on those ships. It would still be a small price to pay for renting the U.S. Navy. Of course we can only base our conclusions on what is in the public record. And that record indicates someone is not telling the truth. If there was some sort of backroom deal cut between the administration and the Kuwaiti government, why doesn't somebody just fess up to it. After all, it seems as if everybody is getting what they want. Kuwait has the U.S. Navy in the Gulf for the cost of filing fees and the pay of two officers. The administration now has a legitimate right to show the flag and rattle its sabers in front of Iran, and to offset the presence of the Soviet Navy in the Gulf. The only folks who didn't get what they want are the merchant seamen who could use the work. And the American public which has the right to the truth. were called with no thought of overtime pay. "Overtime" was a nasty word~ only to be thought of behind locked doors. I could go on and add other things which you probably would not believe. Suffice it to say, these were the conditions aboard the ship I was on, when in 1950 an SIU agent came aboard. The story he told sounded like a fairy tale. There were 20 unlicensed men in the crew. Have you ever tried to get 20 men to agree wholeheartedly on one ? Some o ose ob· ey joined the Union. Others would be paying dues just to hold their job. That's human nature. After many pros and cons, the Union was voted in. And with it the "fairy tales" spoken of by the sm agent became a reality! A refrigera.tor wa.s built into the galley wall and wa.s open 24 hours a day. On the galley wall also was installed a T.V. Now we had clean linen whenever we needed it. Over time, we got vacations with pay, recourse to ''beefs" that turn up, a.nd rights that sailors long dreamed of. What a change in conditions the SIU had made. But that was only part of it. For 22 years now I have received my SID pension every month. I was never in a hospital until two years a.ft.er I retired. Then everything seemed to fall apart. Two strokes, three heart attacks, and four times surgery for prostate gland. It incurred a tremendous expense, but the Union has stood loyally by me. Without their help I could have never made it. Any of you Brothers who feel you a.re paying dues just to hold your job could never be more wrong! Value your membership for everything it is. The sm is one Union that is behind you all the way. · Sincerely yours, John C. Hiller. Petoskey, Mich. YOU CANT WIN USING DRUGS/ UN5HACKLE YOU~SELF TODAY./ KICK TME HABIT/ r CONTACT YOUR UNION AT PINEY POINT OR YOUR PORT AGENT.' February 1988 I LOG I 23 - �Seafarers International Union of North America, AFL-CIO Washington Report Rep. Richard Gephardt (D-Mo.), television evangelist Pat Robertson and Sen. Robert Dole (R-Kan.) were the big winners in Iowa's long awaited caucuses. In addition to winnowing the field of presidential contenders down to a more manageable size, the results said a great deal about the mind of the American electorate. Gephardt's victory was a testimony to the importance that the American electorate places on the trade issue, especially in areas like Iowa, which have been hard hit by unfair foreign competition. Dole based his campaign on two themes: leadership and the resolution of the budget deficit. The fact that he came from nearby Kansas gave his campaign a boost in this midwestem state. Robertson's victory offered the most meaningful lesson to labor groups. More than any other candidate, he demonstrated the importance of grassroots activity in the election process. Republicans will have to take note of his concerns if they are to forge a winning coalition. Merchant Marine Benefits Forty-three years after the end of World War II, American seamen finally have been given the recognition they deserve for the role they played in helping to preserve democracy in the world. The Defense Department granted surviving seamen the same rights and privileges that have been awarded to veterans and 14 other groups. "Most seamen have long passed the age where they ~an enjoy many of the benefits that other veterans enjoyed," said SIU President Frank Drozak. "For many of our members, it was a matter of principle. ''The Maritime Trades Department started the ball rolling on this issue many years ago. We coordinated our efforts with the AFL-CIO and other seamen's organizations." The ruling applies to seamen who served in active, ocean-going service from Dec. 7, 1941, to Aug. 15, 1945. For more details on this issue, tum to page 3 of this month's LOG or see your port agent. Defense Commission Unless this country moves quickly to tevive this nation's merchant marine, it will be forced to incur substantially higher costs down the line, said the Commission on Merchant Marine and Defense. The deterioration of the U .S.-fiag fleet posed a "clear and growing danger" to the national security of this country. said the report, which was unveiled by Jeremiah Denton, commission chairman. The commission outlined a seven-point program which it said should form the basis of any national maritime policy. Among the points stressed were the following: t * Development of sealift resources the U.S. needs to meet national defense requirements. * Enactment of measures to ensure adequate ships, seamen and sufficient shipbuilding and repair capabilities. ! t t ! ! 24 I LOG I February 1988 - February 1988 * A "balance" between the active commercial fleet and inactive reserve forces. * Preparation to ''go it alone,'' if necessary, to meet strategic requirements. * Maintenance of the shipbuilding mobilization base. * Formulation of new initiatives and federal programs to augment this nation's sealift and shipbuilding capabilities. * Restricting the reserve force only to ships that have military capabilities not required of the commercial sector. For more information, turn to page 4. ILO Convention The maritime industry reacted with considerable favor to the Senate's decision to ratify an International Labor Organization (ILO) convention setting minimum safety and working standards for merchant mariners. Hailing the 84-0 vote in the Senate, SIU President Frank Drozak noted that ''this is a long-overdue step which will give the international maritime community some badly needed tools to protect the rights of seamen worldwide." The Senate's ratification of the treaty expands the ability of unions in signatory countries to take steps to protect the health and safety of seamen on vessels calling in their ports. In testimony delivered last year, Drozak cited cases where Philippine seamen were endered virtual laves onboard flag-of-convenience vessels after they had signed blank contracts which failed to provide for even their minimal necessities. Aitide 4 of the ~onvention gives trade unions in signatory countries the right to look into grievances filed by FOC seamen when there is evidence that a ship does not conform to minimum working and safety conditions. A more detailed report is carried on page 5. Coast Guard Drastic budget cuts in the Coast Guard's budget request could pose a serious threat to the safety of many merchant vessels and hamper this country's war on drugs, said Admiral Paul A. Yost Jr.. the Coast Guard commandant. According to reports carried in The Journal of Commerce, the cuts in the Coast Guard's budget ''will force merchant ships, tugs and ferries moving about New York harbor to rely on each other to avoid mishaps''-a dubious proposition. In addition, a large portion of this country's search and seizures in the Caribbean will have to be halted because there no longer will be enough federal money to pay for them. Kuwaiti Reflagging Rumors have been circulating throughout Washington that the administration is considering waiving the American citizenship requirements contained in the recently enacted H.R. 2598 as they relate to the 11 Kuwaiti tankers. Responding to these rumors, SIU President Frank Drozak called upon the government to commit to using American seamen onboard these vessels. Legislative, Administrative and Regulatory Happenings Gleneagle Ship Management Company, agent for the Chesapeake Shipping Company (the "American" owner of the vessels), notified the SIU that it had not yet decided how to man the vessels. "One would think that if they were going to have to fill some 500 billets soon," said Drozak, ''they would want a pool of trained seamen to choose from.'' Several hundred SIU members have expressed interest in manning these slots. if they become open to American citizens. "If the government deesn't want to use American seamen onboard these vessels," said Drozak, "then it should re-evaluate its commitment in the Persian Gulf. The government should take appropriate action and reject any requests for the employment of foreign nationals aboard U .S.-flag vessels." For more information on this story, plea~e turn to page 1. OyCanada The Canadian government is considering ways to establish a second shipping registry to promote that country's deepsea shipping industry, according to reports carried in The Journal of Commerce. Several different plans are being floated about, many of which are ·milar to recent actions taken by the Danish parli n . The recent news reports on this issue put into stark perspective how important it was for this country to exclude transportation from the Canada Free Trade Agreement which was signed last year between American President Ronald Reagan and Canadian Prime Minister Brian Mulroney. The move to establish second registries has swept the maritime nations of Europe. Norway started the trend last year, and France and Sweden are looking into similar plans. Liner Subsidy Reform The shipping industry can make a comeback this year, said Sally H. Smith, specialist in ocean carrier stocks, but only if there is some resolution to the reform of the liner subsidy program. While the administration and certain segments of the industry remain split on the best way to reform the program, the shipbuilding industry came up with a plan that might help resolve at least part of the disputed issues. According to reports carried ir. The Journal of Commerce, John Stocker, president of the Shipbuilders of America, is thinking about "separating the U .S.-flag liner fleet-and maybe also the bulk carriers-into two parts. The plan, theoretically, would assure the shipyards some commercial work and would free owners and operators to decide under which system it would be to their advantage to operate." Stocker is the first prominent shipbuilder to publicly explore the possibility that at least some American-flag vessels could be built foreign. But he was speaking only for himself and not the whole council. In addition, other segments of the industry and government remain divided over other issues. Operating differential subsdidies, which have enabled many American-flag companies to remain competitive, have begun to expire. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1988 Description An account of the resource HEADLINES KUWAITI TANKERS WIN WAIVER FROM CREWING LAW AFL-CIO MARITIME TRADES UNIONS MEET TO SET ’88 LEGISTLATIVE GOALS VETS WIN CLOSES WWII FOR MERCHANT MARINERS SIU FEATURED ON PUBLIC TV DEFENSE REPORT OUTLINES STEPS TO REBUILD FLEET SENATE RATIFIES ILO CONVENTIONS CHEAPER BY THE DOZEN- SEA-LAND BUYS ECONSHIPS COAST GUARD BUDGET CUTS COULD HAVE SAFETY IMPACT WWII HISTORIAN SEEKS HELP FOOTE, MC&S STALWART DIES NLRB CHARGES MCALLISTER WITH UNFAIR LABOR PRACTICE PRIDE, CONFIDENCE, HOPE FOR THE FUTURE: SMU MEMBER PRAISES SHLSS TRAINING HILL MUST ACT ON LAST YEAR’S ISSUES REFLAGGING- A WAIVER OF THE TRUTH Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 2 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/b35a5b82ecca3098952a33f42c02dc16.pdf 8234d7943396e9073804f03e62daf0e9 PDF Text Text SIU Appeals to State on Tanker Crew Waiver The SIU has appealed directly to Secretary of State George Shultz in an effort to rescind a crewing waiver for 11 reflagged former Kuwaiti tankers. Also, five maritime unions filed suit in federal court seeking to have the crewing waiver overturned. The ships have been a continuing source of controversy since they were reftagged last year but were not required to carry American crewmen, except for the captain and radio officer. In January, Congress passed, and President Reagan signed a bill which required Amer- and not had a chance to respond to the letter. ican crewmen on all U.S. ships. But under the claim of ''national security,'' those crewing requirements were waived by the U.S. government. Last month at the AFL-CIO Executive Board meeting, SIU President Frank Drozak meet briefly with Shultz who was there to speak before the board. The secretary requested that Drozak prepare a letter outlining the Union's position on the waiver. A three-page letter was prepared and sent to Shultz late last month. The secretary has been overseas ''I outlined what our position has been all along and that the waiver goes against the intent of Congress. I stressed that using American seamen does more for national security than does employing foreigners on U.S. ships. We are hoping that Secretary Shultz would begin a review process which could eventually rescind the waiver," Drozak said. In the suit, the unions are arguing that the Department of Transpor- tation and the Coast Guard acted in direct violation of law in granting the waiver. The suit asks that the waiver be rescinded and that the DOT be enjoined from taking similiar action in the future. Drozak said the SIU supports whatever action is needed to fight the crewing situation on the Kuwaiti ships. He added that the SIU decided to explore other avenues of action besides the courts. The unions involved in the suit are the NMU, NMEBA, MM&P, SUP and MFOW. A hearing on the suit is set for March 29. Official Publication of the Seafarers International Union • Atlantic, Gull, Lakes and Inland Waters District • AFL·CIO Vol. so, No. J March 1988 Uttle Surprise in FY 89 Budget Maritime Programs Remain at Last Year's Level The administration submitted a trillion dollar budget to Congress for fiscal year 1989 which left funding for maritime programs at essentially the same levels that they were last year. The administration has requested $471.5 million for maritime programs. On paper, this represents a $334 million increase over last year. Roughly two-thirds of that increase can be traced to the administration's decision to change the way it was submitting its request for operating differential subsidies. Most of the rest of the increase was a bookkeeping change: programs which had been handled under different appropriations bills were now being submitted under this one. The administration based its budget projections for maritime on the assumption that its plan to reform the liner subsidy program would be approved. Yet there has been little movement on the administration's plan, and many maritime officials believed that Congress would not get around to dealing with this vitally important issue before it adjourned. John Gaughan, head of the Maritime Administration, told the House Ap- Scholarships April 15 is the application deadline for Charlie Logan Scholarships. Active Seafarers are encouraged to apply as well as dependents of Seafarers. See January and February LOGs for details. Send applications to: Seafarers Welfare Plan c/o Charlie Logan Scholarship 5201 Auth Way Camp Springs, Md. 20746 propriations Subcommittee that $248.9 million had been set aside to liquidate existing operating differential subsidies, and that $72.92 million should be set aside for grant agreements to bring in new operators under subsidy. No provisions were contained for new ship financing guarantees. That met with widespread criticism from industry officials. There was reduced funding for the P.L. 480 program, and for the Coast Guard, whose budget is contained in a different category. Shortly after the administration made public the provisions of the budget, Navy Secretary James Webb resigned in protest. He said that the budget would make it impossible to go ahead with plans to build a 600 ship Navy. Controversy also surrounded funding levels for the Coast Guard. Unless budget cuts were restored, said Coast Guard Commander Paul Yost, the Coast Guard would have to severely curtail its "search and seizure" drug raids and close Coast Guard facilities around the country. The administration came down on the side of the Maritime Administration in granting it authority over the Reserve Fleet. The Navy had contested that authority, and the issue had aroused considerable attention in maritime circles. In testimony before the House Merchant Marine Committee, Gaughan noted that the administration planned to continue providing funds for five state maritime academies, but only if they agreed to share training vessels and accept the administration's proposal that all graduates of federally supported maritime schools accept a Naval Reserve commitment. "'It is said that no news is good news,'' said Frank Pecquex, director of the SIU's Department of Legislation. ''That may well be the case with the administration's Fiscal Year 1989 budget. ''The best that can be said is that it contains no surprises, but it is the latest chapter in seven years of official neglect.' ' SIU President Frank Drozak said (Continued on Page 4.) Thomas R. Donahue, AFL-CIO secretary/treasurer addresses the Maritime Trades Department. Legislative goals and ways to revitalize the U.S. merchant marine topped the agenda. With Donahue are (L-R) MTD President Frank Drozak, MTD Secretary/Treasurer Jean lngrao and MTD National Field Coordinator Frank Pecquex. See pages 5-7 for details. I side: . Manning Standards Examined SIU Firms Win 42 RRF Ships Brother to Brother Inland News_ Government Services I 1 Page 3 Page 4 Page 8 Pages 9 & 10 Pages 18 & 19 �President's Report by Frank Drozak During the past few election years, politics has become more and more like a massively-produced sporting event. The networks drench the airwaves with 15-second clips of candidates. Newspapers run hundreds of column inches on the latest polls and trends, and the candidates themselves throw slick video-like commercials at viewers. Sometimes with all that noise and visual assault, messages get lost. How much can a candidate say in a 15-second sound-bite or half-minute commercial? The recent primaries and caucuses in some 20 states March 8 was in danger of becoming more like a made-for-television movie than an important step in the election process. But as the election neared, a trend developed-the problems of America's working men and women became a popular theme. Sometimes it was hard to figure out where the various candidates stood on the issues by just watching the news, but a careful reading of the papers and political analysis showed that issues were getting an airing. Issues that concern all American workers. Unemployment, underemployment, the prohibitive cost of housing and medical care, education, drugs, job training andjob security are all issues that affect all Americans, regardless of political ideology. I believe those are the issues which will decide the 1988 elections. Americans are worried. While unemployment figures have dropped in the past few years, so have the number of people working at well-paid industrial jobs. People know this country cannot continue to pile up the budget deficit at the rate the Reagan administration has. They also know this country cannot sit idly by and watch its manufacturing base sold piece by piece overseas. The results from Super Tuesday seem to have narrowed the Democratic field to three and the GOP to one. All three of the major Democratic candidates have appealed to the vast working class. While the details of their messages vary, they know that working men and women will decide the election on the issues important to them. When it comes time for the SIU to endorse a candidate, it will be only after careful study. Like all unions in the AFL-CIO, we are concerned with how the candidates stand on labor's main issues. We are also very concerned about where they stand on maritime issues. Two of the areas we will be looking at are: Rebuilding the U.S. merchant marine-It's no secret our vital industry needs help. The recent report and recommendations from the president's Commission on Merchant Marine and Defense is a good place to start. The role of the merchant marine in this country's defense posture must be reaffirmed. We cannot allow the merchant fleet's role to be farmed out to low-wage foreign countries, like so many American companies have done with their plants. The bottom line is not cost, it is efficiency, competitiveness and the ability to fulfill the defense role. its traditional large-scale involvement in the election. We have a reputation as a union that can be counted on to tum out the vote and the volunteers. That's where each and every one of you comes in. Volunteer your time and your effort, not just in the presidential race but in the contests in your own home town. Candidates for the House and Senate and for state offices are important to you and the Union. Check with your port agents and field reps. They will have a line on the best ways you can help your Union and yourself. More so than most industries, our job security is tied to politics and national policy. Another eight years of being ignored or attacked could very well mean the death of the U.S.-fiag merchant marine. We cannot let that happen. We are not simply talking about dollars, we need leadership and we need a president with the attitude that the merchant marine is important. An important question for the candidates will be where they stand on the Defense Commission report. Fair Trade, Not Free TradeThe trade policies of the last eight years have led to the biggest trade deficit this country has ever seen. But as long as U.S. trade policy allows American products and American companies to be shut out of markets and tariffed to death, little will improve. We have to trade with the rest of the world. But they must trade with us too. The candidate we support must support a reasonable and sound fair trade program. Between now and the November election, the SIU will gear up for SIU's Fay Honored SIUNA Vice President John Fay (right) was honored in Philadelphia for his contributions and help to the Deborah Hospital Heart and Lung Center. Fay received the Humanitarian Award from Jeffrey Gloss, associate chairman of the hospital's executive board. Off1aal Pubhcat1on o1 the Seafarers International Uruon of Vol 50, No 3 North Amenca, Atlanbc, Gutt, Lakes and Inland Wa ers D1stnct March 1988 i: "' Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I March 1988 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) i~ published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District. AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 89906~~· Sec?nd-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional ma1hng offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way Camp Springs Md. 20746. ' ' �Manning Standards Examined by Maritime Panel More than 30 labor, management and government representatives met in a day-long session earlier this menth to discuss ways to establish more "effective manning" regulations. ''We're trying to find an area where labor, the shipowners and government might be able to work something out,'' said SIU President Frank Drozak. The meeting was the result of an earlier get-together last fall at the United States Merchant Marine Academy in Kings Point, N. Y. Some participants expressed concern that new manning regulations would reduce the number of crew- members onboard ships, Coast Guard Admiral J.W. Kime said, "We're not talking about taking people off, we 're talking about how to use them better.'' He also said the agency's manning standards are designed only for safety and that crew size on any ship is up to collective bargaining between the various unions and shipowners. Most participants agreed on the need to update manning standards, but few agreed on exactly how to go about it. There was discussion about ''crossutilization'' using a qualified crewmember in both the engine and deck departments. There also was discus- SIU President Frank Dro7.ak makes his opening remarks at the conference. Coast Guard Adm. J.W. Kime Oeft) and SIU presidential assistant Mike Neumann take notes. SUP President Whitey Disley makes a point during the manning conference. With him are SIU Vice President George McCartney (left) and MFOW President Paul Dempster. sion of automation and watchstanding requirements. The goal of the committee, co-chaired by Drozak, is to design manning standards which could be implemented either through legislation or regulatory reform. A smaller committee was appointed to study the issue in more detail and try to find areas of agreement between the varied parties. Unions which took part in the meeting included the SIU, NMU, MM&P, MEBA-1, MFOW and SUP. APL, Matson, Arco, Exxon and Sea-Land sent representatives, and members of Marad and the Coast Guard attended. Andrew Boyle, SIU or Canada vice president, was an observer at the conference. Members Need Modern Rotary System SIU Studies Ways to Improve Shipping & Registration The SIU is undertaking a study to examine ways to improve the rotary shipping system. The aim is to expand job opportunities for SIU members in all ports, and to make registration and shipping procedures easier for the membership. In a report to the membership last month, SIU Vice President Angus "Red,. Campbell said that ''while nothing has been done to change our system, somewhere down the line changes are going to have to be made." The idea for taking a new look at registration and shipping procedures developed during meetings with members attending upgrading programs at the SHLSS. During these past four years, SIU President Frank Drozak met with Bosons and Stewards in .Recertification Programs as well as members in other upgrading programs to get their ideas on how to improve membership services. One area which received a great deal of comment was an idea to establish a national registration and shipping procedure. Out of these SIU Ally Is Top 'Italian' Long-time SIU friend and supporter (center) Joe Avara, Ret. Baltimore Police Col., was honored recently when he took command as the national president of the Sons or Italy. With him are SIU Headquarters Rep. Frank Paladino and Baltimore Port Agent Robert Pomerlane. discussions came a general agreement that some kind of national rotary shipping system might better serve the needs of our membership. A national registration system would improve the rotary job guarantees, and would expandjob opportunities to members in all ports. President Drozak is urging members to write to him with comments on the concept of a national shipping and registration system, or any other system which will safeguard and improve the rotary shipping system. Members are asked to address their comments to: Frank Drozak, President Seafarers International Union 5201 Auth Way Camp Springs, Md. 20746 Committee Approves Bill To Beef Up Fishing Boat Safety A new fishing vessel safety bill was approved by the House Merchant Marine and Fisheries Committee last month that will raise safety standards for U.S. fishing boats. But part of the bill dealing with liability and injury compensation standards was delayed for future action. H.R. 1841, The Commercial Fishing Industry Safety and Compensation Act, sets new standards for vessel safety. Introduced by Rep. Gerry Studds (D-Mass.), chairman of the subcommittee on Fisheries and Wildlife Conservation and the Environment, H.R. 1841 would require the largest population of fishing boats, documented vessels (those over five net tons) or !hose which have more than 16 people onboard, to carry at least one EPIRB (Emergency Position Indicating Radio Beacon), life boats or rafts sufficient to accommodate all onboard, one exposure/survival suit per crewman, radio equipment which allows the boat to communicate with the Coast Guard, certain navigation equipment including charts and compass, and first aid supplies. New vessels carrying more than 16 crewmen would face even stiffer requirements including radars, bilge alarms, and fire fighting equipment. The Coast Guard is also directed to develop stability standards for new vessels and for those whose physical characteristics are substantially altered in a way which affects the vessel's operating stability. The Coast Guard is also given two years to develop a proposal for the possible licensing of vessel operators. The bill would, for the first time, require the inspection of fish processing vessels. As explained by Committee Chairman Walter B. Jones (D-N. C.), a sponsor of -the bill, the committee's decision to proceed with the markup of Title II, the safety provisions, and delay markup of the liability Title was driven by two facts: "We must make it very clear that this committee is on record supporting safety legislation and that safety legislation is going to be (Continued on Page 4.) March 1988 I LOG I 3 �SIU Wins Big Share of RRF Contracts-42 Ships SIU contracted companies garnered the lion's share of the contracts awarded by the MSC to the private sector for the maintenance of 71 vessels in the Ready Reserve Force. SIU-contracted companies will maintain 42 of the vessels over the next five years. "This represents literally hundreds of potential jobs for SIU members,'' said SIU Vice President Angus "Red" Campbell. The ships make up the Navy's fleet of emergency use vessels which would be broken out in case of a national emergency requiring the use of U.S. forces and troops overseas. The announcement had been held up while the dispute between the Navy and the Maritime Administration over who would handle these vessels was resolved. The administration finally found in favor of Marad. In addition to the new awards, nine other ships will be crewed by SIU members under the terms of a previous agreement. Interocean Management will operate six crane ships in the RRF, and Crowley Maritime Inc. will operate three T-1 tankers. What follows is a list of the awards to SIU-contracted companies: • American Overseas Marine Corp., Quincy, Mass., 12 ships, $1.9 million. • Interocean Management Corp., Philadelphia, eight, $1.6 million. • OMI Corp., New York City, eight, $1.2 million. • International Marine Carriers, Mineola, N.Y., four, $914,475. • American President Lines Ltd., Oakland, Calif., 10, $1.2 million. (Steward Department only) Cooking on the Arctic ·Washington Report The Overseas Arctic crew got some fine holiday cooking from Chief Cook A. Fachini (left) and Steward Assistant G. Wheeler. Right Fachini shows off his roasted turkey. Uttle Change in Maritime Budget (Continued from Page 1.) that the administration's budget meant that many important questions would have to be put on the back burner. Commenting on Webb's resignation, Drozak said that the controversy concerning the budget underscored the fact that the military had to get the most out of the money it was spending. "It is no longer possible," said Drozak, "for federal agencies like the MSC to underestimate their true costs when making Request for Proposal (RFP) bids. Private-sector maritime companies must be utilized if this country is to maintain an adequate sealift capability.'' Also of interest to maritime was the $62 million in debt authority set aside for Ocean Freight Differential payments to the Department of Agriculture for the added cost of carrying additional cargo reserved for U.S.-ftag vessels as a result of the compromise reached concerning the P .L. 480 program under the Food Security Act of 1985. Pensioners The following SIU members have retired on pension: DEEPSEA Baltimore Samuel Powell Duluth Stephen P. Kolek Houston Lester W. LeClair Jacksonville Samuel S. Brown Clifton Jordan John J. Kruse Mobile Edward L. Collins New Orleans Tadeusz Zielinski 4 I LOG I March 1988 New York Donald Ash Thomas Maga Reginald E. Melville Bernard Romanoff Santurce John A. Speer Seattle Gordon E. Bradford Wesley T. Christianson Robert E. Hommel Edgar Sharp Wilmington Robert E. Ladd · Kenneth H. Roberts (Continued from Page 24.) that he and the administration opposed any new shipbuilding program, and companies should be allowed to build foreign and still receive operating subsidies. ''We recognize the trade-off here; if we are going to make it possible for U.S. companies to compete, we have to reduce their capital and operating costs," he said. Drug Testing DOT' s Burnley has introduced a farreaching and controversial program concerning the testing of all airline personnel. The program has important ramifications for the maritime industry because Burnley has said that it would be applied to workers in other transportation sectors, including maritime, trucking and bus. ''The rules for maritime workers and truck and bus drivers are likely to include random testing, some regularly scheduled periodic tests, and special tests after accidents, rule violations, and upon a reasonable suspicion that a worker has used drugs,'' said The Journal of Commerce. Fishing Safety Bill Advances (Continued from Page 3.) enacted by this Congress'' and second, "There is still no consensus as to how to write Title I." The committee also approved H.R. 1260, the National Seabed Hard Minerals Act, introduced by Mike Lowry (D-Wash.), chairman of the Oceanography Subcommittee. The bill establishes a regime for the exploration and commercial recovery of hard mineral resources found in the seabed within our 200-mile Exclusive Economic Zone (EEZ). The committee adopted two amendments to the bill: by Robert Davis (RMich.), requiring mining vessels to be not only U .S.-ftag but U .S.-built; and by Patricia Saiki (R-Hawaii) to increase the flexibility of criteria used to determine if a state is "affected" by mining activities and therefore eligible to share in the revenues derived from those activities. Two amendments were offered and defeated: by Norman Shumway (RCalif.) that would have eliminated the federal-state dispute settlement section of the bill; and by Jack Fields (RTexas) that would have eliminated the requirement that an "affected state" have an approved Coastal Zone Management program to receive certain bonus revenues. The committee also approved two bills dealing with merchant marine veterans. H.R. 1430, introduced by Mario Biaggi (D-N. Y.) authorizes decorations and medals for service in the merchant marine; and H.R. 2032, introduced by Glenn Anderson (D-Calif.), authorizes the conveyance of the vessel Lane Victory from the National Defense Reserve Fleet to a nonprofit group for use as a merchant marine memorial. �Denounces U.S. Flag Sell-Out Maritime Trades Department Sets '88 Legislative Goals Bal Harbour, Fla.-The Reagan administration's decision to waive U .S.-citizen crew requirements on 11 Kuwaiti tankers carrying the American flag for protection in the Persian Gulf was unanimously condemned by the AFL-CIO Maritime Trades Department which met last month to set legislative priorities for 1988. The waiver was granted by the Coast Guard Feb. 9 at the request of the Defense Department and drew a sharp protest from MTD President Frank Drozak. He said the move would do "immeasurable harm to the maritime industry's continuing effort to meet the national security role that Congress has established" for the American-flag merchant marine. The MTD executive board gave ''unanimous consent" to the department's officers to "explore every legal and legislative avenue open to us to reverse this arbitrary administration slap at the intent of Congress." Drozak said the resolution on refiagging had the support of all of the seagoing unions, including those not affiliated with the MTD. Besides the Seafarers, the list includes the National Maritime Union, Marine Engineers, Masters, Mates & Pilots and Radio Officers. Congress had sought to close a loophole that allowed reflagged Kuwaiti ships to avoid compliance with a law requiring that ships flying the American flag carry U.S. crews. President Reagan approved the legislation last month, but Defense Secretary Frank Carlucci found a new loophole. He claimed that use of foreign seamen on American-flag ships serves a national defense interest. * * * In an address to the board, AFL-CIO Secretary-Treasurer Thomas R. Donahue reviewed developments since the federation's 1987 convention and legislative prospects in the current session of Congress on such key labor-supported measures as the Omnibus Trade Bill. The trade measure was among the legislative priorities discussed by the MTD board, along with development of oil reserves in the Arctic National Wildlife Reserve, preserving the integrity of the Jones Act, shipbuilding, safety and health, social security, minimum wage, Medicare, and recommendations of the Commission on Merchant Marine & Defense aimed at reviving the nation's sealift capability. The board meeting also hailed the recent success of maritime unions, working through the AFL-CIO Ad Hoc Maritime Committee, in the eight-year battle to persuade the Department of Defense to grant veterans' status to seamen who sailed with the merchant marine during World War II. The meeting also noted that the department had succeeded in getting transportation removed from the U.S. -Canada Free Trade Agreement and in enacting the Fishing Vessel Anti-Refiagging Act. * * * The MTD vowed to make use of its extensive grassroots political action network of port councils during this year's primaries and national elections. MTD Secretary-Treasurer Jean F. lngrao welcomed a new affiliate to the department, the Steelworkers, and USWA Vice President George Becker was named to the executive board. Also named to the board was Carpenters President Sigurd Lucassen, who succeeds his predecessor, Patrick J. Campbell. Members of Congress addressing the board included Sen. Howell Heflin (D-Ala.), Rep. Don Young (R-Alaska), Rep. Joe Moakley (D-Mass.) and Rep. Gerry Sikorski (D-Minn.). Speakers from the AFL-CIO staff included Department Directors Rudy Oswald, economic research; John Perkins, COPE; Bert Seidman, occupational safety, health and social security, and Robert McGlotten, legislation. SIU Assumes Leadership Role c SIU Executive Vice President Mike Sacco urged the members of the Executive Council of the Maritime Trades Department to make trade their top priority. MTD Presid~nt Frank Drozak chaired the two-day session, which established the department's legislative agenda for the upcoming year. SIU President Frank Drozak, left, and Rep. Don Young (R-Alaska) urged Congress to enact legislation permitting the development and exploration of oil products found in the Alaskan National Wildlife Reserve (ANWR). Election Year 1988 The maritime industry is one of the most regulated sectors of the American economy. Additionally, the complex web of maritime laws, subsidies and policies have made the fate of maritime highly reactive to decisions made at the federal level. All of the maritime trades, and indeed the entire economy, are affected by government policy making. Fortunately, workers in the maritime trades have been among the most outspoken in promoting the causes of economic and social justice. In recent years, their collective voice has been amplified through the MTD's Grass Roots Political Program. Through it, we have achieved significant victories. De~pite consistent anti-labor policies implemented by the present administration, we have actively supported and secured election to office men and women who share our beliefs and represent our hopes. An essential key to our success has been the broad involvement of the 26 port maritime councils throughout the United States, and the Commonwealth of Puerto Rico. Their officers have joined with field representatives and the membership of affiliated unions to make a real difference at the local, state and national levels. We must, however, guard against the complacency that often accompanies success. The 1988 elections offer unprecedented opportunities for securing major gains for American workers. The entire U.S. House of Representatives, one-third of the U.S. Senate, state legislatures and city councils, and most importantly, the next administration must be selected. Our future and our children's futures are at stake. The MTD urges all affiliated unions and their respective memberships to fully participate in our nation's political process. March 1988 I LOG I 5 �The National Economy During the past several years, the U.S. economy has experienced record trade imbalances, an unprecedented string of budget deficits, unemployment rates stuck at historically high levels during a period of expansion, and wave after wave of mergers, hostile take-overs, and manipulations of the financial markets. This economic turmoil was further exacerbated by the Oct. 19, 1987 stock market crash which literally erased $1 trillion worth of stock values in one hectic trading session. Black Monday, as the crash has now been labeled, and the unhealthy and unsound state of the nation's economy is largely man-made, the result of seven years of supplyside Reaganomics. More than investors were jolted by the Wall Street tremor. The huge plunge and the market's subsequent uncertainly sent shock waves through the public at large as well, undermining what little confidence still remained in the immediate future of the economy and of Reaganomics per se. In fact, the administration's accuracy as both an economic forecaster and reporter has been proved highly dubious. The causes of the recent crash are neither trivial nor transient, arising from the strains and imbalances in the American economy precipitated by national economic policies which are based on a naive attachment to free-market ideology. The American people are indeed paying the piper for the administration's inability to reduce the huge budget and trade deficits. Seven years ago, the newly installed Reagan administration inaugurated the most dramatic economic package in decades. Two years later, our economy was limping out of the deepest recession since the Depression with millions of Americans out of work, failed businesses, decreased industrial production and social programs established to care for the needy victimized by the ruthless budget ax. At the same time, the Reagan administration granted tax breaks for corporations and wealthy individuals and promoted huge increases in the defense budget during a period of declining government revenues. The next several years witnessed a modest recovery to the economy and the administration claimed success for the decline in inflation and interest rates. On this count, Reaganomics outperformed even its own promises. In February 1981, the administration foresaw a 4.9 percent inflation rate by 1986. In fact inflation dropped below 5 percent several years ago. But, the rapid relief from inflation cannot be credited to sound economic policy. On the contrary, the rapid decline in inflation can be directly attributed to the staggering unemployment levels which hit this nation during the early eighties. In other words, the jobs of American workers were sacrificed so that the Reagan administration could claim a victory in its battle against inflation. Still, the administration persists in its belief that jobs are plentiful. True, total employment expanded by 10.5 million jobs between 1980 and 1986, which sounds good until one realizes that the U.S. economy generated 12.5 million new jobs in the previous six years. In February 1981, the Reagan administration foresaw a falling unemployment rate that would average 6.6 percent over the coming six years and dip to 5 .6 percent by 1986. In fact, unemployment has averaged 8.1 percent during the Reagan years and has yet to touch 6.6 percent. The unemployment picture is further blemished by the huge trade deficits resulting from this administration's simplistic and blind devotion to free-market economic theory regardless of its cost in human misery 6 I LOG I March 1988 Domestic Cruise Industry and deprivation. Economists estimate that America loses some 22 ,500 jobs for every $1 million in imports that enter the domestic market. Since Reagan came to office, more than two million good paying factory jobs have been washed away by the rising import tide. Furthermore, the original Reagan economic plan promised a budget surplus of $30 billion by fiscal year 1986, despite massive tax cuts and an upsurge in defense spending. The administration was going to accomplish this through strong economic growth and by paring government spending. In reality, however, the budget deficit mushroomed to just under $200 billion in 1987 while the trade deficit has reached approximately $175 billion-a new national record. Thus the projected economic boom heralded by the administration's economic idealogues never materialized. The stock market may recover somewhat and perhaps the message behind its tumultuous plunge in late October will be heeded. Certainly, supplyside Reaganomics have encouraged Americans to spend too much, to import too much, to live beyond its means by relying on foreigners to finance its massive budget and trade deficits. But no nation can continue to successfully consume more than it produces, to spend more than its output, or to pile up international debt on which interest must be paid without heading for a painful adjustment. The bill is now coming due. Inevitably, America's standard of living will suffer unless its economic national policy is vigorously addressed and repaired. The nature of the required repairs will include a smaller federal deficit, perhaps lower consumption by Americans, lower trade deficits, lower interest rates and more investment in American industries and American workers. The MTD believes that it is imperative for the seven years of free spending and heavy borrowing of the Reagan administration to stop. National policymakers must begin to provide responsible economic leadership. The stock market plunge is only a warning of the damage to come if national decisionmakers return to business as usual. The clock is still running, the game is not yet over. With fundamental and far-reaching changes to prevailing economic practices, the scorecard can be changed to reflect a winning and healthy national economy. The AFL-CIO Maritime Trades Department has consistently supported the development of a cruise vessel industry in the United States. To this end, the Maritime Trades Department: 1. shall initiate and support an effort which requires cruise vessel operators who homeport vessels in the United States or who do substantial business in the United States: a) to construct in a United States shipyard any replacements or additional vessels for operation in the U.S. cruise trade and that all nonemergency repairs and maintenance on cruise vessels involved in such trade shall be performed in an American shipyard; and b) a percentage of the crew aboard all foreign flag vessels involved in the U.S. cruise trade shall be citizens of the United States. 2. shall initiate and support an effort which eliminates factors that impede the expansion and operation of U.S. flag cruise vessels in the domestic trades, including but not limited to regulations which allow "cruises to nowhere"; that allow foreign vessels to spend more than 24 hours in a U.S. port; and that allow a foreign vessel to merely touch a foreign port to satisfy domestic shipping restrictions. This effort shall also explore incentives for U.S. construction and operation of domestic cruise vessels, including but not limited to the greater availability and utilization of the Title XI loan guarantee program; and conforming restrictions on the utilization of shipboard gambling devices between U.S. and foreign-flag cruise vessels. Shipbuilding Industry The Maritime Trades Department, AFL-CIO, in recognition of the nation's shipyard crisis, supports the following initiatives: 1. The development and support for legislation requiring federal funding of the Construction Differential Subsidy Program (CDS) at sufficient levels to fulfill existing and future building needs of U.S.-flag vessels operators. 2. Reaffirmation of the Maritime Trades Department's commitment and support for existing maritime policy requiring subsidized vessel operators to construct new vessels in U.S. shipyards, manned by U.S. citizen crews. AFL-CIO Pledges Support to Maritime .//:: -~~ / ~ ,( /~/ ,: ; S 1 v~ /'f.......< • ....__ """ AFf L. .:....; ;.. COPE Director John Perkins outlined organized labor's political strategy for the upcoming year. Robert McGlotten, director of the AFL-CIO's Department of Legislation, urged all trade unionists to become involved on a grassroots level. ""--..~ r~~--~---. ~.-, ~ ·~, .. \.'\ :0 \ t··~.:"").\ ~ \\ .. ., ' ' ~~\ "-4 (·"Of<··( " I 1! ' ...... Rudy Oswald, director of Economic Research for the AFL-CIO, went over the Reagan administration's sorry economic record. �International Trade lnteniational Affairs International trade and its effect on America's economy has been a major concern for the country. This concern has been aroused by a stream of recordbreaking trade deficits which have resulted in the United States becoming the largest debtor nation in the world. Also, the stock market crash that the United States experienced last fall was accompanied by similar crashes in all of the international stock exchanges, and was partly attributable to America's poor international trade position. Accompanying the stock crash and the tremendous trade deficits is the reality that America is mortgaging its future prosperity to maintain present standards of living. Increasing awareness of this problem resulted in omnibus trade legislation being passed by both Houses of Congress. This legislation is designed to assist America in weathering the current trade crisis and prospering in future years. It will help improve America's technical proficiency, aid those workers harmed by international trade, and spur the administration to reach agreements with our trading partners in order to eliminate the unfair trade practices that have led to the decline of many U.S. industries. Reinvestment in America through better and more efficient plants and equipment, and increased training of workers are essential steps towards America's future prosperity. America's economic output has lagged in comparison with many of the countries now heavily engaged in international trade. This is due primarily to the lack of investment made in America. Instead of investing in new plants and job training, investors have spent money in countless merger and acquisition schemes that leave a few people extraordinarily wealthy. In contrast, the newly merged corporation is often left with an enormous debt burden requiring the sale of assets and the laying off of workers. This reduces the company's ability to compete in the future. During these times of trade deficits, many companies have also lost their domestic markets to foreign imports; worker layoffs and plant shutdowns result. Sometimes the layoff is temporary; all too often, however, the job loss is permanent. Workers who lost their jobs because of unmanageable international trade deficits need the financial assistance to live during the time it takes to find a new job, to retrain or to relocate. The omnibus trade legislation pending before the Congress contains provisions that would help to provide those workers with trade adjustment assistance and necessary retraining. One of the International Labor Organization's (ILO) major functions is the formulation and adoption ofinternational labor standards through International Conventions and Recommendations. A feature of major significance is that an International Convention, following ratification by an individual nation is a binding international treaty. Therefore, among the nations which have ratified various ILO Conventions, there has been created a recognized body of international law affecting trade union freedom, human rights, race and sex discrimination, unemployment, and conditions of employment. Recommendations adopted by ILO member nations provide guidance on national legislation, policy and practice. Since 1919, more than 300 Conventions and Recommendations have been adopted. They encompass a very broad spectrum of general and specific matters ranging from freedom of association to crew accommodations onboard ships. In recent years, actions in the United States and a number of European countries demonstrate the possibility that enforcement of international standards of work conditions can be achieved. In 1982, maritime officials of 14 European nations signed a Memorandum of Understanding endorsing the principle of Port State Control under which each signatory nation accepts the responsibility for enforcing internationally-accepted standards of shipboard operation regardless of the flag of registry and the maritime practice of that registry. Among the International Conventions included in the European governments Memorandum of Understanding is the ILO Merchant Shipping (Minimum Standards) Convention #147. This Convention requires ratifying nations to comply with 11 additional ILO Conventions. These deal with minimum age of seafarers; medical care and sickness benefits; prevention of accidents; crew accommodations; food and catering for crews; officer competency certificates; seamen's articles of agreement; repatriation of seamen; freedom of association; and the right to organize and bargain collectively. In July 1985 the Secretariat for the 14 European nations which signed the Memorandum of Understanding reported that 20 percent of all ships entering their ports were inspected for compliance with the requirements of the applicable Conventions. That Third Annual Report of the Secretariat stated that 428 ships, equaling 5 .5 percent of all ships inspected were detained or delayed because of deficiencies in safety conditions or minimum crew standards for food, - -. Trade Deficit & Jobs Are Common Concerns lJA W President Owen Bieber said that the Canada Free Trade Agreement should be repudiated. Andrew Boyle, Executive VicePresident for the SIU of Canada, praised the ability of seamen north and south of the border to work in close alliance. Jack Otero, vice-president of the Brotherhood of Railroad and Airline Clerks, chaired an important meeting concerning the International Labor Organization. accommodations or work hours. In 1987, ILO Convention 147 was sent to the United States Senate by the Executive Branch of the government with a favorable recommendation for ratification. Public hearings before the Senate Committee on Foreign Relations were held in 1987. On Feb. 1, 1988, the United States Senate ratified the Convention by a vote of 84-0. With this action of the Senate exists the necessary legal authority to permit the United States government to take effective action against all sub-standard ships which enter U.S. ports regardless of flag of registry. This would include authority to detain ships which violate minimum standards regarding working conditions and treatment of crewmembers. In summary, there is some reason for optimism that in the near future, effective action can be taken to improve workers' standards on a very broad range of conditions in the international work place of the sea. The internationally adopted and recognized standards include the fundamental workers' rights of freedom of association and to organize and bargain collectively, as well as a number of conditions of work and living onboard ships. On an even broader front, the AFL-CIO has taken steps to direct the focus of the U.S. government to internationally recognized workers' rights in a number of developing countries in Africa, Asia, and Latin America. In June of 1987, the Federation and several of its affiliates submitted petitions to the U.S. trade representative to withdraw duty-free benefits on imports from specified countries with long-standing, repressive labor policies. The petitions were filed under the provisions of the Trade and Tariff Act of 1984 which authorizes the president to withdraw special tariff benefits available to a large number (140) of developing countries, if any such country is not ''taking steps to afford internationally recognized workers rights'' to its workers. The statute specifically includes 1) the right of association; 2) the right to organize and bargain collectively; 3) the prohibition against the use of any form of forced or compulsory labor; 4) the prohibition against the employment of children under a minimum age; and 5) the provision of acceptable conditions of work with respect to minimum wages, hours of work, and occupational safety and health. All of these workers' rights and standards are founded on a number of ILO Conventions. · In 1986 the administration did take some actions making trade benefits dependent upon foreign nations policies toward workers' rights and allowing trade unions to exist and function. Nicaragua and Romania lost their benefits and Paraguay's benefits were suspended. On Dec. 24, 1987, the United States trade representative suspended Chile from the U.S. Generalized System of Preferences (GSP) program based on practices by the government of Chile relating to violations of internationally recognized workers' rights. As a result of this action, Chilean exports to the United States will no longer receive duty-free status under the GSP program. Trade rights and workers' rights are also linked in the programs of the Overseas Private Investment Corporation and the Caribbean Basin Initiative. Vigorous enforcement of these laws of the United States which recognize the applicable ILO Convention can and will elevate workers' standards around the world. It will also remove any competitive advantage which the goods and services of a country may enjoy through the repression of workers. March 1988 I LOG I 7 �From One Brotherhood to Another Seafarer Finds His Calling Away from the Sea By MIKE HALL Cliff Renard was pretty typical of a lot of young men who started shipping out in 1967. The high school dropout from St. Mary's, Pa. was working in San Diego as the war in Vietnam was escalating and a steady stream of ships sailed from the West Coast to Southeast Asia. He had left the Barnabite Community, a Catholic order of priests and brothers in Youngstown, N.Y. He had shelved his dreams of becoming a priest. ''A good friend of mine got me a job in San Diego as a baker. I worked there about a year, and one of the guys I worked with used to ship out as a purser. He told me, 'Cliff, why don't you go on up to Wilmington. I hear the MC&S (Marine Cooks & Stewards) needs bakers.' "I went up there and they told me what I had to do to get my seamen's papers, and about four months later I shipped out on the Lurline,'' the now 48-year-old Renard recalled. That was the start of more than a dozen years sailing, interspaced with a stint as a longhaul trucker and several years of onshore baking jobs. It was also the beginning of a long road back to where he had started in Youngstown with the Barnabites. Last summer, 20 years after he left, Renard took his vows and become Brother Cliff M. Renard, C.R.S.P. Onboard the Santa Maria in the late 1970s, Renar d puts the finishing touches on a Dutch apple pie. It was a little more than three years ago when Brother Cliff sold most of his belongings and began his training with the Bamabites. Along with the religious training he received during his apostlement and novitiate years, he also earned the high school degree he didn't get two decades ago. Now, Renard is attending Niagara University studying computer science and business administration. He will use those skills in administrative work with the order and will also teach. His new religious vocation is a long way from his first job on Matson' s Lurline, then a passenger ship running from the West Coast to Hawaii. "I gradually worked my way up into the bakery. Became third baker and then moved up to second baker on the [President] Cleveland (APL). I was only a C-card then but sailed several trips on the Monterey as third and then first baker. Eventually I became the pastry chef," he said. By then, "The priesthood had completely dropped by the wayside. Sailing was going to be my career. I still had my religious direction in my life. But I didn't really show it or push. Like they say, 'Never talk politics or religion','' Renard said. But his religious beliefs did have some outlet aboard the ships. The passenger ships always carried chaplains aboard for the guests who wished to attend services, and Renard helped serve at the Masses. After dozens of trips aboard the Matson passenger vessels and some APL ships, Renard found himself on something a lot less glamorous , an old Victory ship headed for Vietnam. "I sailed on several old Victories for the MSC, " he said . He even made the switch from the clean confines of the gallery to the engine room as a member of the black gang. "I sailed as a wiper on the Arnold. I got enough time to get my oiler's endorsement. I wanted to see if I could do it,'' Renard explained. As the war in Vietnam began to wind down, he decided to see if he could find work ashore. "I got my Class I license and started driving a semi across country. I guess I like the Brother Renard is pictured above (center) shortly after taking his vows with the Barnabite Order. With him are the Very Rev. Anthony Bianco (left), Provincial of the Order, and the Rev. John Ducette, Diocesan Director of the Apostleship of the Sea. 8 I LOG I March 1988 challenge of learning new things.'' But he discovered that he liked life at sea better than life behind the wheel. Luckily, after about a year of gearjammin', an old friend and MC&S patrolman, Gentry Moore, called. "He said they needed a pastry chef on the old Prudential Line's M-ships. I made a number of trips to South · America on all four of the M-ships, '' he said. Those combination passenger/ freighters carried about 70-100 passengers each. Renard became a fixture aboard those vessels. He said he had a pretty good thing going for him at the time. He'd make a run or two to South America, come home to San Jose, Calif. and take two or three weeks off. If he couldn't get a ship or just wanted to spend some time ashore, his bakery skills always got him a job on the beach. It was during one of those stretches that Renard became very active in his San Jose parish. He became a Eucharist minister, a lay person who is allowed to give communion when a priest is not available, such as onboard a ship. Even though he was performing the Eucharist on the ship, Renard never made the effort to "push" his religion on his shipmates. Gentry Moore recalled that while many knewofRenard's devotion, 'LHe was an all around regular guy. Maybe sometimes we'd try not to cuss around him or something.'' Renard described himself as somewhat of a "loner" onboard. Both in Vietnam and South America, while some shipmates pursued some of the more typical shoreside pleasures, he often visited orphanages, sometimes with purloined stores from the ships for the kids there. After many years at sea, and like so many other seafarers in the late 1970s, Renard became the victim of a rapidly shrinking merchant marine. Prudential laid up the M-ships , and he came ashore for the last time. He got a job as a baker with the Safeway chain of stores and began to become more active in his San Jose parish. "I became a volunteer there, and my pastor told me if I kept working at it I could become a deacon,'' he said. As part of his volunteer work, Renard took care of an elderly priest who was suffering from terminal cancer. "He told me, 'Someday, you're going back to the brotherhood'.'' During his time in San Jose, Renard attended several religious retreats, and just before he died, the elderly priest once again told him he was going back to the seminary. "I guess he knew what he was talking about," Renard said. In 1983 he headed back to upstate New York and the Barnabite Fathers, the last leg of a journey that began when he was a young boy. He says he enjoyed the years he spent at sea, " But I'm truly happy now." His connection with the sea isn't completely cut. A priest who knew Renard created this massive meringue masterpiece for a special buffet aboard the old passenger ship Monterey in 1977. Renard when he shipped out introduced the newly ordained brother to the Port Chaplain of Buffalo. That Lake Erie port is a stop for several dozen deepsea ships each year and even more Great Lakes vessels. The Port Chaplain offered Renard the post of associate chaplain there. Along with his duties at the Barnabite' s Lady of Fatima Shrine, just a few miles up the road from Buffalo , Brother Cliff will still keep in touch with the men and women of the sea. He said all those years of sailing have left a mark on him , and even today small things can trigger a memory or a feeling. ' •Sometimes when I meditate I can hear a truck engine or start putting sounds together and can imagine the sound of the engine room. Or if you're in one of those big parking garages, with all the noise from a lot of cars and the vibrations as the floor shakes a bit. It feel.s like being on a ship." While the sea may have called to Brother Cliff Renard for all those years, it wasn't until he put the sea behind that he found his calling. �nan ews 'Joe Ax' Turns BO in New Orleans Earl J. Schmitt, a former Louisiana state representative, turned newsman for the day when several friends honored old time Boatman Joe Rauch on his 80th birthday. Below is Schmitt's dispatch from the Crescent City. It was Saturday, December 19, that a few "old timers" quietly met in the office of Cooper-Smith (formerly Crescent Towing Company) on the company barge on the Mississippi River in New Orleans. The 10 men met to surprise Joe Rauch on his 80th birthday. Joe is much better known as ••Joe Ax' ' and has been working on the river for more than 60 years. His friends , who paid tribute to him, dated back to the W. G. Coyle Company many years ago. Although Joe carried numerous licenses to operate vessels of large tonnage, he always preferred to be a deckhand. He was a most humorous person and taught many seamen the art of the trade. A large number of his protegees are now in the various pilot associations. The party included ice cream and cake. Included in the group (pictured at the right) were: Arthur Kulp, superintendent of the firm; Milton Rodriguex, retired engineer; "Joe Ax"; Gerald Huber, Crescent River Pilot, whose deceased father, Captain Stanley Huber, a former river pilot who worked with Joe; Raymond Hughes, retired deckhand and former SIU shop steward; Captain Vic Wright and Earl Zinc , former Coyle employees ; Captain Gus LeBlanc, retiree of Crescent who also worked with Joe while at Coyle; and former State Representative Earl J. Schmitt and his son, Al, presently with Crescent, who is missing from the picture. Pensioners The following Inland members have retired on pension: Baltimore Edward Covacevich Leon J. Mach Sr. Hugh L. Stewart Jr. New York Jerry Intonti (RMR) Norfolk Russell Hubbard Philadelphia Omar R. Collins Arthur Miller Personals Howard Hailey Please get in touch with some people in Houston, Texas. Bobby Gene McMichael Please send your sister your new address. Write to June Renfrow, 139 Meadowpark Dr., Hattiesburg, MS 39401, or call collect (601) 5820675. Roy C. Lundquist Anyone knowing the whereabouts of Roy C. Lundquist-please get in touch with Price Willoughby, 1650 Iron Springs, Rd., Fairfield, PA 17320. Joe "Ax" Rauch (seated, third from left) celebrates his 80th birthday in New Orleans. Rauch spent more than 60 years working on the rivers. Dispatchers Report for Inland Waters FEBRUARY 1-29, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ......... . . . ........... . . Philadelphia ....... .. ........ . ... . . Baltimore . . .......... ... ........ . . Norfolk .. . ........... . . . ....... . . Mobile ... . ..... ..... . .. ......... . New Orleans ... . ... . .............. . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco ..... ... ............. . Wilmington ....................... . Seattle ......................... . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . Houston ................ . ....... . . Algonac . .. . . .... .. . .. ... ........ . St. Louis . . . ...... . ...... . .... . .. . Piney Point . .. . .. ... ...... ... .... . . Totals .. ... . ... . .. . . ....... . ... . . Port New York .. . .............. ....... . Philadelphia ................ . . .... . Baltimore ............... . . .. . .. . . . Norfolk ... . .................... . . Mobile ........ . ............. . .. . . New Orleans ............... ....... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco .. . ............. ..... . Wilmington . .. ... . .. . ........ . .. .. . Seattle .. ... . . . ~ . ............ .... . Puerto Rico ... . ................. . . Houston ... ...... .. . .. . ...... . .. . . Algonac ........................ . . St. Louis ............... . ..... ... . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . Totals . . .. .. . .. ....... . ......... . Totals All Departments ....... . . . .. .. . . **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 2 6 35 0 0 5 0 3 0 0 0 1 0 0 0 0 3 0 0 0 0 0 6 29 0 6 0 0 0 0 0 0 0 0 5 0 28 0 0 0 0 1 0 0 9 0 0 16 7 4 0 1 0 71 0 0 0 0 3 0 0 12 26 44 0 0 0 2 0 0 0 0 0 0 0 0 0 0 Port New York ......... . . . . ..... ..... . . Philadelphia .... . .. .... .......... . . Baltimore ..... . ... . . .. ... . ....... . Norfolk .......... .. . ... . ... .. ... . Mobile ....... .. .. ...... ......... . New Orleans . . . . . . . . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington .... . .. ..... . . ....... .. . Seattle ............ . . . ........ ... . Puerto Rico ...... . . ......... .. . . . . Houston ... .. .... .. .. . ....... .... . Algonac ............. . ... .. ...... . St. Louis ......... . .... .. . . ...... . Piney Point ....... ..... ... . ...... . . Totals .................. . ....... . TOTAL SHIPPED All Groups Class A Class B Class C 0 19 0 0 40 232 0 0 0 31 3 0 146 20 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 27 0 0 0 0 0 0 37 34 0 0 0 0 0 0 0 2 0 0 0 50 0 0 7 0 0 0 0 0 0 6 57 1 0 21 76 0 0 3 0 48 0 0 21 0 40 4 0 0 0 54 0 58 7 1 0 0 0 3 4 0 0 49 5 0 0 0 0 4 0 4 0 ENGINE DEPARTMENT 0 0 0 17 0 0 0 0 2 0 0 0 9 0 0 0 0 0 0 4 0 0 1 0 0 0 0 0 0 0 0 1 28 6 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 9 0 3 108 35 0 0 0 6 0 0 17 0 0 0 0 0 0 0 0 23 0 0 0 0 0 2 6 0 0 0 0 0 0 0 0 8 33 0 30 0 0 0 37 1 0 0 127 0 0 0 0 0 0 0 0 0 14 0 0 0 10 0 0 15 0 9 0 0 0 24 0 0 58 0 0 0 0 3 0 0 0 0 0 0 0 0 3 STEWARD DEPARTMENT 0 0 5 0 0 1 0 0 0 0 0 3 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 13 4 3 0 0 0 0 0 0 0 0 2 0 0 0 0 0 23 11 0 1 0 0 0 0 0 0 14 0 0 0 47 0 0 5 251 28 3 0 15 0 4 0 5 0 41 0 0 0 16 0 0 94 48 114 62 46 453 0 0 16 5 0 0 0 0 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month. March 1988 I LOG I 9 �profiles In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Owen B. Pickett Rep. Kweisi Mfume V C IRGINIA'S second district is composed of adjacent, yet politically different, cities: the fast-growing residential and resort municipality of Virginia Beach and the unionized port city of Norfolk. Virginia Beach is one of the state's prime strongholds of conservatism while Norfolk has been one of the few bastions of liberalism within Virginia. Owen B. Pickett (DVa.) was elected in 1986 to represent this district. The freshman congressman was educated in the public schools of Hanover Country, Va., received a B.S. from Virginia Polytechnic Institute and State University and a law degree from the University of Richmond. Pickett's election to Congress followed a public career spanning more than 15 years. He served eight terms in the Virginia House of Delegates ( 1972-86), two years as the chairman of the Virginia Democratic Party and four years as the chairman of the Second Congressional District Democratic Committee. During his years as a member of the House of Delegates, Pickett served on numerous committees and commissions, including the House Appropriations Committee. An attorney and certified public accountant, Pickett was the senior partner in a law firm prior to his election to Congress. He also is a member of the Virginia State Bar, Virginia Bar Association, American Bar Association, Virginia Beach Bar Association, Norfolk-Portsmouth Bar Association, the American Institute of Certified Public Accounts and the Hampton Roads Maritime Association. The second district is heavily dependent on the massive concentration of naval installations, shipbuilders and Rep. Owen B. Pickett shipping firms in the Hampton Roads harbor area, which ranks first in export tonnage among the nation's Atlantic ports. It is no surprise, then that Pickett, during his first term, requested and received assignment to the Armed Services Committee and the Merchant Marine and Fisheries Committee. Rep. Pickett has stated, "It is important for strategic and economic reasons to have a strong U.S. merchant fleet,'' but acknowledges the fact that the world economy does not function in a way that allows U.S. shipbuilders to compete successfully with foreign shipbuilders who enjoy significant subsidies and other benefits from their governments. He also has said that the United States "can live with temporary imbalances in our commerce, but we cannot for one moment back away from our commitment to defend this nation . . . Where I come from, it is axiomatic that a strong defense and a strong merchant marine go hand in hand.'' Picket has stressed that the United States must decide as a nation whether it needs a militarily ready, commercially viable merchant marine. "If we decide yes, as I believe we should, then we must establish and pursue a national merchant marine policy to achieve this goal.'' ONGRESSMAN Kweisi Mfume (D-Md.) was elected to the lOOth Congress from the seventh congressional district in Baltimore. Anchored in inner-city Baltimore, the seventh district is overwhelmingly Democratic and overwhelmingly black. But the seventh also spreads west from the downtown area, past tenement neighborhoods that were Jewish before World War II, then turned black in the 1950s, on to neat row houses owned by Baltimore's black middle class. The district also includes gentrified areas inhabited by white liberals, as well as the Johns Hopkins University community and the adjacent liberal academic enclaves, racially mixed working-class neighborhoods as well as a large Social Security complex with its many federal workers, mainly white and Democratic. Mfume is a magna cum laude graduate of Morgan State University, where he later taught political science and communications classes, and holds a masters degree in liberal arts from the Johns Hopkins University, where he concentrated in International Studies and Foreign Relations. As a young man, the Baltimore native adopted his African name which means ''conquering son of kings.'' He made the change official in 1979 upon entering public life as a candidate for the Baltimore City Council, on which he served for eight years. Mfume won some important legislative victories in the council, including a bill requiring the city to divest itself of investments in companies doing business in South Africa and legisla- Rep. Kweisi Mfume tion enhancing minority business in the areas of bonding and set asides. In the first month of his first term in the U.S. House of Representatives, Mfume was elected treasurer of the Congressional Black Caucus and deputy whip of the freshman Democratic class. He serves on two important committees: the powerful Banking, Finance and Urban Affairs Committee and the Small Business Committee. Within those committees, he was appointed to three banking subcommittees: Housing and Community Development, Economic Stabilization, and International Development. He also serves on two Small Business subcommittees: Minority Enterprise and Exports, and Tourism and Special Problems. Additionally, Mfume was appointed to the Select Committee on Hunger. The freshman congressman brings with him to the l OOth Congress a solid reputation as an articulate, forthright advocate for his constituency, and he hopes to continue the tradition of advocacy on behalf of the people of Maryland's seventh district. Inland News In Wilmington, N.C., three dozen SIU Boatmen recently agreed to a contract extension at Cape Fear Towing. Above, SIU Rep. Frank Paladino (left) and Norfolk Port Agent Jim Martin (second from left), met with some of the Cape Fear Boatmen earlier this month to discuss the extension. 10 I LOG I March 1988 Three of the six Cape Fear tugs at their Wilmington dock. �Justice for Merchant seamen M ore than 40 years overdue, and welcomed with a great, albeit bitter, collective sigh from United States merchant seamen, recognition has finally been granted by the U.S. Defense Department of their heroic contribution to the war effort from 1941 to 1945. At last, they are to be counted as veterans. Many critics of this move may ask, "What's all this fuss about, for just a few meager benefits, a flag, and a headstone in some military cemetery?'· Its ultimate meaning is much more than that. It is the final acknowledgement of the merchant seamen's brave and tireless contributions to the Allied victory of World War II. Having lost over 5,600 lives in the conflict, theirs is probably the most valiant chapter written in the history of warfare at sea. Even before the U.S. had officially entered the war, American ships were taking a beating out at sea, during which time the Neutrality Act of 1939 was in force. The German U-boats were taking a terrible toll of unarmed U.S. merchant ships in the Atlantic. President Roosevelt, in declaring that the nation was dealing with modem pirates who destroyed defenseless ships without warning, convinced Congress in October 1941 to repeal anicle 6 of the Neutrality Act which banned the arming of U.S. merchant vessels. And so began the merchant marine' s total involvement in the Allied defense effort. In effect, merchant seamen's duty was tantamount to military service. They received special military training, could be ordered "to such ports and places in any part of the world as may be ordered by the U.S. government,'' had their shore leave regulated and discipline for misconduct supervised by military authorities. Seamen were even subjected to court martial if they refused to serve. Their dangerous mission of service under the aegis of the War Shipping Administration was transporting Anny and Navy cargoes all over the globe. This included not only materiel but men also-a great majority of the seven million soldiers were carried overseas on merchant ships. The more dangerous duty was taken on the old slow vessels built before and during World War I which proved to be easy targets. In both these and the newly built Liberty ships of the American Victory Fleet, the U.S. merchant marine hauled everything from guns, planes, tanks, and ambulances to fuel oil, gasoline, stoves for Iceland, powdered eggs and milk for British and Russian chilcjren to medicine, games and mail for the fighting men in every outpost of democracy in the world. In order to protect themselves from the prowling Nazi U-boats, Allied supply ships traveled in convoys, averaging 25 ships. The merchant ships, in addition to having Navy gunnery crews onboard, were protected by four Navy corvettes and two destroyer escorts which patrolled several miles outside the main group. The typical convoy included mostly cargo ships carrying raw materials, tanks, planes, equipment and ammunitiion, seven tankers and maybe two troop ships. When the war was over, Admiral Karl Donitz (head of the German submarine arm) wrote, ''The German submarine campaign was wrecked by the introduction of the convoy system.'' (See box below.) Naturally, wartime involvement of the merchant marine meant union involvement. Of the 22 seamen's unions that existed in the United States around 1942, only seven had truly strong contractural management-labor agreements, among which was the SIU. Before the war, Harry Lundeberg, who headed the SIU and the SUP, SIU veteran seamen-I. to r.: Bierney Kazmierski, Arthur Gilliland, Mario Carrasco, Sven Regner, Albert Coles. s: .u~· S. MERCHANT MARINE Rt~(lil··h>.r <II .111111r 11e.11rt1~·1 l· ~ &nplo,q111e11 I Serrlce Qf/iee IJnr Shippi11,f} 1ltlminirln11io11 had a two-masted training schooner made fast to a deck in San Francisco. He trained there and later trained hundreds of young men who went into the deep-water ships as able-bodied seamen. According to the wartime Maritime Commission, his training schooner boatswains turned out a good sailor. By 1943, several thousand of his membership had already made the Arctic run to the Russian Siberian ports of Murmansk and Archangel carrying lend-lease cargoes of explosives and military supplies. (See article, 'Gallant Ship.') Included in this group of SIU members are several retirees now living at the SHLSS Mongelli Training and Recreation Center who eagerly agreed to tell us about their wartime experiences. Most of them were mere teenagers when they signed up with the union to go to sea and serve their nation, but they fulfilled a man-sized responsibility. Bierney Kazmierski first joined the powerful NMU in 1943 as a 17-yearold in Detroit, Mich. However, he was turned off by the heavily socialistic philosophy espoused by the union. Even though Russia was an ally, public sentiment negatively branded the NMU as "red" and "revolutionary." And so, "Ski" went to the SIU hiring hall in Detroit to sign up. He recalls seeing the union officer throwing the old NMU books, one after another, into a large wastebasket. His first wartime assignment was aboard the American Liberty ship, the John P. Poe, out of New York. The convoy system was worked out to perfection by that time, but even so, "Ski" saw two ships behind him in his group picked off by U-boats on their way to Scotland. From Dover, England they became part of the largest, most complex naval operation in history-carrying supplies to the troops at Omaha Beach, Normandy on DDay, June 6, 1944. Throughout the entire trip, "Ski's" duty was to load 20mm shells for the Navy gun crews onboard. His second trip on the Felix Grundy (Continued on Next Page.) March 1988ILOGI11 �JUSTICE FOR SEAMEN (Continued from Page 11.) took him to Antwerp, Belgium when the Battle of the Bulge began on Dec. 16, 1944, his 18th birthday. His convoy was right in the middle of ' 'buzz bomb alley,'' and they had the German V-1 rockets landing all around them. Hauling "blockbuster" bombs to Bristol, England, bringing hundreds of German POW's back to the States, towing disabled troop ships and a coal freighter which had caught fire-" Ski" went through it all with a professionalism forged under fire. Albert Coles had actually been aboard a Liberty ship at the time it was sunk. The S.S. Benjamin Harrison had left Norfolk in 1943 andjoined up with a large 36-ship convoy out of New York on the North African route through to the Mediterranean. She was loaded with munitions, food, machinery and a deck load of tanks and trucks, and carried a merchant crew of 43 men and a Navy Armed Guard of 29. As a 19-year-old on his very first trip, Albert tasted the bitter dregs of the war early on, when his ship was torpedoed on the evening of March 16 about 150 miles northeast of the Azores. The ship was struck in #5 hold on the starboard side. Later, luckily, two other torpedoes missed. After the first hit, a number of crew abandoned ship by jumping overboard. Albert remembers them getting off two lifeboats. In the confusion, the #4 lifeboat flipped over while being lowered, throwing its occupants into the sea. Albert was among the 69 survivors, 66 of whom were picked up by one of the faster ships in the convoy-the S.S. Alan A. Dalewhich ]anded in Oran, Algeria on March 24. Having been shipped back home on an Army transport, Albert was given 30 days leave and , unperturbed , he shipped back out on another mission. His wartime service earned him three medals; the Merchant Marine Combat medal, the Atlantic Warzone medal , and the Mediterranean Warzone medal. Both Mario Carrasco and Arthur Gilliland worked the waters around East and South Africa during the war. Arthur entered the SIU late in the war and saw little action. Mario's first Liberty ship duty was aboard the S.S. Abraham Baldwin in 1942 as a wiper and oiler. This time period marked the most treacherous in terms of U.S. merchant vessels sunk by the enemy. He served aboard a number of other Liberty ships, transporting ammunition, bombs, and troops, and worked his way up to able seaman and bosun. Mario decried the pitiful level (in terms of number of ships) to which our merchant marine has shrunk and compared it with the poor state of readiness the U.S. was at right before World War II. "We could put more seamen to work today, simply by upkeeping the old ships in the reserve/ mothball fleet. If a war would come now, there is no way our merchant marine could meet the demand for service." All the veterans to whom we talked expressed bitterness towards a government which refused to recognize their wartime service for all of 43 years. "Too little, too late" seemed to be the feelings expressed by these brave seamen who, we must not forget, also served our Armed Forces during the Korean and Vietnam conflicts. President Roosevelt compared ''the beleaguered men of the merchant marine" with our soldiers, sailors and pilots. They carried out "a vital part in this global war.'' America now says "thank you" to our veteran merchant seamen who risked their lives for freedom and democracy . _,,.-..,-.-.,. J J • u J J .J ..-. . . . . With her guns blazing and her crew constantly on watch, the Moultrie accounted for eight enemy planes downed and scored hits on a dozen more. In addition, on the last day of battle, an enemy submarine launched four torpedoes at Moultrie. Skillful gunning exploded one of the torpedoes in the water and the three others sank out of sight. Through the days of constant attack, her crew labored to protect what the Navy stated was "a valuable cargo for an allied nation,'' 12 I LOG I March 1988 A Hied triumph in the Atlantic had to depend on the men who determined how all the ships, planes and technology could best be organized and utilized. Problems arose due to the widely divergent ways in which the British and the Americans traditionally ran their navies. This lack of coordination had caused a number of convoy disasters in 1942. So deeply concerned were Roosevelt and Churchill about this that they called a full-dress conference in Washington of their military chiefs in 1943. There, proposals were rejected for a unified Allied antisubmarine command, and instead was set up three co-equal commands: American, British and Canadian-each running its own show, using its own procedures. The formula was the brainchild of Admiral Ernest J. King, commanderin-chief of the U.S. Navy. By clearly delineating spheres of responsibility, Admiral King's solution markedly improved relations within the Allied camp. King himself, soon after the D.C. conference, set up a curious entity which he named the Tenth Fleet. It was a fleet which never went to sea: it had no ships, only shore-based sailors and comparatively few officers, among whom was King as commander. The Tenth Fleet's purpose was to transform the American antisubmarine effort into a paragon of efficiency by deciding convoy routes, allocating escort groups, serving as a clearinghouse for U-boat information and correlating antisubmarine research and materiel development. Admiral King's flagship was the S. Y. Dauntless which is now docked at the SHLSS marina in Piney Point. Much of this high level planning for the sea war of 1942-45 was done aboard this vessel at her berth in the Washington Navy Yard, and during cruises on the Potomac River and the Chesapeake Bay. v..-. Stamp from the colledion of veteran seaman Bierney Kazmierski one of Ou I t was a rough ''baptism by fire" that greeted the S.S. William Moultrie on her maiden voyage to Murmansk, Russia. The Liberty ship, operated by Seas Shipping Co., with an SIU crew aboard, was part of a large convoy that came under nearly constant attack for a week in September 1942. King of the convoys ... S.S. WILLIAM MOULTRIELiberty Ship, Emergency Cargo Vessel and after the battle the Moultrie reached port with her cargo intact. A grateful nation recognized the heroism of the men of the Moultrie by presenting them with a unit citation, making the ship for all time one of the merchant marine' s gallery of "Gallant Ships." The SIU remembers those who gave their lives during World War II with a set of bronze tablets located in the entrance lobby of the Paul Hall Library. The names of the individual seamen are inscribed there along with a tribute from their union brothers. These men helped to man the nation's cargo carriers long before there were guns and convoys to protect them. They were inspired by that sense of patriotism and p~de of profession which has characterized the maritime industry and its merchant seamen time and again throughout the nation's history. Wall display in the Paul Hall Maritime Museum at Piney Point honoring the S.S. William Moultrie. �SHLSS course oraduates Advanced Refrigeration Class Left to Right: Eric Malzkuhn (Instructor), B. Hutching, J. Orr, Howard Evans, Carson Jordan, Perry Boyd, Jan Thompson, Clayton Everett, David Dinan. Upgrader Lifeboat Class Left to Right: Jon P. Dillon, Sam Johnson, Keith Blowers, Tom Hocking, Jino Robles, Robert Petko, Ben Cusic (Instructor). Welding Class Left to Right: John Beaushaw, Mike Weaver, Ken Glaser, Mike Keogh, Kirk D. Bushell, Bill Foley (Instructor). Trainee Lifeboat Class #423 First rnw Left to Right: Ronnie Fore, David Gibson, Norbert Young, Enrique Sanabria, Edwin Noel Casiano Jr., Michael Penkwitz, Greyson C. Brantley. Second row: Gary W. Gillette, William Dixon, Raul Iglesias, Donald 0. Routly, Troy Fleming, Kevin Cooper, Kenneth Whitfield, Derek Varnado, Johnny Carroll. Third row: Ben Cusic (Instructor), Reginald Cuffee, Kevin Jackson, Horace L. Cooper Jr., Dennis K. Clay, Karl M. Friedrich. Recertified Stewards Kneeling Left to Right: George Pino, Nazareth Battle, R.G. Connolly; Second row L. to R.: Leonard Lelonek, Pedro J. Laboy, Earl Gray, Sr.; Third row L. to R.: George White Jr., Raymond L. Jones, Ivan Zuluaga, Ruben Padilla. College Program Students Left to Right: John Thompson, Tim Fitzgerald, Michael Presser, Jeffrey McPherson, Brian Krus. Marine Electrical Maints. Class First row Left to Right: Charles Pomraning, Gregorio Madera, David Veldkamp; Second row: Ronald Lawrence (Canadian), Timothy Van Pelt. Canadian Chief Cooks First row Left to Right: Lucette Lanleigne, Linda Brunet, Dya Letchuk, Darlene Crocker; Second row L. to R.: Siobhan McDowall, Charles Dupuis, Guy Tardif, John Daley, Gloria Nardilli, Bertram Dyal. · 1~ . Canadian Able Seaman First row Left to Right: Pierre Rousseau, Harvey Irmscher, Percy Ford, Doug Duffield, Themistokli Protoulis; Second row L. to R.: Gilles Andre, Ron Alto, Gerard Walker, Dan Scott, George La Roche, Gary McVannel. March 1988ILOGI13 �Engine Upgrading Courses 1988 Upgrading Course Schedule Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry April - June 1988 The following is the current course schedule for April 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class ~ early ~ pcmible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Course QMED •Seal/ft Operations & Malnt. Check-In Date Aprll 4 July 5 Completion Date June 23 July 15 Weld Ing •Seal/ft Operations & Malnt. Aprll 18 May 16 May 13 May27 Dlesel Engine Technology • Sealift Operations & Msint. Aprll 18 May30 May 27 June 10 Electro-Hydraullc Systems • Sealift Operations & Maint. May9 June 20 June 17 July 1 Hydraullca • Seallft Operations & Maint. June 6 July 5 July 1 July 15 Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Open4Rded (Contact Admissions Office for Starting Date) *All students In the Engine Department wlll have 2 weeks of Seallft Famlllarlzatlon at the end of their regular course. Recertification Programs Course Steward Recertification Deck Upgrading Courses Check-In Date Course Completion Date Able Seaman Open-ended (Contact Admissions Office for starting date)* First Class Piiot (Organized self study) Open-ended (Contact Admissions Office tor stanlng date) Radar April4 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day {Contact Admissions Office for starting date) Third Mate & Original Second Mate Aprll 18 June 24 Lifeboat April4 May 2 May30 June 27 April15 May 13 June10 July 1 April 15 Seallft Operations & Maint. Open-ended {Contact Admissions Office for starting date) LNG - (This course Is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) Self Study Safety Course · Bosuns Recertification Completion Date Assistant Cook Open-ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date)* *All students in the Steward Program will have 2 weeks of Seallf& familiarization at the end of their regular course. 14 I LOG I March 1988 June 6 October 7 High School Equlvalency (GED) May 2 July 5 August 29 October 31 June 13 August 15 October 1O December 12 Adult Basic Education (ABE) & English as a second Language (ESL) May 2 July 5 August 29 October 31 June 10 August 13 October 7 December 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Apn111 Apn11s (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course Check-In Date April 25 September 26 Check·ln Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks In length and offered on the following dates: Developmental Studies (DVS) Course Completion Date August 1 December 7 Adult Education Courses *Upon completion of course must take Seallft Operations It Maintenance. Steward Upgrading Courses Check-In Date July 5 November 2 June 6 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. College Programs Scheduled Check-In Date Course Associates in Arts or Certificate Program May 23 August 8 October 17 fo~ 1988 Completion Date July 15 September 30 December 9 �......................................................................................................................................... Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) Date of Birth (Middle) (first) Address Mo./Day/Year (Street) (City) (State) Deep Sea Member 0 Telephone (Zip Code) Inland Waters Member O (Area Code) Lakes Member 0 Pacific O If the following imformation is not filled out completely your application will not be processed. Book #_ _ _ _ _ Seniority_ _ _ _ _ Department_ _ _ __ Social Security# - - - - - - - - Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes O No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ No D (if yes, fill in below) Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) No D (if yes, fill in below) Have you attended any SHLSS Upgrading Courses: D Yes Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: o Yes No o CPR: D Yes No D Date Available for Training ___________ Primary Language Spoken _ __ _ _ _ __ _ _ __ I Am Interested in the Following Course(s) Checked Below or Indicated Here if Not Listed 0 AB/S.allft D Towboat Operator Inland o ca1aat1a1 Navigation D Master lns.,.cted Towing Vessel o 1st Class Piiot (organized self study) D Third Mate 0 Radar Observer Unlimited ALL DEPARTMENTS llfeboatman (Must be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. D FOWT D QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance 6 Operations . Diesel Engine Technology O Assistant Engineer/Chief Engineer Un Inspected Motor Vessel D Orglnal 3rd/2nd Assistant Engineer Steam or Motor 0 Refrigerated Containers Advanced Maintenance 0 Hydraulics D Electro-Hydraulic Systems o 0 Weldlng o STEWARD ENGINE DECK D Assistant Cook Utility 0 Cook and Baker o Chief Cook D Chief Steward D Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree D Certificate Programs ADULT EDUCATION DEPARTMENT 0 Adult Basic Education (ABE) D High School Equivalency Program (GED) 0 Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received . VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE _ _ _ _ _ _ _ _ _ __ __ __ RETURN COMPLETED APPLICATION TO: .................,..~:;::;.a;;:m-.......\ --.....-.-.-••-••~~~~?-!~ •••••••••••••••::.:~~~:~~-~:~~.:~.n.~;.~:~~-~-~?::.~~~?.~:~:;!~!.~~:'!.~~~~~~-~-~~~-~~:~ March 1988 I LOG I 15 �Area Vice Presidents' Report East Coast by V.P. Leon Hall I have been involved in the maritime industry for nearly 50 years now, and rarely have I seen it in such a state of turmoil. In every port along the East Coasi, tug and barge workers have to battle an anti-labor bias in the NLRB. They are not alone: this is a trend that affects all transportation workers. Workers at Eastern Airlines are gearing up for a possible strike sometime this summer. This administration has allowed Frank Lorenzo to strip that once-proud carrier of its most lucrative assets. Things have become so bad that people are afraid to fly Eastern. Maritime companies like SONAT Marine pioneered this kind of behavior years earlier when they stripped the lucrative Green fleet (IOT) of its most lucrative contracts, equipment and workers. We in the maritime industry make a mistake when we view ourselves as some isolated industry. What happens to seamen soon happens to workers in other sectors of the American economy. Under the old rules of the game, pre-deregulation and pre-Reagan, consumers did not have to worry if their plane would reach its final destination in one piece. Tug and barge workers did not have to worry about their pension rights and safety. This is no longer the case. There is a new spirit in this country. After seven years of bashing Washington D.C., people are beginning to realize that the federal government can play a useful role in protecting the common good. Regulation is not necessarily a bad thing. Timely government action can make quite a difference. We in the SIU are working on a grassroots level to protect the interests of our members. As I reported in my column, SIUNA Vice President Jack Caffey is working through the New York State Fed to develop state programs for retired workers. The purpose of this is to take up some of the slack left by cuts in the federal budget. The SIU has done some revolutionary work in this area. Any retired member who qualifies can move to the Seafarers Harry Lundeberg School of Seamanship. In New York, where rents can reach $1,000 a month for a studio apartment, this is an important benefit. Make no mistake about it: life can become hell for an older person, especially in New York where drugs and crime are a daily part of life. This is behind our decision to relocate our Brooklyn hall to Jersey City. We are scheduled to move there before the end of this year. The Brooklyn hall was only three blocks away from a methadone clinic. 16 I LOG I March 1988 Many of our members were being harassed and even attacked. One of our members was murdered. The new hall will be in a relatively crime-free area. More important, it is within easy access of the Jersey docks and is on the PATH line. The Brooklyn hall has been my home for nearly 30 years. It will be hard to leave. But we have to think about the safety of our membership. The new hall will be cheaper to run, which means that we will have more resources to spend on membership services. closely with such regionally based organizations as the Great Lakes Task Force on important long-term projects to help the maritime industry up here. We have been monitoring an interim congressional report: the Great Lakes Connecting Channels and Harbor Study, which was completed by the Detroit District of the U.S. Army Corps of Engineers in 1985. The interim report recommended that a large replacement lock be constructed in the North Canal at the St. Mary's Falls Canal in Sault Ste. Marie, Mich. on the site of the existing Davis and Sabin locks. The report is under review at the Office of Chief Engineers in Washington, D.C. The Soo locks are a vital link in the shipments of iron ore, coal, grain and other bulk commodities between Lake Superior and the rest of the Great Lakes-St. Lawrence Seaway Navigation System. Any administration serious about improving the economy of the Great Lakes region would have to come up with a plan to renovate these locks. Great Lakes by V.P. Mike Sacco O ne of maritime's great pleasures is fit-out on the Great Lakes. It's a gradual process. Winter starts to recede; the ice begins to melt. Pretty soon, our members are scraping, painting and doing all sorts of things to get the Great Lakes fleet ready for action. So far , 17 vessels have already been fitted-out. That includes four vessels owned by American Steamship Company, one by Medusa Cement and one by Inland Lakes Management. In its own way, fit-out is a beautiful sight. Instead of flowers and trees coming back to life after a long winter's sleep, you have a resurrection of the basic components of America's mighty industrial machine'. ships, dredging equipment, skilled maritime workers. The only sad thing about this year's fit-out is the state of the Great Lakes fleet: there has been a large decline in the number of American-flag vessels up here. Less than 3 percent of the commerce carried between Canada and the United States is carried on American-flag vessels. Part of the decline of the Americanflag merchant marine can be tied to a general deterioration of the St. Lawrence Seaway and the various locks and channels up here. The Reagan administration has tried to tie any improvements in the infrastructure up here to the imposition of user fees. But we in the SIU have argued that this would make the Great Lakes maritime industry less competitive. The SIU has been working with our allies on Capitol Hill to do something about the decline of this vital industry. On March 17, we will be attending a special meeting of the Commission on Merchant Marine and Defense, where Dr. Alan Cameron, the executive director of the group, will discuss how the commission's findings and recommendations relate specifically to the Great Lakes maritime industry. In addition, we have been working Gulf Coast by V.P. Joe Sarco S HIPPING in the Gulf has rebounded a bit from last year. There has been an across-the-board improvement in all segments of the maritime industry. SIU members have garnered a share of this new work, thanks to the military contracts we have been able to pick up. In addition, we have been working hard to maintain the work that we already have. Our contract with Crescent Ship Docking is set to expire in April. We will be meeting with the company in a few weeks to iron out a new contract. Corpus Christi has been chosen as the home port for the Navy battleship Lexington. One of our companies, G&H Ship Docking, helped dock the battleship when it reached port. We have been actively involved in Super Tuesday. Texas is one of the most valued prizes: whoever wins here has a good shot at gaining the nomination. Two candidates for the Democratic nomination spoke at our Union hall. Thanks to the active involvement of this Union, SIU members had a chance to meet Richard Gephardt and Jesse Jackson. We received substantial media coverage. CBS News correspondant Leslie Stahl was at our Union hall, and so were other major t. v. reporters. Both Jackson and Gephardt talked about the failure of the Reagan administration to fashion a coherent policy on trade. Both were dynamic; both were well-informed. We've also had contact with the Dukakis campaign and have been involved in numerous statewide elections. Paul Hall, the late president of this Union, said it best when he said, "Politics is Porkchops." For seamen, there can be no true job security without grassroots action. West Coast by V. P. George McCartney T HE maritime industry is one of the most competitive in the world. Rivalries are a daily fact of our existence. Behind the colorlul sea stories, the graceful pictures of historic ships and the romantic allure of the ocean is a dog-eat-dog world that knows only one thing: the bottom line. It's the kind of industry where American companies can wax poetic about patriotism and democracy, and then reflag their vessels overseas in dictatorships like Panama to avoid paying American taxes or meeting American wage and safety standards. And it's also the kind of industry where long-standing relationships can evaporate overnight if there's a chance to make a quick buck: witness this Union's experiences with SONAT Marine. After U.S. Lines filed for bankruptcy last year, the surviving American-flag companies wasted no time in bidding for that company's 12 econships. Sea-Land, an SIU-contracted company, recently was awarded those vessels. As a result, it became the largest surviving American-flag carrier, and our members gained 144 new jobs. Even in its most stable periods, maritime is boom and bust. This, too, has a way of exacerbating differences. When you know that cold times are ahead, then it's hard not to look out for number one. Not all· of the beefs and rivalries have produced bad results. Our own Union, the A&G District, was born out of the rivalry that existed between the Sailors Union of the Pacific and the National Maritime Union. The SUP was an AFL union, the NMU a CIO one. In many of our early organizing beefs, we had to go head-on against the NMU. This was true in the forties with Isthmian and it continued throughout the fifties with the American Coal and other such beefs. Yet despite their intense rivalries, the major maritime unions often were able to overcome their differences and work towards a common goal. The most outstanding example of this came in 1959 when SIU President Paul Hall and NMU President Joe Curran established the International Maritime Workers Union in order to sign up workers onboard flag-of-convenience ships. (Continued on Page 21.) �Safeguard Your Shipping Rights .J;:j \ , ~ /" '1 .J ... ~-J'_J.-=:::. .D- - T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW YOUR RIGHT KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA· TIONS. Copies of the SIU constitution are available in Fl ANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership 's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Member!> of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail. return receipt requested. T.he proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation hy any methods such as dealing with charges. trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discriminated against because of race, creed, color. sex and national or geographic origin. If any .. memher feels that he is denied the equal right to which he is entitled. he should notify Union headquarters. 11111111m11lft1111111n1111111111111111n1111111n11111un1111111111111111111111111111111111111111111111111 patrolman or other Union offbal. in your opinion. fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsihility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. ln the event anyone attempts to require any such payment be made without supplying a receipt. or if a member is required to make a payment and is given an official receipt, but feels that he should not have heen required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. aml. American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ to Union records or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Autb Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. March 1988ILOGI 17 �Cape Ducato Participates in Team Spirit 88 by Bob Borden, PAO, MSCPAC Inactive for almost two years while laid up at a berth in Los Angeles, the M/V Cape Ducato was broken out of the Ready Reserve Force (RRF) in late February to participate in the annual Team Spirit exercise staged in Korea. Among other objectives, the exercise stresses the U. S. commitment to the defense of the Republic of South Korea against external aggression. Sealift has traditionally played a strong role in Team Spirit since the exercise first began in 1976, and several MSC ships will participate in the event this year. The Cape Ducato, though, is the only ship from the RRF to be tested in Team Spirit 88. For the past 21 months, the 680-foot vessel hasn't left the harbor in Los Angeles. She's sat idle at her berth, sealed off and dehumidified to minimize deterioration. Under a contract with the Maritime Administration, Barber Ship Management, lnc.-the former oper- ator of the Cape Ducato--has had a two-man maintenance team go aboard the ship five days a week to make daily rounds, check the dehumidifying equipment and assist government regulatory bodies with inspections. But daily checks on idle won't necessarily guarantee that they are ready to go on short notice. "That"s why I was amazed we got the Cape Ducato going so well," said the master of the ship, Capt. Charles T. Shaw, after the vessel returned from a successful 24-hour sea trial. ''Two years of inactivity for a ship can be harmful. A modem ship is a very complicated piece of machinery. It" s unusual if you can even get a ship underway in five days when it hasn't been used for such a long period of time." Not only was the Cape Ducato set to sail after five days; she was also fully crewed and loaded with subsistence items and spare parts for her 75day role with the Team Spirit exercise. The ship easily took on her initial Team Spirit cargo of 250 trucks, tractors, tankers and containers the day before she set sail on her Pacific voyage. ''It was like a circus when we broke her out,'' said Capt. Shaw, a veteran of several exercises with Military Sealift Command. "The ship was crawling with shipyard workers unsealing the vessel. We were trying to get dishes washed so we could eat our first meal. It was a madhouse but we got the ship out on time. We always do it on time." With a little bit of help from their friends, of course. In this case, the friend is the ship's agent for Marad, Barber Ship Management, Inc., of New York. Barber has a contract with Marad 1 18 I LOG I March 1988 The MN Cape Ducato on berth at Terminal Island, Los Angeles, for her initial loadout of Team Spirit 88 cargo. to maintain nine RO/RO ships in the RRF. In most cases, the two members of the maintenance teams that are assigned to each of the nine Marad ships will be part of the ship's crew when the vessels are broken out for exercises. "They know the ship and they'll be responsible for subsequent operations of the vessel," says Barber's operations manager, Kevin P. McMonagle. ''The officers are experienced with these particular ships and their knowledge is invaluable when the ships are brought into service for Military Sealift Command.'' The company also gives more responsibility to the crew to run the ship. The navigator, for example, orders all charts and publications for his job. The third mate is responsible for ordering all medical supplies and safety equipment. "We back the master and chief engineer in the decisions they make and the actions they take,'' says McMonagle. "We support them as much as they support us in the office. The whole operation is a team effort to give Military Sealift Command a satisfactory product they can use.'' Barber also keeps a number of con- sultants around to train American ship engineers on the intricacies of the foreign-built diesel engines that power the vessels. Among the nine ships Barber manages for Marad, there are three different classes of vessels-and even within a class, the ships are unique. ''The people at Barber are very good at this," says Capt. Shaw. "They've built up a team that has really brought our engineers up to speed on all aspects of the ships. There's something to be said about the people who, despite ship differences and short timeframes, manage to get the vessel ready." How ready the ships crew will be in the future worries McMonagle. Despite all the training his company offers, he says it's hard to keep a steady corps of knowledgeable officers for the ships because RRF ships are used so seldom. "We've been lucky in the past," he says. "We can't always guarantee, though, that we'll be able to keep experienced persons sailing aboard these ships. There's a shortage of qualified diesel engineers in this country. We 're trying our best to keep our American crews trained and we've done a good job so far. I just hope we can keep them in the future." [Note: the unlicensed crew aboard this ship are SIU members.] Profile of a Mariner: Lorenzo Ligon If you're an MSCPAC storekeeper and you like a challenge, Lorenzo Ligon thinks you'd probably love the USNS Higgins. "This is a great ship to be on for someone in supply,'' says the yeoman-storekeeper. "We've had to start from scratch to build up our own supply system. It seems like everyone on the ship has their special supply needs right now.'' Born and raised in Mobile, Ala., Ligon was a political science major at Grambling College in Louisiana for three years before he left school to enlist in the Navy in 1972. He spent the next six years in the Navy as a ship's serviceman aboard a fleet oiler, an ammunition ship and a cruiser. "It was a love-hate relationship when I was in the Navy," recalls Ligon, now 36. "Looking back, though, I really enjoyed it. It was a ball. I made six back-to-back Mediterranean cruises in the six years I was in the Navy." It was the sea life and travel that eventually led Ligon to MSCPAC. Now, sometimes to his regret, he can't break the habit of going to sea. "I wish I could get it out of my blood but I can't," he admits. "Even when I'm home for a while, I start thinking about the sea. I guess I just love it. I like the idea than I can get away." Initially a utilityman with MSCPAC for two years, Ligon made the transfer to YN-SK in 1982, then served a oneyear tour aboard the supply ship USNS Spica. "I think all YN-SKs should spend some time on that ship," says Ligon. "Spica's supply department is completely Navy, so it's an enlightening experience. We worked side-byside with the Navy supply people. I had to think like a Navy storekeeper, not as an MSC storekeeper.'' Aboard the Higgins, Ligon is together with supply personnel he worked with before aboard other MSCPAC ships. "I've been with the supply officer about a year now and that's been a great experience. The group of guys I'm with now have all been together before. You need a strong team on these ships and we all get along with each other and work together well.'' And the ship itself? "I enjoy it. It's better than anything else we have in the fleet right now," says Ligon. "I think it's going to be a good ship to ride. And I believe a lot of store- Lorenzo Ligon, yeoman/storekeeper keepers will want to be on this ship in the future.'' As far as his own future is concerned, Ligon has mixed feelings. He wants to keep sailing, but he also wants to go back to college for one year to complete his undergraduate degree. "It's a confusing situation, I know," said Ligon, trying to put his thoughts in order. ''I guess something will work out. I just don't want to go through life saying, 'I wish I would have'." �MSCPAC Shore Staffers Go to Sea by Bob Borden, PAO, MSCPAC For a few days in January, 11 MSCPAC shore personnel got a taste oflife at sea when they rode the USNS Mercy from Oakland to Portland, Ore., where the ship is undergoing a 71-day yard period at Northwest Marine Iron Works. The group departed the vessel with wobbly legs but firm convictions that the brief voyage will help them do their shore jobs better. "Everyone aboard ship has been courteous, helpful and nice," said Rita McNally of the comptroller's office, who, like most of her fellow workers, had never been to sea. "Now that we've seen how the other half lives, it's easier to understand their problems and frustrations.'' "The trip's given me some insights on what is required to properly man the positions aboard ship," said Tony Haro, head of the MSCPAC marine placement and receiving branch ... You can't help but be impressed with the quality of seamanship, ship handling and support services we've seen on the Mercy." The idea of sending supply, comptroller and personnel department employees aboard the Mercy on her coastal voyage to Portland originated with the ship's master, Capt. Richard Hosey, who wanted the shore staff to learn first-hand what it's like to work aboard a ship at sea. "Sometimes, the people ashore doing the detailing of mariners to ships are not familiar with the jobs those mariners will be doing aboard vessels," said Hosey after the Mercy was berthed in Portland. "It's important that they see the consequence of their actions.'' During a tour of the Mercy's engineering spaces, First Assistant Engineer Joe Watts led the group on a watch route that is normally followed by a junior third engineer. Climbing up and down stairways over a wide area, the shore group visited only three of the six service areas that are checked by the junior engineer before they stopped to catch their breath. There was a lesson to be learned here and Watts told the visitors what it was. ''A man can be fit for duty,'' he said slowly, ''but not fit for duty aboard this ship. When you're on watch, you've got to be able to climb normal ladders and vertical ladders. You can't fake your way out of this job." Linda Jones, a personnel staffing assistant who places unlicensed engineers aboard MSCPAC ships, got the message. "The stairs and ladders on the Mercy are difficult to climb," said Jones , relaxing in the crew's lounge. AB Bob Escue was at the helm when MSCPAC staff personnel took a tour of the USNS Mercy's bridge. "If an unlicensed engineer isn't prepared to do what we just went through, I wouldn't send the person to this ship." As the last of the 11 shore personnel departed his ship, Capt. Hosey hoped their brief voyage wouldn't be their last. "Every time an MSCPAC ship goes up and down the West Coast, we should try to include some shore staff on the trip," he suggested. "When they get out of their environment and see us in ours, the experience will help them support the fleet much better.'' USNS Regulus To Return in May Tolliver Is a Vet-At Last A military truck is hoisted aboard the USNS Regulus during Team Spirit loading activities at Tacoma, Wash. The Regulus is one of two Fast Sealift ships crewed by SIU members to participate in the annual exercise staged in Korea. The ships will return to the United States in May to discharge Team Spirit cargo before heading back to the East and Gulf coasts. Alertness is the K_ey to Vessel Safety Tolliver with his seaman's papers: the long wait is over. by Bob Borden, PAO, MSCPAC It's been a long wait-more than 40 years-but Theodore Tolliver is finally going to be recognized for his U. S. merchant marine service during World War II. When the Secretary of the Air Force recently signed a document approving World War II merchant mariners for Veterans Administration benefits, Tolliver, an able seaman with MSCPAC, learned he was eligible to receive a discharge certificate from the Armed Foces and any benefits he deserved by virtue of his maritime war service. Tolliver was 16 when he joined the merchant marine in 1943. After at- tending a maritime school on Catalina Island off the coast of Southern California, he headed for the Pacific war theatre aboard a converted tanker. By the time the war ended two years later. Tolliver had served aboard merchant ships that were hunted by submarines, shelled by surface warships and attacked by ,enemy airplanes. ''So many of the fellows I went to sea with gave up their lives aboard the merchant ships," recalled Tolliver, 61. "The merchant ships were the backbone of the supply effort to win the war. The people who served on them deserve their overdue recognition.'' Merchant ships and their vital cargo were prize targets during World War II. More than 6,000 American merchant seamen died during the war, and their casualty rate is believed to equal that of the Marine Corps. There were about 200,000 U .S. merchant mariners during World War II and most of them came under the control of the War Shipping Administration, which in effect nationalized America's merchant fleet. Merchant mariners were dispatched to combat zones where they fired weapons and gathered intelligence. Yet, despite their impressive record during the war, they were not treated as servicemen. When the conflict ended, the civilian mariners were not entitled to any postwar benefits given to those who served in the armed forces. In his files, Tolliver has copies of letters he and a former shipmate wrote to congressmen and senators seeking their assistance to recognize the contributions of World War II mariners while both men served aboard USNS Taluga several years ago. It was a struggle to achieve the recognition but Tolliver was pleased when the recent decision by the Secretary of the Air Force was announced. •'I doubt if there are that many mariners who are still around today who will benefit from this,'' said Tolliver. "It's too late for me to enjoy most of the benefits the veterans received. But for most of us, all we wanted was the recognition due us for the service we performed for our country. I'm not bitter. I'm actually pleased it finally happened. ljust wish it didn't have to take 40 years to do it." March 1988/LOG/19 �LNG ARIES (Energy Transportation Corp.), January 24-Chairman Robert Schwarz, Secretary Doyle E. Cornelius, Educational Director Paul Olson, Deck Delegate Eugene Bousson, Engine Delegate Brenda Murray-Dye, Steward Delegate Henry Daniels. No beefs or disputed OT reported. There is $250.11 in the ship's fund. The chairman discussed the importance of upgrading at Piney Point and of contributing to SPAD. On Jan. 24, Capt. Daniel Spence conducted services for Joel K. Lodor, a former OS. Brother Lodor served onboard the LNG Aries from May 1982 to Nov. 1982. At the request of his parents, Mr. and Mrs. Mike Lodor of Maryland, his ashes were committed to the sea. A vote of thanks was given to the steward department for a job well done this voyage. COURIER (Ocean Carriers), February 14-Chairman A. Pinkham, Secretary A. Spingat, Educational Director W. Hescip, Deck Delegate Joseph Mercier, Engine Delegate Terrance Reed, Steward Delegate Jerome Jordan. No beefs or disputed OT. Everything is running smoothly aboard the Courier. Members would still like information on war zone bonuses. This vessel is on a run from Kuwait to pick up oil to refuel our Navy ships. It was the first American tanker with a full American crew to pass through the Persian Gulf since the war started in that area. "Everybody is hoping that we will go on another run for a change." A vote of thanks was given to the steward department for a job well done. GUS DARNELL (Ocean Carriers), January 2-Chairman William Lough, Secretary James Price, Education Director Ross Hardy. No beefs or disputed OT. This is voyage 30-31-32 for the Gus Darnell, and payoff will be in Bahrain upon arrival. The bosun thanked the steward department for a job well done. He advised members not to let jobs hang on the board just because a ship is not going where you want to go. "A job is a job, pay is pay." He also stressed the importance of donating to SPAD. The bosun said it was a good, safe trip to Antarctica and back to Bahrain-a very interesting voyage. "In the Persian Gulf we saw the Bahrain and United States Navy go into action. we don't get a. war bonus, but we do get hazardous duty pay of $4 a day per war. We went all over southeastern Australia. Several of us rented cars and even an airplaM, and we were all well received. Antarctica was a place we'll never forget. Going through the packed ice was awesome. We did get around somewhat, but nobody made it to the South Pole, unfortunately. The trip home was in heavy seas. We lost our foremast in the furious fifties. The captain made a video of the trip, and all hands will get a copy of a memorable trip." OMI MISSOURI (OMI Corp.), January 31-Chairman Carl Francum, Secretary Jonathan White, Engine Delegate C. Jefferson, Steward Delegate David Bond. No beefs or disputed OT in the deck and steward departments. In the engine department, however, it appears that the engineers are doing QMED's work at night without asking the QMEDs if they wanted to work overtime. QMEDs were advised to write down the times that work is being done by the engineers, and this will be given to the patrolman at payoff. Some members of the crew suggested that the pension increase each year or that an annual cost of living adjustment be added. Next port: Tampa, Fla. OVERSEAS ALASKA (Maritime Overseas), February 21-Chairman John Furr, Secretary Carl Woodward. No beefs or disputed OT reported. A sad note: Raymondo Gomez, DEU, was lost at sea while working on deck. A search continued all day but was futile. The captain stated that an investigation will be conducted upon arrival in port. Payoff will also occur at that 20 I LOG I March 1988 time, but the ship will not be cleared until the investigation has been completed. A monetary collection is being taken from the officers and the crew. It will be mailed to Gomez's widow in memory of a shipmate and fellow seaman. OVERSEAS HARRIETTE (Maritime Overseas Corp.), January 24-Chairman Leon T. Jekot, Secretary E. Hoitt, Deck Delegate John Roe, Engine Delegate Walter Fey, Steward Delegate Gregory Keene. No beefs or disputed OT reported. Minutes of the last meeting (Dec. 13, 1987) were read and accepted without any alterations. The chairman announced a possible layup, but said that no details were as yet available. He also noted that there is no definite section in the new contract about awaiting transit. The Overseas Harriette awaited transit for three days with no shore leave. There was launch service on a regular basis to all other ships in the vicinity, but none for the Harriette. The secretary has all Union forms available at this time gate William Cribbs. Everything is running smoothly with no beefs or disputed OT. Bosun McCollom spoke to the members about the advantages of taking courses at Piney Point to upgrade their QMED status. He also suggested taking the sea.lift training since "that is where the jobs are going to be." As more and more ships leave the industry, other military ships are coming in. Brother Velandra reports that several good men are leaving for vacation after this trip and expressed the hope that they will return. "Brother Alicea in the steward department will be hard to replace." Capt. T. Brown came down and gave a talk to the members on the proposed new food plan Sea-Land is starting. A newsletter will be sent to all Sea-Land Ships, keeping them informed about the situations as they arise. "Mr. E. Young states he has not seen such a happy ship as this in a long time. His belly smiles all the time, and the key word in all departments is cooperation. Let's keep things going as they are and bring Brother Young back again." Next port: Port Everglades, Fla. SPIRIT OF TEXAS (Sea.hawk Management), February 5-Chairman Bert Hanback, Secretary Paul Stubblefield. Some disputed OT was reported in both the deck and engine departments. A message was The S.S. Marymar, one ofsix converted c.4 class troopships of the SIU-contracted Calmar Steamship Co., is seen here as she completed sea trials on the Chesapeake Bay in the late 1940s. Calmar is gone, and so are ratings such as carpenter, watertender, evaporator maintenance, deck maintenance and plumber. and has offered to help fill them out for any member in need of assistance. It was requested that the LOG go back to including photographs in its "final departures" section. Most seamen recognize another seaman by face, not always by name. Another request made was that members be compensated for extra work done on watch, other than their regular duties. Members would also like to have the Union look into the matter of the crew's TV antenna or lack thereof. Chief Cook Terry White commends the crew for being so cooperative. And a vote of thanks was given to the steward department for a job well done "even though the department is running short." sent to Houston requesting a patrolman for the payoff to answer additional items regarding overtime and work performed by the deck department. A vote of thanks was given to the steward department for a job well done. "Other than rain, sun, rain, sun and other conditions, the trip was not too awfully bad. Good harmony and cooperation existed among the crew for the entire trip. It was definitely a trip to be remem· bered ... It is always nice for a trip to end, whether good or bad." A motion was made to put pictures of the final departures and retired brothers and sisters back in the LOG. "You can remember faces, but not the names." LNG TAURUS (Energy Transportation Corp.), January 24--Chairman Robert J. Callahan, Secretary Robert H. Forshee, Deck Delegate Robbyson H. Suy, Engine Delegate Kevin W. Conklin, Steward Delegate Francis E. Ostendarp. No beefs or disputed OT reported. There is $955 in the ship's fund. Capt. Sjokvist addressed the membership in order to explain the new W-4 forms. The captain is getting off this trip and took this opportunity to thank the SIU crew for their efficient and professional work. He was given a hearty round of applause. The bosun then went over the new contract and expressed his appreciation for the efforts that went into it on the part of the Union officers. He also stressed the importance of contributing to SPAD and to the benefits of upgrading your skills at Piney Point. A sincere vote of thanks was given to the steward department for the excellent food and the homey feeling during the holidays. Next port: Bontang, Indonesia. ULTRASEA (American Maritime Trans.), January 25-Chairman Robert R. Newby, Secretary E. Hagger. Some disputed OT was reported in all three departments pertaining to the Martin Luther King holiday. There is $74 in the ship's fund. A new VCR was purchased with money from the fund. The chairman said it was a very good trip. The educational director advised all eligible members to upgrade their skills at Piney Point. A motion was made and seconded that employees be sent home at company expense when there is a death in their immediate family. Also requested for the crew was a new ice box for the messhall. A vote of thanks was given to the steward for "the best of food and the holiday spread, and for the birthday party and birthday cakes." Official ships minutes also were received from the following vessels: BEAVER STATE 1st LT. J. LUMMUS INGER MATEJ KOCAIC OVERSEAS CHICAGO PANAMA PONCE PFC EUGENE A. OBREGON PVT HARRY FISHER Monthly Membership M~etings SEA·LAND TRADER (Sea-Land Service), January 1~hairman Anthony J. Palino, Secretary James A. Jones, Educational Director Dan Kinghorn. There is $350 in the ship's treasury. The chairman noted that the Sea-Land Trader is supposed to be automated, "but it is not, yet." While the number of crewmembers is right for an automated ship, there are some problems. There is no refrigerator/freezer, only one coffee maker for two messhalls, no VCR for the crew and not enough keys onboard for the lounge and messhalls. A microwave oven and meat slicer are needed as well. There were also some problems regarding the lack of stores following a brief lay-up. It was believed that the food in the cafeteria in Kaohsiung, Taiwan, where the crew had to eat while in port, was not up to Western standards. And members had to pay for their own food with their own money. A vote of praise was given to the steward department. Next port: Long Beach, Calif. SEA-LAND VENTURE (Sea-Land Service), January 31-Chairman John McCollom, Secretary David W. Velandra, Deck Delegate Tommy Joe Pell, Engine Dele- RANGER SEA-LAND ECONOMY SEA-LAND ENDURANCE SEA-LAND EXPRESS SEA-LAND PACIFIC SEA-LAND PRODUCER STUYVESANT USNS ASSERTIVE Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, April 4 ..................... 10:30 a.m. New York ............... Tuesday, April 5 ..................... 10:30 a.m. Philadelphia .............. Wednesday, April 6 .................. 10:30 a.m. Baltimore ................ Thursday, April 7 .................... 10:30 a.m. Norfolk ................. Thursday, April 7 .................... 10:30 a.m. Jacksonville .............. Thursday, April 7 .................... 10:30 a.m. Algonac ................. Friday, April 8 ...................... 10:30 a.m. Houston ................. Monday, April 11 .................... 10:30 a.m. New Orleans ............. Tuesday, April 12 .................... 10:30 a.m. Mobile .................. Wednesday, April 13 .................. 10:30 a.m. San Francisco ............ Thursday, April 14 ................... 10:30 a.m. Wilmington .......... ,c • • • Monday, April 18 .................... 10: 30 a. m. Seattle .................. Friday, April 22 ...................... 10:30a.m. San Juan ................ Thursday, April 7 .................... 10:30 a.m. St. Louis ................ Friday, April 15 ...................... 10:30 a.m. Honolulu ................ Thursday, April 14 ................... 10:30 a.m. Duluth .................. Wednesday, April 13 .................. 10:30 a.m. Jersey City ............... Wednesday, April 20 .................. 10:30 a.m. New Bedford ............. Tuesday, April 19 .................... 10:30 a.m. �Vice Presidents (Continued from Page 16.) Much has been made of the personal rivalries of the various maritime heads-Joe Curran vs. Paul Hall, Harry Lundeberg vs. Harry Bridges. But behind most of these rivalries lay one thing: job security for their members. The rivalry between Harry Lundebert and Harry Bridges was legendary. Yet in a sense, much of the bad feeling between the two was a result of conflicting jurisdictional claims between seamen and longshoremen. The rivalry between longshoremen and deckhands dates back more than 100 years. There were countless disputes over which group of workers had jurisidiction over the loading and unloading of cargo. There were even divisions among deckhands who sailed onboard schooners and steamships. While the SUP dates its existence to 1885, it didn't take its modern name until 1892, when the Coast Seamen's Union and the Steamshipmen's Union merged into one organization. Technological advances and the demise of the schooner vessel rendered their differences moot. Early maritime unions were created along regional and craft lines. Increasingly, however, jurisdictional disputes in the maritime industry have arisen between licensed and unlicensed seamen. In the '50s and early '60s, for example, the NMU created the Brotherhood of Marine Officers. The SIUAGLIWD supported the MM&P and National-MEBA in their dispute against the NMU. Our members even walked picket lines on their behalf. The maritime industry is a little like the Middle East: today' s friend may be tomorrow's enemy. During the Vietnam War, the SIU and District 1 were at loggerheads over an apprentice engineer's rating that District 1 wanted to have placed onboard their vessels. We forced Delta to have these ratings removed; in the process , we protected the job security of our key personnel in the engine room , mainly the QMEDs. Still, no matter how intricate or byzantine relations between the various maritime organizations may get, it is impossible to write a history about the industry without mentioning them all . There would .be no Harry Lundeberg without Harry Bridges , and no Paul Hall without Joe Curran. The SIU-AGLIWD , for example, owes its existence to the generous support that SUP officials like Harry Lundeberg and Morris Weisberger gave us during our early years. West Coast seamen like Bill Armstrong, Ed Turner, Joe Goren and Whitey Seacrest hit the bricks in many of our most important beefs. Turner, who headed the Marine Cooks and Stewards, even engineered a merger between his organization and the A&G District. Of course the help was always reciprocal. In October 1950, when the West Coast Longshoremen' s union launched an attack against the Sailor's Union of the Pacific, the SIU-AGLIWD stood behind the SUP 100 percent. And after the Marine Cooks and Stewards were ousted from the CIO for being dominated by the Communist Party, the SIU-AGLIWD supported the SUP' s drive to sign the MCS as an SIUNA affiliate. Harry Lundeberg and Ed Turner led the drive for the SIUNA, and the MCS was restored to democratic control. Government Services by V.P. Buck Mercer M ERCHANT seamen who plied their trade during World War II and were fortunate enough to have lived through the rigors of that conflict, have finally and at long last been granted veterans' status. Not only does this apply to commercial sailors but also to those who sailed with the Army Transport Service and the Naval Transport Service. Of course, there are certain procedures that must be accomplished before gaining veterans• status and they are outlined on page three of the LOG (February 1988). The reason for this article is to alert MSCPAC marine personnel who qualify for veterans' benefits and note that it will make a difference where your employment with MSCPAC is concerned. Whether or not all veterans' benefits will be accorded is not yet known, but they could include (I) 5point veterans preference, (2) Retention rights, (3) Tenure group, (4) Medical care, (5) Guaranteed home loans, (6) Burial benefit, and the protection of the Merit Systems Protection Board (MSPB). Of particular importance is the fact that those who do qualify will be entitled to the services of the MSPB. This means that under the appeal procedure an adverse action would be heard by the MSPB rather than the same agency that brought the adverse action. On Jan. 13, 1988, a meeting with Fleet Preservation Servicers (FPS) was held on site at the Reserve Fleet at Suisun Bay, Calif., at which a number of issues were discussed that needed resolution. On Feb. 5, 1988, a meeting with management was scheduled with Fleet Superintendent Walter Jaffee to discuss and resolve complaints that had been voiced at the meeting with FPS on Jan. 13. In attendance at the meeting were SIU Representative Raleigh G. Minix , Asst. SIU Fleet Representative Toes Moala, who furnished valuable input regarding fleet morale and on-site working conditions, and SIU Representative Roy "Buck" Mercer. The meeting was constructive and all complaints were discussed and resolved. Management has already made a major improvement to the parking area which is much appreciated by the crew. FMC Chief Appointed Edward J. Philbin was appointed acting chairman of the Federal Maritime Commission last month. Philbin replaces Edward V. Hickey who died in January. Philbin, an FMC commissioner, previously held the post of Deputy Assistant Secretary for Reserve Affairs at the Department of Defense. He also was a law professor at San Diego State University. ------Deaths-----The SIU has been notified of the deaths of the following members and pensioners. Chester Anti Ladislas Baldonade Edward Brown Harry Burton Leslie Bryant Jr. Roger Coleman Laurence Mays Lowell M. Moody Edward Murphy Juan Wilfredo Pagan Leslie E. Roberts Tito Ross John Smith Fred 0. Sullins Charles Connell David Donovan Paul Dunbar Leroy V. Hansen Thomas Joynes Randy Kusminski Laurence McCullough James McLamore Carlos artinez Clarence Maudrie Ted Wilkosh Edward J. Wright ou Missing Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 --~---------------------------~---------------~------------Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT HOME ADDRESS Social Security No. Phone No. ( Area Code Your Full Name Apt. or Box# Street Book Number O SIU City D UIW State D Pensioner ZIP Other-------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - This will be my permanent address for all official Union mailings. This address should remain In the Union file unless otherwise changed by me personally. (Signed)----------------- -----------------------------------------------------------~ March 1988 I LOG I 21 �CL -Company/Lakes l -Lakes NP Directory of Ports Dispatchers Report for Great Lakes -Non PrioritY FEB. 1-29, 1988 "TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President **REGISTERED ON BEACH All Groups Class CL Class L Class NP Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President DECK DEPARTMENT Algonac ................... Port Algonac ................... 0 6 0 5 0 0 35 2 ENGINE DEPARTMENT 0 0 0 27 0 0 10 0 0 49 8 0 0 121 11 0 16 0 Port 0 George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President STEWARD DEPARTMENT Algonac ................... 0 Port 0 0 HEADQUARTERS ENTRY DEPARTMENT Algonac ................... 0 15 6 0 Totals All Departments ........ 0 42 9 0 0 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301 ) 327-4900 Dispatchers Report for Deep Sea FEBRUARY 1-29, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ....... ... ..... Philadelphia .............. Baltimore ............... Norfolk .... .. ........... Mobile .......... ....... New Orleans ............. Jacksonville .............. San Francisco ..... ........ Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ...........•.... St. Louis ................ Piney Point .............. Totals ................. 37 3 7 6 4 8 1 7 6 3 TOTAL SHIPPED All Groups Class A Class B Class C 2 0 0 3 4 34 2 3 9 9 34 8 6 30 17 36 22 31 6 10 10 10 7 1 8 3 11 2 3 0 7 0 1 0 2 0 2 2 15 20 20 29 12 7 31 45 2 223 12 23 239 5 86 0 Port New York ............... Philadelphia ...... ........ Baltimore ............... Norfolk ................. Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco .. .. ......... Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ... ... .......... St. Louis ................ Pinet Point .............. Tota s ................. 24 1 6 4 8 5 0 1 3 2 17 5 19 13 21 6 4 15 0 6 6 3 5 1 13 3 0 3 15 2 0 2 0 1 0 1 0 6 1 2 0 11 2 0 0 28 1 3 4 3 23 18 16 11 13 4 5 159 52 26 19 0 4 151 19 5 1 14 0 0 1 0 0 1 4 7 Pon New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville ........ . . ... . San Francisco ......... .... Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. 2 1 2 1 10 15 8 0 42 12 19 2 5 9 0 2 146 4 3 6 1 7 0 21 2 0 6 58 0 1 0 3 1 0 0 19 0 0 1 28 Port New York .............. . Philadelphia .............. Baltimore ............... Norfolk .... ............. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ............... . . Puerto Rico .............. Honolulu ..... ........... Houston ................ St. Louis ................ Piney Point .............. Totals ................. 102 164 214 Totals All Departments .... .. 646 360 313 18 0 13 4 7 4 3 8 3 22 15 4 2 10 8 3 6 0 0 4 4 9 10 7 13 4 72 8 0 5 2 4 1 7 5 0 2 51 7 12 10 2 7 0 0 0 1 1 7 6 8 72 559 2 0 0 11 1 0 0 21 STEWARD DEPARTMENT 3 1 0 0 0 1 4 5 1 0 1 5 25 4 16 3 9 8 0 2 113 39 ENGINE DEPARTMENT 5 1 0 0 2 0 4 1 1 0 7 1 4 0 4 4 1 10 1 150 67 9 10 3 2 1 2 2 20 5 19 3 0 DECK DEPARTMENT 8 2 1 0 2 0 8 4 2 2 9 5 6 3 6 9 5 7 4 1 2 0 6 4 6 1 0 0 2 1 2 1 3 0 12 0 0 5 32 0 0 1 0 2 0 3 1 0 0 13 1 0 4 26 ENTRY DEPARTMENT 11 3 1 1 5 0 4 2 4 0 9 11 4 5 13 3 7 1 6 1 4 0 63 100 1 3 0 0 2 0 127 137 277 223 Tr~ Relies 10 2 1 2 1 12 4 11 6 6 2 12 2 0 0 71 7 0 0 2 0 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 91 2 11 22 7 69 56 63 31 62 29 6 56 0 0 15 2 9 7 6 8 16 14 11 8 1 10 4 0 2 505 113 49 2 11 9 6 9 0 1 7 3 11 2 1 0 2 5 2 4 10 4 5 0 7 1 0 1 44 , 2 0 0 0 2 3 0 48 35 35 18 42 13 29 311 82 26 7 9 0 3 1 0 3 0 1 6 4 5 33 2 4 3 7 35 18 81 22 36 3 5 88 2 0 6 20 0 0 0 5 8 1 0 0 0 1 2 0 2 3 0 5 32 0 3 10 8 6 6 2 14 2 0 6 8 10 2 8 0 33 4 0 7 123 272 88 0 0 0 0 0 0 0 0 0 47 30 4 8 3 7 11 9 4 32 9 68 21 9 24 14 26 18 24 6 0 0 0 0 0 38 0 0 0 0 6 19 7 18 82 15 0 279 280 223 1,367 563 2 2 5 2 2 0 8 1 0 1 0 2 0 0 0 3 0 0 1 22 0 0 0 29 12 2 2 5 8 31 6 33 11 8 0 178 5 0 1 302 401 *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month . Shipping in the month of February was down from the month of January. A total of 1,282 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,282 jobs shipped, 559 jobs or about 44 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 223 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 7,022 jobs have been shipped. 22 I LOG I March 1988 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSO VILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEA S, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. . 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Letters To The Bditor Was a Rational " • • • The Injustice Crime ... " Recently veterans rights were approved for the merchant marine of World War II, and I wish to commend the SIU, the greatest union on earth, for the long fight against opposition like the American Legion. Few Americans have knowledge of our role in the war. The injustice was a national crime against American seamen who were 100 percent volunteers. In 1942 and 1943 our Navy was limited and we sailed many times without an escort. We slept with our clothes on never knowing when we would be torpeodoed. On every ship we were assigned to a gun station. One ship I will never forget is the SIU Liberty ship the Paul Hamilton. I bid for a job on that ship in the New York hall in 1944, but lost out. I was in the same convoy with the Paul Hamilton off Algiers on April 20, 1944. The record should show that the SS Paul Hamilton suffered the worst disaster of any merchant ship in World War IL An ammunition ship with 604 American troops aboard, plus a merchant crew and a Naval armed guard, the Paul Hamilton was sunk by a German plane. There were no survivors. The bombs touched 01! the ammunition it wa.a carrying. I Viewed thls sad event while aboard the SB Joshua, Ba.rtlett. OUr starbo d guns fired at the German pla.n.e which sank the Paul amilton. But a British gunboat, the Colombo, running near our stern brought it down. My point in bringing this up is that our sm brothers who went down with the ship were at their assigned gun stations. Remember the American Legion called our men draft dodgers, when most of their members had to be drafted and escorted to ca.mp. President Franklin D. Roosevelt said "Damn the torpedoes" because he knew the real men would deliver. Due to inJuries aboard ship, I had to retire in 1955, costing me thouaanas of dollars 1n medical bills. The VA hospital is now a blessing. Peter Salvo McKeesport, Pa. Book #24342 "Cal Tanner and I Were Shipmates • • • ,, I have read with great interest the articles in the LOG about the beginning of the SIU and its progress. Being a charter member, I would naturally want to know one's opinion on the history of our union. Leaving the Navy I joined the ISU. Cal Tanner and I were shipmates on an old Hog Island Delta Line ship when the ISU went under. Cal left for Tampa, I stayed in New Orleans. Delta Lines and Waterman Steam Ship Companies assured us that as long as we could crew their ships, they would recognize us and their contract with the ISU. We had. a tough go, the NMU was breathing down our neck, making it hard for any seaman not belonging to their union. You could look for a. dumping if caught by their beef squad leaving or returning to their ship. We were losing men every day. Some quit sailing but the majority went over to the NMU. We were still using our ISU books, but we knew we had to have a name to give us a little recognition. We got together with the Longshoremen in New Orleans and asked them to let us call our Union the ILA. They agreed and this took some of the pressure off us. Our Brothers on the East Coast were holding their own, and things were looking better when we got the word that if we could raise the money, Harry Lundeberg and the SUP would get us a charter. Years later when I was a New York patrolman I was sent to Washington with John Hawk, the secretary treasurer. In the hotel dining room on the morning we were leaving to return to New York, I asked Harry, "When you agreed to get the SIU a charter, did you honestly believe that handful of seamen with their few ships could raise the money?" His answer and I quote, "There never was a doubt in my mind that bunch of guys like these who were fighting for their livelihood would fail." It was hard, and as I look back today I wonder what kept the men fighting when it was so easy to just walk into any NMU hall, throw your ISU book on the counter and get a NMU work permit. But they hung on. AB the ships paid off, the men were asked to give what they could afford, wasn't a hell of a. lot with the wages $72.50 and $62.60 and under. But at last that day arrived after being ISU, ILA (which was never officially recognized) and the Eastern & Gulf Sailors Association, we had a union and a charter. Now we had to start organizing. There were a lot of good men who helped to get the charter, but it seemed that they were forgotten when the officials were sent to administer our new union. Men were sent from the West Coast to run the ports. Men some of us had never heard of. Like M. Biggs who was sent to New Orleans as representative. He signed the first agreement with Delta Line and Waterman and one hell of a job he did. The overtime agreement called for the overtime to start one hour after the seaman was called night or day. Watches could be broken on arrival and set one hour before sa.ili.ng. There was a lot of other clauses that were all for the company. When some of us beefed and asked Biggs why our aggreement was so much different than the SUP, he said, ''You see the SIU is a three department union so we had to give some things in some of the departments to get some things in other departments." Now I could not see where that made sense and told him so. He lasted one year in New Orleans, never went back to the coast, went to Florida, got in the real estate business. The shipping rules were all in favor of the mother union. The SUP had the same shipping rights in our hall as we did, but we did not have this right on their ships. If a job wasn't taken on the third call an SIU man could take it, but had to get off at the end of the voyage or payoff. AB you stated in your report, in 1944 Paul Hall came along. And things started to change. Any man who worked for Paul will tell you he lived every day for the SID. Many a night the lights burned late on Beaver Street. There would be a memo on the Patrolman's Board on the third floor at least three times a week. All patrolmen not on a payoff remained after the hall closed for a meeting. As you stated, Paul organized a close-knit team and seamen who you named would have followed him anywhere, over a cliff if he had asked. You said it mildly; they would have followed him to hell if needed. The reason Paul had the respect of the men who went down the line with him was that he would never ask a man to do something he wouldn't do. He couldn't stand excuses for something that should have been done, and expected the elected officials to see that the SIU came first and every seaman got first class representation. Fraternally yours, L.S. Johnny Johnston Brandon, 118 IT 1$ DUMB •• GET ~ELP! KICK THE DRU6 HABIT/ CONTACT YOUR PORT AGENT OR YOUR UNION. IF YOU SNIFF /T. .. IF YOU SMOKE IT ••• IF YOU 5H007 IT •• ~ March 1988 I LOG I 23 �We had a tough go, the NMU was breathing down our neck, making it hard for any seaman not belonging to their union. You could look for a dumping if caught by their beef squad leaving or returning to ·L etters To The Editor "• • • The Injustice Was a National Crime ... " Recently veterans rights were approved for the merchant marine of World War II, and I wish to commend the SIU, the greatest union on earth, for the long fight against opposition like the American Legion. Few Americans have knowledge of our role in the war. The injustice was a national crime against American seamen who were 100 percent volunteers. In 1942 and 1943 our Navy was limited a.nd we sailed many times without an escort. We slept with our clothes on never knowing when we would be torpeodoed. On evecy ship we were assigned to a gun station. One ship I Will never forget is the SIU Liberty ship the Paul Hamilton. I bid for a job on that ship in the New York hall in 1944, but lost out. I was in the same convoy With the Paul Hamilton off Algiers on April 20, 1944. The record should show that the SS Paul Hamilton suffered the worst disaster of any meroha.nt ship in World War IL An ammunition ship with 504 American troops aboard, plus a merchant crew and a Naval armed guard, the Paul Hamilton was sunk by a German plane. There were no survivors. The bombs touched o"ff the ammunition it wa.a carrying. I Viewed this sad event while aboard the SS Joshua Ba.rtlett. Our starboard guns fired at the German plane which sank the Paul amilton. But a British gunboat, the Colombo, running near our stern brought it down. My point in bringing this up is that our SIU brothers who went down With the ship were at their assigned gun stations. Remember the American Legion called our men draft dodgers, when most of their members had to be drafted and escorted to camp. President Franklin D. Roosevelt said "Damn the torpedoes" because he knew the real men would deliver. to inJuries aboard ship, I had to retire in 1955, costing me thousands of dollars in medical bills. The VA hospital is now a blessing. Peter Salvo McKeesport, Pa. Book #24342 "Cal Tanner and I Were Shipmates • • • I have read with great interest the articles in the LOG about the beg1nn1ng of the SID and its progress. Being a charter member, I would naturally want to know one's opinion on the histocy of our union. Leaving the Navy I joined the ISU. Cal Tanner and I were shipmates on an old Hog Island Delta Line ship when the ISU went under. Cal lefi for Tampa, I stayed in New Orleans. Delta Lines and Waterman Steam Ship Companies assured us that as long as we could crew their ships, they would recognize us and their contract with the ISU. their ship. We were losing men every day. Some quit sailing but the majority went over to the NMU. We were still using our ISU books, but we knew we had to have a name to give us a little recognition. We got together With the Longshoremen in New Orleans and asked them to let us call our Union the ILA. They agreed and this took some of the pressure off us. Our Brothers on the East Coast were holding their own, and things were looking better when we got the word that if we could raise the money, Harcy Lundeberg and the SUP would get us a charter. Years later when I was a New York patrolman I was sent to Washington with John Hawk, the secretary treasurer. In the hotel dining room on the morning we were leaving to return to New York, I asked Harcy, "When you agreed to get the SIU a charter, did you honestly believe that handful of seamen with their few ships could raise the money?" His answer a.nd I quote, "There never was a doubt in my mind that bunch of guys like these who were fighting for their livelihood would fail." It was hard, and as I look back today I wonder what kept the men fighting when it was so easy to just walk into any NMU hall, throw your !SU book on the counter and get a NMU work permit. But they hung on. As the ships paid off, the men were asked to give what they could afford, wasn't a hell of a lot with the wages $72.50 and $52.50 and under. But at last that day arrived after being ISU, ILA (which was never officially recognized) and the Eastern & Gulf Sailors Association, we had a union and a charter. Now we had to start organizing. There were a lot of good men who helped to get the charter, but it seemed that they were forgotten when the officials were sent to administer our new union. Men were sent from the West Coast to run the ports. Men some of us had never heard of. Like M. Biggs who was sent to New Orleans as representative. He signed the first agreement with Delta Line and Waterman and one hell of a job he did. The overtime agreement called for the overtime to start one hour a.tter the seaman was called night or day. Watches could be broken on arrival and set one hour before sailing. There was a lot of other clauses that were all for the company. When some of us beefed and asked Biggs why our aggreement was so much different than the SUP, he said, "You see the SIU is a three department union so we had to give some things in some of the departments to get some things in other departments." Now I could not see where that made sense and told him so. He lasted one year in New Orleans, never went back to the coast, went to Florida, got in the rea.l estate business. The shipping rules were all in favor of the mother union. The SUP had the same shipping rights in our hall as we did, but we did not have this right on their ships. If a job wasn't taken on the third call an SID man could take it, but had to get off at the end of the voyage or payoff. AB you stated in your report, in 1944 Paul Hall came along. And things started to change. Any man who worked for Paul Will tell you he lived every day for the SID. Many a night the lights burned late on Beaver Street. There would be a memo on the Patrolmen's Board on the third floor at least three times a week. All patrolmen not on a payoff remained after the hall closed for a meeting. As you stated, Paul organized a close-knit team and seamen who you named would have followed him anywhere, over a cliff if he had asked. You said it mildly; they would have followed him to hell if needed. The reason Paul had the respect of the men who went down the line with him was that he would never ask a man to do something he wouldn't do. He couldn't stand excuses for something that should have been done, and expected the elected officials to see that the SIU came first and evecy seaman got first class representation. Fraternally yours, L.S. Johnny Johnston Brandon, MS IT 1$ DUMB •• GET ~ELP! K CKTHE ORU6 HABIT/ CONTACT YOUR PORT AGENT OR YOUR UNION. IF YOU SNIFF /T. .. II=' YOU S'MOKE IT ... IF YOU 5H007 IT ••• March 1988 I LOG I 23 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1988 Description An account of the resource HEADLINES SIU APPEALS TO STATE ON TANKER CREW WAIVER MARIITME PROGRAMS REMAIN AT LAST YEAR’S LEVEL MANNING STANDARDS EXAMINED BY MARITIME PANEL SIU STUDIES WAYS TO IMPROVE SHIPPING AND REGISTRATION COMMITTEE APPROVES BILL TO BEEF UP FISHING BOAT SAFETY SIU WINS BIG SHARE OF RRF CONTRACTS- 42 SHIPS MARITIME TRADES DEPARTMENT SETS ’88 LEGISTLATIVE GOALS ELECTION YEAR 1988 THE NATIONAL ECONOMY DOMESTIC CRUISE INDUSTRY SHIPBUILDING INDUSTRY INTERNATIONAL TRADE INTERNATIONAL AFFAIRS SEAFARER FINDS HIS CALLING AWAY FROM THE SEA ‘JOE AX’ TURNS 80 IN NEW ORLEANS JUSTICE FOR MERCHANT SEAMEN KING OF THE CONVOYS ONE OF OUR GALLANT SHIPS CAPE DUCATO PARTICIPATES IN TEAM SPIRIT 88 PROFILE OF A MARINER: LORENZO LIGON MSCPAC SHORE STAFFERS GO TO SEA USNS REGULUS TO RETURN IN MAY ALERTNESS IS THE KEY TO VESSEL SAFETY FMC CHIEF APPOINTED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 3 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/2cc40403a7f4b3049f594d404fb8f648.pdf 9b29c5016350aedeb5792b152541ec01 PDF Text Text Official Publication ol the SealaJ"ers International Union• Atlantic, Gull, Lakes and Inland Waters District• AFL-CIO Vol. SO, No. 4 April 1988 Giant Ships Mean Giant Job Opportunities Sea-Land's addition of 12 huge containershjps to its fleet means nearly 300 new jobs for Seafarers. Originally built for United States Lines, the SIUcontracted Sea-Land purchased the ships when U.S. Lines went bankrupt. The ships, which carry unlicensed crews of 12, will operate on North Atlantic, South Atlantic and Mediterranean runs. All will carry SIU crews sailing under the U.S. flag. But in a unique arrangement, Trans Freight Lines and Nedlloyd will jointly operate five of the ships with Sea-Land. ''This is a great opportunity for all Seafarers and shows the SIU and its contracted companies can compete and operate efficiently,'' said SIU President Frank Drozak. See Page 18 for more pictures of the Performance and Quality in Houston. The New Ships • Sea-Land Quality Sea-Land Atlantic Sea-Land Achiever Sea-Land Sea-Land ~ Sea-Land Sea-Land Sea-Land Sea-Land Sea-Land Sea-Land Sea-Land Commitment Integrity Performance Value Galveston Bay Newark Bay Raleigh Bay Holland Hudson Sacco Named to Exec. V.P. Post Inside: Kuwait Update Page 3 ODS Hearings Page 3 Inland News Page 8&9 T-AGOS Stalwart Page 4 Page 11-15 SHLSS SIU President Frank Drozak congratulates Mike Sacco on his appointment as Executive Vice President. SIU President Frank Drozak announced the appointment of Mike Sacco as Executive Vice President at the headquarters membership meeting this month in Piney Point. Sacco will be directing the Union' s field operations, and coordinating outport and headquarters' activities. Sacco, a long-time vice president of the SIU, was named to the executive post effective April 1 by the Executive Board of the SIU, AGLIWD. �President's Report by Frank Drozak T HE strength of our Union has always been that we are willing to explore new ways to preserve job security for our membership when the old ways no longer work. We have adapted to meet technological changes in the industry, and we have sought new job opportunities for our members when the traditional job market began to decline. The U.S. maritime industry as we have known it is gone. The number of shipping companies flying the American flag is dwindling. In 1981 there were 600 commercial U .S.-flag freightships and tankers. Today there are just 360 ships in the active fleet. As one after another of our nation's old-line maritime companies goes under, the number of seagoing jobs sinks lower. Ten years ago there were approximately 20 ,500 jobs for American seamen. Five years ago that number shrank to 15,400. Today, according to the latest report from the Marine Index Bureau, there are just 10,340 deep sea jobs available to American seafarers. Even so, our membership today has full job security. How successful have we been? We are the only maritime union which regularly fills a large percentage of its billets with 'B' seniority ratings. That means that any member with a full book can ship if he or she wants to. The jobs are there. The reason is that we have gone out to find new job opportunities. Just last month, the SIU was able to capture the lion's share of the 71 Ready Reserve vessels put up for bid by the Military Sealift Command. This means tions--0ur older members wouldn't have to worry about losing their welfare coverage, or incurring a break in service. They could just throw in for these good jobs. Impossible, you say? Nothing is impossible in today's maritime industry. When U.S. Lines was forced to file for bankruptcy in 1986, hundreds of NMU and District 1 members were left without any options. I never want to see the day when SIU members are put in a similar position. Conditions on these vessels are steadily improving. The base wages on some of them are " ... Any member with a full book can ship if he or she wants. The jobs are there . " hundreds more of good job opportunities for our membership. * ** Even if our 'A' book members don't want to ship on these military vessels, they still will have the security knowing that they and their families are protected. If something unforeseen were to happen-if one of our larger companies were to file for bankruptcy or reflag its opera- Stewards Visit Hill On a tour of Capitol Hill are the recertified stewards, finishing up at Piney Point. The members are: Pedro Laboy, Ruben Padilla, Ivan Zuluaga, Raymond L. Jones, Nazareth Battle, George A. White, Earl Gray Sr., Leonard Lelonek, George Pino and R.G. Connolly. will be enhanced as a result of this training. There is no way to reverse long-term trends. Automation, more complex technology or newer vessels, smaller crews: all of these are here to stay. None can be wished away. But it certainly is possible to adapt to these trends. In that way, we are not unique. Progressive unions like the Airline pilots and the United Auto Workers are exploring new ways to protect the job security of their members. Like the SIU, these unions are unwilling to sit back and do nothing while the number ofjobs available to their members continues to shrink. Job security is first and foremost on their minds. * ** higher than those found on comparable commercial ships. But more important, these military vessels give the SIU something few maritime unions have today: a future for our younger members. From the moment he or she applies to enter this Union, an unlicensed seaman has options open which are unavailable anywhere else. For one thing, training at the SHLSS is free. Schooling at one of the state maritime academies can run in the thousands of dollars per year. But that is not all. A member of this Union can get an associate' s degree, free of cost. All he has to do is plan a little bit ahead so he can accommodate the course schedule. What this does , of course, is to give our members even more options than they would otherwise have. It may take a little extra effort to see that all our new trainees are cross-trained. But the job security of all of our members There is an old saying: sooner or later, everything comes back into style. After seven years of Reaganomics, people are beginning to reconsider some of their basic assumptions. More and more, you hear people saying that they believe that government can make a positive difference in their lives. Within certain fiscal restraints, they want to give government the authority to improve peoples' lives and solidify basic American industries. Because we have been able to adapt and develop new programs these past seven years, we are now in a position to benefit from this changed political atmosphere. It is not inconceivable that a new administration-Democrat or Republican. will take steps to implement some of the recommendations contained in the report of the president's Commission on Merchant Marine and Defense. By weathering these rough times-by beefing up our training facilities at Piney Point and by signing up new military work-we have positioned ourselves to take advantage of every new opportunity. Official Publication of the Seafarers lntemat1onal Union of North Amenca , Atlantic, Gulf, lakes and Inland Waters District, fl-CIO Apnl 1988 Vol 50, No. 4 Executive Board Frank Drozak President Joe DiGiorgio Secretary Charles Svenson Angus "Red" Campbell Joe Sacco George McCartney Editor Vice President Vice President Vice President Roy Mercer Steve Edney Jack Caffey Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I April 1988 Mike Sacco Executive Vice President 9 " The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790·9998 and at additional mailing offices . POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Shultz Hints Kuwait Might Add U.S. Crewmen Kuwaiti officials are ''taking steps to increase U.S. manning" on the 11 reflagged tankers which have been the center of maritime controversy for almost a year. Secretary of State George Shultz, responding to a letter from SIU President Frank Drozak, defended the U.S. government's action in claiming a crewing waiver for the tankers which overrode a new law designed to place American crews on those ships. But Shultz also said, "We are also advised that Kuwaiti officials are aware of our concerns over the manning issue, and that they are taking steps to increase U.S. manning. We believe that our approach with the Kuwaitis will be effective in addressing the concerns of American seamen and the immediate needs of the national defense. I will be pleased to keep you apprised of the progress we are making on the issue.'' About 500 seagoingjobs are at stake on the tankers. When the ships were reftagged last year, the administration used a loophole in the law to allow the vessels to sail with only an American captain. Later, after pressure from the maritime industry, an American radio officer was added to each ship. Under the then-current law, a crewing waiver could be granted if a ship did not call on any U.S. ports. Maritime labor was enraged by the action and claimed the waiver was a clear misinterpretation of the law and of the intent of Congress . But the administration stood fast by its ruling, despite statements from Chesapeake Shipping (the vessels' owners) that they would employ American crewmen if the law called for it. They also said no previous deal had been struck to employ foreigners aboard the newly-flagged U.S. ships. Late last year after massive maritime lobbying,the House and Senate passed the Fishing Vessel Anti-Reflagging Act which required U.S. crewmen on all U.S. ships. Under provisions of that act, the only time a waiver could be granted would be if American seamen were unavailable or in a presidentially-declared national emergency. In January, President Reagan signed the bill into law. Americ ... n seamen were available, more than 200 Seafarers contacted the shipping company's manning agent inquiring about employment. There was no presidentially-declared national emergency. But in February the Department of Defense, citing a 1950 law, asked for, and was granted, a one-year waiver from the new crewing requirements. Once again the maritime industry was outraged. Bulletin A federal judge has ruled the administration has the right to waive manning requirements on the 11 reflagged Kuwaiti-owned tankers. Judge George H. Revercomb said the 1950 law which the administration cited as grounds to waive the U.S. crewing standards on the ships, is valid. He said the recently-signed Anti-Reflagging Act did not repeal the 1950 Act which says navigation and vessel inspection laws may waived if requested on national security grounds. Revercomb said manning standards are included in that authority. Five mant1me unions, the NMEBA, NMU, MM&P, SUP and MFOW had filed the suit asking for an injunction against the waiver. Five maritime unions, NMEBA, NMU, MM&P, SUP and MFOW filed suit in federal court to overturn the waiver. The SIU took the case to Shultz and Capitol Hill. "With the other unions attacking the case in court, we felt we could put more of our energy and resources in a different direction to gain the same result," Drozak said. The arguments Drozak presented to Shultz are basically the same points lawyers for the five unions are making in court. First, they are saying that Congress intended to require U.S. crews on those Kuwaiti ships when it passed the Anti-Reflagging Act. The act contained only the two situations where a waiver could be granted. Also, Congress did not believe that the 1950 law under which the waiver was granted applied to the Kuwaiti case. Drozak, in his letter to Shultz, said that the 1950 law was enacted in response to the just-declared Korean War. ''The authority was deemed necessary by Congress to facilitate the movement of troops and material to the warfront. Furthermore, the waiver was designed to bolster the U.S. merchant marine manpower pool available, not to replace American seamen. ''Examining present conditions to determine whether any similarity exists, it becomes impossible to justify extension of the 1950 waiver authority to the current reduction in n:ianning requirements. First, no state of national emergency exists. In addition, the 11 tankers in question are merely involved in commercial movements of crude oil and petroleum gas between Kuwait and other foreign nations. Finally, American seamen are available and have sought work aboard these vessels," Drozak wrote. The government contends simply that the 1950 act applies and that the Kuwaiti situation is in the national defense interest. Requiring U.S. crews "would have significantly changed one of the conditions existing at the time of the reflagging, a.nd thus would have tended to undermine the refiagging agreement. The arrangement continues to be in the national defense interest,'' wrote William H. Taft IV, deputy secretary of defense, in response to a letter from Drozak. "As hard as I try, I can't see any way the employment of foreign seamen on American vessels is in the national defense interest. The shipping company is on record saying it would employ Americans if the law said it must. The law does," Drozak said. A decision in the court case is expected shortly. SIU Joins Anti-Apartheid Rally SIU trainees and upgraders from Piney Point joined ranks with 200 other union workers and civil rights supporters at an anti-apartheid rally in Washington, D.C. last month. The demonstrators protested the Shell Oil Co.'s continuing ties to apartheid and pressed for stronger U.S. sanctions against the racist South African regime. The rally also marked the 28th anniversary of the Sharpeville massacre, when police gunned down 69 black South Africans demonstrating against pass law restrictions. Washington Mayor Marion Barry Jr. read a resolution endorsed by more than 100 city mayors calling on Royal Dutch Shell-the parent company of the Shell Oil Co.-to completely withdraw from South Africa. Mine Workers President Richard Trumka stressed that American trade unionists can help by forcing companies like Shell to leave South Africa because ''that oppressive regime cannot survive" without oil and gas. Following the rally, the protestors picketed the oil company's headquarters, smgmg "We Shall Overcome." Maritime Unions Slam Administration's ODS Bid Unity is an elusive goal in the maritime industry. Yet four major maritime unions, including the SIU, expressed ''extreme disappointment'' with the administration's proposal to reform the liner subsidy program. Submitting a joint written proposal in the third and final hearing that the House Merchant Marine Subcommittee held on the line subsidy program, the unions said, "If enacted in its present form, (the administration's proposal) would upset more than five decades of congressionally mandated promotion of a strong, privately owned merchant marine and actually hasten its demise." abroad), the five bills take markedly different approaches. The other three unions submitting this testimony were the Marine Engineers Beneficial Association, the National Maritime Union and the Masters, Mates & Pilots. Commenting on the inability of the maritime industry to take a united front on this issue, the mari~ime unions said, "We can detect little or no progress in resolving the differences presented by those bills ... The subcommittee is again examining five widely divergent pieces of legislation and we can detect no real conser.sus among the liner companies.'' The administration's proposal is one of five bills which has been circulating around Congress. Despite some similarities (opening up subsidy eligibility to all qualified U.S. carriers, providing operating flexibility, allowing the acquisition and construction of vessels Most experts tie any improvement in the maritime industry to resolution of the difficult liner subsidy program. The program, which has begun to expire, has become embroiled in the budget crisis. The administration remains committed to containing costs. While acknowledging that any new subsidy program must be cost-effective, the unions believe that the administration's bill "is an affront to labor." Its method of calculating subsidies amount to ''an unwarranted intrusion into accepted collective bargaining practices." April 1988 I LOG I 3 �On T-AGOS Stalwart Before leaving for their next slow voyage, Stalwart crewmembers load stores for the trip. In the spring of 1985, Seafarers found a new type of job opportunity and a new way to advance their careers-T-AGOS. Since the first Seafarers manned the USNS Stalwart, hundreds of others have taken advantage of this unique program. Now 10 of these top-secret vessels are in operation; five operate out of Little Creek, Va. near Norfolk and five from Honolulu. During the three years of the program, the SIU and Sea Mobility Inc. have tried to make T-AGOS duty as attractive as possible. The Union established a new program for B-book members to advance more quickly to A-seniority and a program for Seafarers with licenses to give them a chance to gain valuable seatime and experience needed for license requirements. While the T-AGOS voyages can be long and slow, the crew's amen- ~ QMED Paul Tyson (left) and Norfolk Port Agent Jim Martin discuss things in the crew mess. ities have been designed for maximum comfort. Each crewmember has a private room and shower. There is a fully-equipped gym aboard each vessel along with a large stock of movies and videos. On the Stalwart, which recently completed a voyage and tied up in Little Creek, Chief Steward Herb Davis completed 18 months of sea time aboard the vessel. Davis said he enjoys the duty aboard because it's steady work during a time of a shrinking job market. These pictures of the Stalwart' s crew were taken by SIU Rep. Frank Paladino. Capt. Norman Cubberly was formerly an SIU tugboat captain with the Norfolk, Baltimore and Carolina Lines. .. Pictured above are two members of the Stalwart's steward department, Chief Cook Philip Orlanda (left) and S/A Llitera. One of the favorite times of the day-chow. Chief Steward Herb Davis is a TAGOS veteran. Pictured above with SIU Rep. Frank Paladino, Davis has been with the program since its beginning in 1985. He has put in 18 months seatime aboard the Stalwart. 4 I LOG I April 1988 Bosun Raymond A. Maddock (left) and Chief Mate Mark Paine stand gangway watch. �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritim.e policy. profiles Rep. Rep. David E. Skaggs Claude Harris A T TTRACTED by plenty of open space and a sizable white-collar workforce, the 2nd district of Colorado is rapidly emerging as a Rocky Mountain version of California's Silicon Valley. A number of major hightechnology firms have established operations in the Boulder area in recent years, and nearly three-quarters of the district's voters live in Boulder County. David E. Skaggs (D-Colo) represents this district which also includes the northern Denver suburbs and the mountains west of Bould~r. Congressman Skaggs was born in Ohio and raised in Kentucky, New York and New Jersey. After active duty in the U.S. Marine Corps, he moved to Boulder, where his political career began. He received a B.A. in philosophy from Wesleyan University in Middletown, Conn., attended the University of Virginia Law School, and received his law degree from Yale Law School in 1967. Skaggs was admitted to the New York Bar in 1968 and the Colorado Bar in 1971. He practiced law in Boulder with Newcomer and Douglass (1971-1974 and 1977-1978) and the firm of Skaggs, Stone & Sheehy (1978 until 1987 when sworn into Congress). From 1975 to 1977 he was administrative assistant to then-Congressman Tim Wirth of Colorado. He managed Wirth's 1976 re-election campaign. In 1980 he, himself, was elected to the Colorado House of Representatives. He was re-elected to the state House Rep. David E. Skaggs and elected House Minority Leader by the Democratic Caucus in 1982 and again in 1984. He then was elected to the U.S. House of Representatives Nov. 4, 1986. In the 1OOth Congress, Skaggs serves on the House Public Works and Transportation Committee; the Science, Space and Technology Committee, and the Select Committee on Children, Youth and Families. He has spoken out in support of a coherent and understandable Mideast plan that can be supported by the American people. "Good goals," he said, "can only be achieved in our democracy by intelligent policy that enjoys general public understanding and support. The administration simply must be in closer consultation with the Congress on this issue, and through the Congress, with the American people." Skaggs has also spoken in opposition to the' Reagan administration· s decision to refiag Kuwaiti oil tankers and its position on Contra aid. • (Continued from Page 24.) latest employment figures released by the Marine Index Bureau. The number of jobs onboard deep-sea vessels fell to 10,344 last year. There were 86,000 jobs in 1951. As recently as 1979, the number still topped 20,000. Meanwhile, other nations were beefing up their maritime capability. The Journal of Commerce reported that South Korea was fast closing in on Japan as the world's leading shipbuilder, and that it had actually overtaken that country in several important areas. Meanwhile, the number of viable American shipyards had fallen to eight. Two leading candidates for president, Michael Dukakis and George Bush, answered questions submitted by the Shipbuilders Council of America. Both acknowledged that there was a crisis in the industry, and pledged to do something about it. Meanwhile, there were indications that Congress was finally about to act on the Omnibus Trade bill that it had been agonizing over since the start of the session. The Senate and House conferees had already dropped a provision which would have taken some minimal steps in opening up the auto-carriage trade. In addition, there are indications that the conference bill includes a disturbing provision allowing the export of 50,000 barrels of Alaskan oil a day to Canada. On a more positive note for the maritime industry, there were indications that the conference bill would include provisions beefing up the powers of the Federal Maritime Commissioner to act on reports of unfair trade. Most attention has focused on nonmaritime issues, notably the issue of plant closing. There were reports that a water-downed plant closing provision will be included. While the administration has expressed severe reservations about the trade bill, it is unclear if the administration will employ a veto if the bill USCALOOSA is the largest city in the 7th district of Alabama, with an industrial base centered around the manufacture of rubber, chemicals and fertilizers but which is more often identified as the home of the U niversity of Alabama. It also includes a number of other counties in the west central portion of the state, moving southward from the outskirts of Birmingham. Although Republicans run reasonably well in most of the district in national and statewide elections, the area has kept up its tradition of loyalty to conservative Democrats at the congressional level. One such man is Claude Harris (D-Ala.), born in Bessemer and raised in Shannon. Harris received a bachelor of science degree from the School of Commerce and Business Administration of the University of Alabama and went on to earn a bachelor of law degree from the University of Alabama School of Law. The congressman was admitted to the bar in 1965 and began his career in the district attorney's office as assistant district attorney. He worked with the victims of crime and-with law enforcement officers to prepare cases for presentation to the grand jury. He also prosecuted misdemeanor and f elony cases in the trial courts and particpated in the formation of combined law enforcement units such as the West Alabama narcotics Squad and the Homicide Unit. From 1977 to 1985 Harris served on the bench as circuit judge of the sixth judicial circuit. Here he was able to help implement the new Judicial Ar- contains a mild plant-closing provision. The administration has been successful in getting a number of laborbacked provisions dropped from the trade bill, including the amendment offered by Rep. Richard Gephardt (DMo.). ODS Reform In the eyes of most industry officials, the most important problem facing the maritime industry today has been the inability of the administration to come up with a program to reform the nation's liner subsidy program. Earlier MAKE THE SYSTEM WORK Rep. Claude Harris tide of the Alabama Constitution, the new Criminal Code and the revised Alabama Rules of Civil Procedure, which in combination represent a complete modernization of Alabama's judicial and legal system. He also served as presiding circuit judge for three years. Since 1967 Harris has served in the Alabama Army National guard, rising from private to Lt. colonel. He is presently assigned to Judge Advocate General Corps. Before his election to the I OOth Congress in November 1986, Harris was a partner in the firm of Harris, Braswell and Shields. As a member of the U.S. House of Representatives, Rep. Harris is very concerned with the present administration's policies in the Mideast-its strategies and adequate contingency plans in the event offurther hostilities. As for the wisdom of President Reagan's foreign policy, Harris says: "The election of a Democrat to the White House in 1988 should bring many changes." In addition to serving on the Committee on Agriculture in the House, Harris is also a member of the Committee on Veterans Affairs. this month, the SIU joined three other maritime unions in expressing "extreme disappointment" with the administration's program on this issue. Five bills, including one formulated by the administration, are floating around Congress. In a joint statement presented at a hearing of the House Merchant Marine Subcommittee, the maritime unions said, "We can detect little or no progress in resolving differences then represented by those bills . . . We can detect no real concensus among the liner companies." DANGEROUS? GET CONGRESS .. TO PASS HIGH-RISK NOTICE April 1988 I LOG I 5 �Area Vice Presidents' Report Great Lakes by Executive V.P. Mike Sacco R EPRESENTATIVES from the SIU recently attended a seminar on the recommendations that the Commission on Merchant Marine and Defense released last year. Dr. Alan Cameron, a member of the commission, met with politicians and officials from the Great Lakes to discuss what effect, if any, the recommendations would have on shipping in the region. It was a productive session. The Great Lakes maritime industry is central to this country's defense. A good portion of this nation's industrial capacity is located in the Midwest. At a minimum, we need to do more to modernize the St. Lawrence Seaway so that we can transport that industrial might overseas. Luedtke Engineering has been dedared the low bidder on a hydraulic dredging project near Gary, Ind. Yet for the most part, the Corps of Engineers has been slow in announcing new projects. This will change. Some of the ports and channels have been so neglected that the local governments simply can't postpone taking some kind of action. Members of the Great Lakes Task Force have been meeting to publicize maritime's agenda up here. There has been a concerted effort to get maritime officials north and south of the border to work jointly to come up with a program to stimulate shipping on the Great Lakes. If anything symbolizes-the ability of Ameri~an and Canadian officials to work closely to achieve important goals, it was the joint letter that SIU President Frank Drozak and SIU of Canada President Roman Gralewicz released last year requesting that maritime be dropped from the Canada Free Trade Agreement. All North American workers-Americans and Canadi- · ans-stand to be hurt by this treaty. Thanks to the efforts of Gralewicz and Drozak, seamen can breathe a sigh of relief. American and Canadian union members have been working closely on other fronts. The SIU of Canada has been sending a steady stream of upgraders and trainees to the Seafarers Harry Lundeberg School of Seamanship. Many of the problems that face maritime workers north and south of the border are international in character. It doesn't matter if a seaman lives in Canada or the United States. Either way, his job security is threatened through flag of convenience fleets. One last note: I was recently appointed executive vice president of the Seafarers International Union. This is an honor for many reasons. For one thing, I'll be filling the shoes of Ed Turner, the former head of the Marine Cooks and Stewards. Ed was a great trade unionist. Harry Lunde6 I LOG I April 1988 berg turned to him when the SIUNA wanted to sign up stewards and cooks on the West Coast. He played a important role in this Union's history. I'll now be working closely with SIU President Frank Drozak in Washington. I welcome this new phase of my career. There isn't anyone who knows Capitol Hill or the maritime industry better than Frank Drozak. It will be an honor to work with him. This is a great union. We're celebrating our 50th anniversary this year. It's been 50 years of hard work, 50 years of blood, sweat and tears. No one handed the members of this Union anything on a silver platter. We've earned it. And we'll continue to earn it. Some of our most important battles are still ahead of us. Unlicensed seamen are in a life-and-death struggle to protect their job security. Tug and barge workers have to confront a growing anti-union bias. Many segments of our industry lay in ruin. And yet, I believe that we can turn things around. And so does Frank Drozak. If the members of this Union stand united, there isn't anything we can't accomplish. Our first 50 years have been pretty damn good, but our best days are still ahead. East Coast by V.P. Leon Hall W E'VE reached a tentative agreement with the Seafood Producers Association in New Bedford concerning the scallopers and draggers. If all goes as planned, there will be a 30-day referendum. During that time, our members will be able to cast secret ballots. There are still, however, one or two last minute details that need to be nailed down. It has been a long, hard two years. The SIU came back to New Bedford to improve conditiOns in the fishing industry. Our members have walked picket lines, and we've gone eyeball to eyeball with the company in the courts. But finally, it's about to pay off. No one said that it would be easy up here, and it hasn't. But I believe that we've made a good beginning. Our Washington staff is working full time trying to come up with some resolution to the liability insurance problem that will be acceptable to _union members, boat owners and insurance companies. We're in close contact with Rep. Gerry Studds (DMass.) and other officials who share our commitment to revitalize the fishing industry. A lot of the progress that we've made in New Bedford is due to the hard work and commitment of Jack Caffey. Jack has dedicated two years of his life to trying improve conditions in that port. And all the while, he's been able to maintain a visible presence in New York and on the rivers. I don't know any union official who works harder or more effectively on behalf of his members than Jack Caffey. I've been keeping in touch with New York City Councilman Sam Horowitz on a bill that would change the name of Battery Place between Broadway and West Street to Merchant Marine Veterans Drive. In a city of monuments, there isn't one memorial to the seamen who risked their lives du~ing World War IL Many of our members played an important part in making sure that American troops and supplies reached their proper destinations. Without the efforts of these valiant seamen, World War II might have had a different ending. Of course, the Merchant Marine Act of 1936 made it possible for this country to develop an adequate-sized merchant marine in time for the war. Despite its flag-waving, the present administration has not demonstrated that it understands the importance of sealift. And that's where seamen come in. The Marine Index Bureau recently released statistics showing that the number of seamen's jobs had fallen to 10,000-half of what were available in 1980. The only way to turn things around is through political action. This union intends to play an important role in the upcoming election. Our job security depends upon it. Whoever is the next president will have to come up with a comprehensive plan for stimulating growth and development in the maritime industry. Maritime isn't the only industry that has declined: steel, auto, they've all been affected. Last year, for the first time, the United States ran a trade deficit in services. New York was once the financial industrial and maritime capital of th~ world. Now, our docks are empty and our factories have been turned into lofts. America needs a leader who understands that we need to rebuild our infrastructure, we need to stimulate growth. ruptcy on a number of causes: the near-depression in the maritime industry, the failure of the Reagan administration to come up with a coherent program to promote the American-flag merchant marine, and the decision of U.S. Lines to build 12 econships. By building these 12 econships, U.S. Lines had hoped to solidify its position in the maritime industry. But they were too costly, and the maritime industry too depressed, for that to happen. In addition, many industry experts questioned their design. Nevertheless, after U.S. Lines filed for bankruptcy, the surviving American-flag shipping companies scrambled to sign up those vessels. SeaLand, an SIU-contracted company, was able to buy the vessels for a fraction of their original price. In addition, the company was able to refit the vessels to substantially lower operating costs. Earlier this month, the Sea-Land Performance became the first of those econships to reach the port of Houston. The vessel was docked by a G&H tug. It was an all-SIU affair. G&H is an SIU-contracted company. As a result of these developments, the SIU was able to pick up more than 100 jobs for its members. Sea-Land's decision to relocate much of its operations in Houston will generate a lot of new business for the port. Through a combination ofluck, perseverence and hard work, the SIU has been able to keep its head above water during these rough times. No one says that everything is a bed of roses, but we have certainly been plugging away. We have been able to put most of our contract negotiations to bed. Delta Queen, Dixie Carriers. G&H Towing, Sabine Towing and Crescent Towing (New Orleans and Savannah) have all been resolved. Only two negotations are pending: Gulf Atlantic Transportation and Crescent Towing of Mobile. In addition to these developments, the SIU was able to garner the lion's share of the Ready Reserve vessels that were contracted out to the private sector. This is proof that our Union's program to sign up military work is right on track. In most of our outstanding court cases, we have been able to make substantiaf progress against the companies. The tug and barge companies that have decided to take us on have learned that they will have to pay a high price. And in most cases, we have high hopes of ultimately winning the cases. Gulf Coast by V.P. Joe Sacco T HE bankruptcy of U.S. Lines in 1986 sent shockwaves throughout the maritime industry. More than 1,600 employees of that company-including hundreds of NMU seamen and MEBA engineers-were thrown into the unemployment lines. Industry experts blamed the bank- West Coast by V.P. George McCartney I T is impossible to discuss the history of the SIU without touching upon larger themes. We are seamen, (Continued on Page 7.) �Area Vice Presidents' Report (Continued from Page 6.) union members and Americans. The SIU was born out of the despair and frustration of the Great Depression. The Union reached maturity during World War II, which transformed the maritime industry and defined a whole generation of American seamen. Americans have come to regard the 20 year period between 1945 and 1965 as a Golden Age in this country's history. Never had the United States been so strong or so wealthy. At the end of World War II, 50 percent of the world's industrial output was in the United States. Henry Luce, founder and publisher of Time magazine, summed up the prevailing wisdom when he said that the 20th century was destined to be known as ''The American Century.'' It didn't quite turn out that way. By 1988, America's share of the world's industrial output had fallen by onehalf, to 25 percent. Part of this decline was inevitable. At the end of World War II, much of the industrialized world lay in ruin. It was just a matter of time before countries like France, Germany and Japan would rebuild or that others, like South Korea and Taiwan would develop. Still, there is a group of historians and policy-makers which believes that this country's economic decline did not have to be so drastic, and that it was hastened by the failure of our leaders to understand the implications of several long-term trends. This is the central theme of an important new book by Paul Kennedy, The Decline of Superpowers. Columnists such as Jack Anderson have written at length on this subject. According to Anderson, while the leadership class of the United States has focused all its attention on the bilateral relationship between the United States and the Soviet Union, other nations have placed a priority on developing their industries. When asked to make an assessment of Soviet-American relations last year, former Secretary of State Henry Kissinger said that when the next century rolls around, the relationship may not be so important. The balance of power will probably shift East to Japan, China and India, all of which have concentrated their efforts on developing their economic resources. The relative decline of America's economic power will adversely affect its military capability, predicts Kennedy. America's rise to superpower status was caused primarily by the explosive growth of the industrial sector, said Kennedy. Our overwhelming industrial edge over Germany and Japan was the deciding factor in determining the outcome of World War II. In many ways, events in the maritime industry foreshadowed a different future for this country than the one tltat Henry Luce predicted. While the wholesale export of American industries and jobs overseas did not attract the public's attention until the 1980s (Pulitzer-prize winning author David Halbestram popularized this theme when he wrote 'The Reckoning,' which gave a detailed account of the decline of the auto industry), it was something that maritime faced as early as 1946. The first factory that could be easily transferred abroad was an oceanborne one-an American-flag vessel. There is a tendency in this country to equate the rapid rise of Japan with the loss of millions of well-paying industrial jobs. But Halbestram believed that this did not tell the whole story. ''Most academics and industrial experts, concerned with the decline of American heavy industry, were focusing almost exclusively on Japan," he wrote. "[Yet some experts] believed that they were looking in the wrong place. [They] believed that those who had become obsessed with Japan were neglecting other changes-subtle but crucial-such as the export of jobs, under American corporate seal, to other countries in East Asia and to South America, and the coming of high automation both here and abroad. "Gradually, in the early '80s, [some experts] came to believe that the Japanese challenge had given many American companies an excuse to do something they had always longed to do, which was to relocate their factories in underdeveloped countries, beyond the reach of American labor unions." This is exactly what happened in the American maritime industry. Many industry officials trace the decline of the American maritime industry to policies implemented shortly after World War II. These policies not only have had a profound effect on the job security of American seamen, but also they've effectively destroyed the maritime industries of our NATO allies, several of which have been forced to transform their registries into de facto flag of convenience (FOC) fleets. The most notorious of these policies was the Effective U.S. Control (EUSC) Doctrine. In 1947 the Defense Department granted War Risk Insurance to American-owned vessels that had been documented in Panama and Liberia. This enabled their owners to evade American wages, taxes and safety standards. It was felt that Panama and Liberia had a close relationship with the U.S. and could be easily "controlled." Forty years later, relations are so ''close'' between the United States and Panama that some people an~ calling for us to invade that country. If we do so, we'll have to rely on Panamanianflag vessels to carry American troops and supplies. The results have been predictable. By the beginning of the Korean War, the number of American-flag vessels had fallen from 5,000 to 1,700. That decline continued unabated until the Vietnam War. The number of vessels registered under the American-flag merchant marine stabilized after passage of the Merchant Marine Act of 1970. Unfortunately, maritime' s decline resumed with a vengeance after the Reagan administration gutted most maritime promotional progtams in the early 1980s. There are now fewer than 400 active deep-sea vessels. Despite these developments, the SIU has been able to substantially increase the wages and benefits of its membership, and materially improve safety standards and living conditions. This, many people believe, has been its most important achievement. Before World War II, seamen lived on the margins of American society. Yet by 1959, they were solid members of the middle class. In 1950, the SIU negotiated its first welfare plan. One year later, it added a vacation plan to its list of benefits. In 1959, more than $20 million had been paid out in welfare benefits. A pension plan was not too far in the future. By 1959, vacation benefits were raised to an average of $400 per seaman. SIU halls were upgraded throughout the country, and the first in a nationwide system of clinics was in operation. Seamen and their dependents were now eligible for generous scholarships. The Union's training program, which was founded in 1946, was constantly being improved. All this was possible because of the Union's strong political action program. More than anything else, enactment of the Cargo Preference Act of 1954 made it possible for maritime unions like the SIU to continue to upgrade their members' benefits and working conditions during a period of industrywide decline. For more than three decades, the SIU has fought all attempts to weaken that law. Yet while the Cargo Preference Act of 1954 has enabled this country to maintain a minimum maritime base, it could not, by itself, revitalize the American-flag merchant marine. Throughout the 1950s,-the SIU joined with other maritime unions to take on the FOC fleets. During that decade, the National Labor Relations Board was developing a body of law which would have enabled AmeriQan maritime unions to organize flag of convenience vessels when they hit American ports, providing that there weren't a_ny contacts between the American company and the country under whose flag the vessel was registered. The SIU and its arch-enemy, the NMU, even formed a joint union, the International Maritime Workers Union, to organize flag of convenience fleets. Yet in 1963, the Supreme Court stopped this promising development dead in its tracks by stating that the National Labor Relations Board had no jurisdiction over flag of convenience vessels. Basic Agreement with the Military Sealift Command, Pacific, covering all unlicensed marine personnel, steward officers and MSC staff employees. One section on grievan~es is somewhat incomplete and is being revised. Of late, MSCPAC has ordered marine employees to emergency shipboard assignments without notice or gear, which could work a hardship on the mariner. Consequently, we are seeking to correct these types of situations by adding a section in the Basic Agreement dealing with these problems. In any case, if all goes as scheduled we expect to have this Agreement finished very soon. As always happens, whenever the MSCPAC Ad Hoc Promotion Board meets to select candidates for higher position, mistakes are made. Then come the complaints from the mariners: "I am better qualified than he was,'' which is never a valid complaint. "I have been with MSCPAC 10 years and the guy that was promoted has only been here five years, therefore, I have seniority.'' This is another invalid complaint because the man with five years seniority might have come into the outfit retired from the service and doing the same job in the service that he was promoted to. But, when a candidate follows proper procedures, is a veteran, comes hi_ghly recommended with excellent evaluations, gets his promotion request into the MSCPAC office ahead of time, and then receives no consideration by the Board, he has good reason to complain. Management, however, is not anxious to correct these kinds of iniquities even though they are to blame. This, too, is a situation that must be corrected. Suisun Bay Reserve Fleet: Improvement in the membership rolls at the Department of Transportation, Maritime Administration installation at the Suisun Bay Reserve Fleet is noted. Eight new members are welcomed into the SIU Government Services Division. They include Reynaldo R. Brace, Johnny R. Belcher, Marcelino T. Cacao, lreno N. Jose, Helen D. Lotan, Federico D. Manuel, Gerald L. Scouten Jr. and Raymond W. Vandergriff. Welcome aboard. We also want to welcome Robert A. Bryan, the new West Coast Maritime Administrator who replaced the recently retir~d Capt. W. Galsten. We want him to know that he can count on our cooperation for a successful tour of duty. Welcome aboard! The new Assistant SIU Fleet Representative, Toese Maloe, is doing a bang-up job for the Reserve Fleet members and for the SIU. Keep up the good work. A Correction Government Services by V. P. Buck Mercer S INCE my last report, we have proceeded with work on a new The uriion affiliations of Henry "Whitey" Disley and Paul Dempster were incorrectly stated in a photo caption in the March issue of the LOG. The editor regrets the error and any misunderstanding it might have caused. We reprint the corrected photo caption: "MFOW President Whitey Disley makes a point during the manning conference. With him are SIU Vice President George McCartney (left) and SUP President Paul Dempster.'' April 1988 I LOG I 7 �I Fire Snuffed Out When SIU Boatmen Battle Flames Fast action by SIU crewmen on two G&H tugs in Houston prevented "a serious situation from becoming perhaps a fatal one," the company's director of safety said. In a letter to SIU president Frank Drozak, G&H's J. Dan Gribble said the crews onboard the C.R. Haden, where the fire broke out, and the J.Harris Masterson, who helped fight the blaze, "were involved at risk to their own personal safety.'' The starboard engine of the Haden caught fire after the tug was dispatched on a routine ship handling assignment about I a.m., March 3. The dense smoke left Engineer Darrell Camp ''little more to do than shut down the engine and evacuate the area,'' Gribble said. Camp informed Mate Eric Corgey of the emergency, and Corgey rang the general alarm and called the Coast Guard. Using the port engine, Corgey was able to maneuver the Haden to a safe spot along the bank. Minutes later the Masterson, which had been in the area, came alongside, and both crews took fire hoses from the Masterson and fought the fire. Shortly, two fireboats arrived on the scene and brought the blaze under control. The Masterson then towed the heavily damaged Haden back to the G&H dock. Onboard the Haden were Corgey, Camp and deckhands Chris Sachtleben and Jeff Willains. The Masterson crew consisted of Mate Angel Gonzales, Asst. Engineer Travis Turner and deckhands Lance Liska and William Carter. The fire aboard the Haden blew out the glass in the tog's portholes, buckled portions of the deck and blistered much of the outside paint. The serious damage was to the interior of the tug. On the Zimmer The fire spread from the engine room, and the flames and the heat caused considerable damage throughout the tug. Message in a Balloon, 'Just Say No!'-Memphis to L.A. When Lakeisha Marie Shields and Chauncey Washington wrote out their "Just Say No" to drugs messages and placed them inside a balloon, the Memphis, Tenn. grade schoolers had no idea that balloon would find its way to San Pedro, Calif. Just seven days later, the crew of the SIU-contracted tug Spartan (Crowley) fished the balloon out of Los Angeles Harbor. The crew of the Spartan was impressed with the messages from the young pair and sent them a letter. They also were impressed with the speed that enabled the balloon to cross the country so quickly. 8 I LOG I April 1988 "We were as surprised as you probably are that your message would be received so far away and so quickly," they wrote. LOG editor Charles Svenson was surprised, too, because as he pointed out, the prevailing winds across the country move from west to east. Certainly the balloon didn't sail around the world before settling into L.A. Harbor. A call to the Lester Demonstration School quickly solved the mystery. Principal Patricia Garrett explained that the school's second and third graders prepared about 400 balloons with anti-drug messages from the students. About 300 were released in the Memphis area. But Taking time out to pose on Orgulf's Zimmer are (I. tor.) Maurice Reed, Jack Bines and Mich Lewis. They are waiting to go through Lock and Dam #26 on the Mississippi. a school official was traveling to Los Angeles and took about I 00 of the messages and released them in balloons there. Garrett said the kids were ''delighted" to receive the letter from the Spartan's crew. Chauncey Washington's message read "I don't need drugs because I know it will hurt. And if somebody gives me some drugs I will just say NO!!!" "Just say NO to drugs and alcohol. Do not smoke dope and do not drink wine. Thank you," Lakeisha Shields wrote. "What a pleasure it was to see that you are concerned about others and the affect of drugs upon them. "The crew of the Spartan agrees with you, and "Ye all hope that children like yourselves will influence others who may be tempted (Continued on Page 9.) �Balloon (Continued from Page 8.) by drugs to 'Just Say No!' ," the crew' s letter said . The Spartan crew is comprised of Capt. Pat Carson, First Mate Ed Brady, Engineer Dave Waldblom, Deckhand Charles Holmes and Cook Dave Verschoor. Pensioners The following Inland members have retired on pension: Andrew J. Adams Timothy H. Burke William T . Carmean Henry Collins John G. Daugerea u George M . Davis Peter J . Dwyer David H. Gibbs John C . Goodwin Robert S. Gordy Carmilite Hebert Charles L. Horseman Carl Jupitz Emil Kominsky Gordon T. Luckett Myron T . Lupton Francis P. 0 'Connell William L Parks Walter L. Schroeder Binford L. Snead Albert Stampley Stephen P_ West SUPPORT SPAD Personals Attention Oldtimers Frank S. Chance Jr_ would like to hear from anyone who sailed on one of the following ships: SS In- Dispatchers Report for Inland Waters MARCH 1-31, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ..... .. ... .. .. . . . ..... .. . Philadelphia ...... .. . . .. . . ... . .... . Baltimore .. ... . .. . .. . .... .. . .... . . Norfolk ... . ............. ... ..... . Mobile .... . .. . .... ...... . . . ... . . . New Orleans . . . . . . . . . . . . . . . . . . . . . . . Jacksonville .. .. .. .. . . ..... .. .. .. . . San Francisco .. . ... .. .. . .. . . .... .. . Wilmington . . .. .. .. .. . . . ....... . .. . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico ............... . ...... . Houston ....... .... .... . ..... . .. . . Algonac ... .. .. .. .......... . .. . . . . St. Louis .......... . ..... . .. . .... . Piney Point . . ............ . ....... . . Totals .......................... . Port New York ... . ..... . .............. Philadelphia ....... . .. .. .......... Baltimore ........ __ ... _.......... Norfolk ............ . ............ Mobile.......................... New Orleans ...................... Jacksonville ...................... San Francisco ..................... Wilmington ....................... Seattle.......................... Puerto Rico ...................... Houston ......................... Algonac ......................... St. Louis ........................ Piney Point ....................... Totals .......................... 0 0 6 0 1 0 10 0 0 0 0 4 0 0 0 4 1 0 40 1 2 4 0 3 0 0 2 21 0 0 20 79 0 1 0 0 0 1 8 0 19 0 0 4 0 1 0 34 DECK DEPARTMENT 0 0 0 0 3 0 31 5 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 0 0 1 0 0 1 0 0 0 0 0 0 5 60 0 1 4 0 0 0 0 0 28 13 6 49 0 0 0 0 0 0 0 0 3 61 1 0 3 3 0 0 0 0 0 0 0 0 68 18 39 0 0 0 0 37 0 0 0 26 9 184 0 2 0 104 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 8 0 0 0 0 6 0 3 0 0 0 0 18 ENGINE DEPARTMENT . . . . . . . . . . . . . . . . 0 0 0 0 0 0 0 0 15 0 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 13 0 0 0 0 0 0 0 29 0 0 0 2 0 0 5 0 0 0 0 0 0 0 0 0 0 0 6 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 Port New York ........................ Philadelphia ...................... Baltimore ............ . ........... Norfolk ........... .. ............ Mobile ................. . ........ New Orleans . . . . . . . . . . . . . . . . . . . . . . Jacksonville ..... ..... ............ San Francisco . . . . . . . . . . . . . . . . . . . . . Wilmington ...... . ................ Seattle . . ....... .... ... . ....... . . Puerto Rico .. . ... . .. . ............ Houston . . . . . . . . . . . . . . . . . . . • • . . . . Algonac . . . . . . . . - . . . . . . . . . . . . . . . . St. Louis .................... .... Piney Point . ... ........ ... .. . . . . . . Totals .................... . ... . . TOTAL SHIPPED All Groups Class A Class B Class C . . . . . . . . . . . . . . . . Totals All Departments ...... . ... . ... . . 0 0 7 0 0 15 0 0 0 0 1 0 0 2 2 0 0 0 0 0 0 0 0 2 123' 27 36 0 0 0 0 7 0 0 0 0 0 0 0 0 3 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 92 33 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 0 0 2 0 35 0 0 0 19 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 20 25 0 0 1 0 28 0 0 0 38 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 9 0 0 0 16 0 0 1 0 0 0 0 3 0 0 0 0 0 0 68 0 0 0 5 0 0 0 0 12 0 0 0 4 0 0 21 81 18 9 344 158 0 0 0 0 0 0 0 0 *" Total Registered" means the number of men who actually registered for shipping at the port last month. *"" Registered on the Beach" means the total number of men registered at the port at the end of last month. gersoll, SS John J. Crittenden, SS Del-Aires, SS William H. Prescott. You can write him at P.O. Box 111, Tracy City, Tenn_ 37387 _ get in touch with you. Please write: Billee "Jones" George, 2994 Durand Dr., Hollywood , Calif_ 90068. Charles R. Gilbert A dear, old friend would like to Dear Bubba: Please let me know how to contact you. No emerg~mcy ··············································································~ SEAFARERS TRAINING & RECREATION CENTER Reservation Information -everything is fine-just want to know how you're doing and also to send tax forms. Love, sister. William Naylor Your Holidav... at the SHLSS Vacation Center: What It Will Cost Name:----------------------S.S.# Address:~~~~~~~~~~~~~~~~~~~- Telephone# Number in Party Date of Arrival: 1st Choice 2nd Choice 3rd Choice (Stay is limited to 2 weeks) Date of Departure Send to: Seafarers Training & Recreation Center Piney Point, Md. 2067 4 (Phone: 301-994-0010) ......••.....•.................................................................. The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday in Southern Maryland at your home away from home. ROOM RATES: Member Spouse Children $30.00 per day $5.00 per day $5.00 per day MEALS: Member Spouse Children $8.50 per day $4.00 per day $4.00 per day NOTE: No lodging or meal charge for children under age 12. So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks. April 1988 I LOG I 9 �Around Hawaii With the SIU Deaths The SIU has been notified of the deaths of the following mem- bers. SIU members in Hawaii rallied behind their union brothers and sisters in H.E.R.E. Local 5 during their strike. Dozens of Seafarers turned out at a rally to support the Hotel and Restaurant workers. il•:,: , : v-:'~ ' l 1i1lil:lil.i,i.i;i,i1i!i1!i!i!:!:;:•::0:::::.1 .,i:.. Sen. Daniel K. Inouye (D-Hawaii) speaks at the dedication of the Sea-Land Hawaii. That ship and four others will begin a regular West Coast to Far East via Honolulu service. The SIU-crewed ships were purchased from the bankrupt U.S. Lines last year. John Allman (IBU) Enrique Alverez (A&G) Alvin Bausch (MC&S) Benjamin Constantino (MC&S) William Davis (A&G) Michael Drewniak (A&G) Robert Cunningham (A&G) Joseph Catalanotto (A&G) Travis Dean (A&G) Charles Dixon (A&G) Victor Egle (A&G) Harry Erickson (RMR/S) Apolonio Galacgac (MC&S) Craig Hannah (A&G) Leroy Hensen (A&G) John A. Knapp (MC&S) Joel Lodor (A&G) Clifford Longnecker (MC&S) James R. McLamore (A&G) Earl McKnight (IBU) Jorge Martinez (A&G) Robert E. Matheson (A&G) David Miles (MC&S) Thomas Mojica (A&G) William Nelson (Great Lakes) Jao S. Norte (Gloucester) Robert O'Neill (A&G) Joseph Rudolph (A&G) Anibal Santiago (A&G) David Saxon (A&G) Henry Senvitz (A&G) Joseph Szpek (A&G) Melvin Schrade (A&G) Franciszek Szwestka (A&G) Joel Thomas (A&G) Adolph Vante (A&G) :· It's retirement time for Chief Engineer Dee Lau on Matson's Manukai, and the SIU steward department helped prepare a festive dinner for the chief. Pictured above are Capt. Mike Bozzone, Chief Cook Wong Gunn-Ho, Port Agent Tom Fay, Chief Steward Koon Lau, Patrolman Ray Aldartst, 2nd Cook/Baker Lynn McKulsky and Patrolman Gene Barry. Candidates Court Union At one event in the Houston SIU hall, presidential hopeful Rep. Richard Gephardt talked to a group of more than 300 persons. He is pictured above with SIU Vice President Joe Sacco. Sacco says the ball is becoming a center of political activity this election year. Various forums have been sponsored by local labor groups, and organizations such as the Young Democrats and Democratic Forum are using the hall for receptions and events. 10 I LOG I April 1988 More than 200 trade union members in the Houston area gathered to listen to Democratic presidential contender Jesse Jackson. The meeting was sponsored by the West Gulf Ports Council, Building and Construction Trades and the Harris County Central Labor Council. �Pro ress-our Mos Important Product o you want to advance_ in your profession? Would you be interested in greatly increasing your chances for better pay, while at the same time bettering yourself by sharpening your mental abilities? If so, then your desires are the same as those wished for you by Paul Hall, the founder of SHLSS. His desire-to advance the seafarer in his vocational skills while also improving the "whole man" through D Rafael Gonzalez studies hard. advanced education-is being lived out here at SHLSS in one of the many educational programs available to our SIU membership. The SHLSS Adult Basic Education (ABE) program has been designed to help seafarers upgrade their basic educational skills of reading, writing and math. Just recently, two seafarers have taken advantage of this program. Dirk Adams, a native Floridian and 1982 SHLSS graduate, has worked for E.T.C. (Energy Transportation Corp.), an LNG shipper, for the past five years. Now an AB, Adams' motivation is his goal of becoming a third mate. "I've come here to upgrade my educational skills which have become a little rusty, being away from the classroom for so long. I am concentrating on technical reading, basic math, writing skills and also CPR. Now I can improve my skills and develop better study habits. This will definitely help me to prepare myself to take the third mates exam.'' Another upgrader, Rafael AB Dirk Adams prepares for class. Gonzalez, has the same goal in mind. Originally a Navy man, Gonzalez started working for Crowley in 1980 and so, joined the SIU and got his AB endorsement. Having returned to SHLSS a number of times by last year Gonzalez had completed the third mates course. Now working with Crowley Tug and Tow in San Juan, P.R., he needs to put in some deepsea time and then hopes, within the next year and a half, to go for his third mates license. His ultimate goal is to become a chief mate five years from now. Enthused with the opportunity to brush up on his learning skills, Rafael said, "We are really lucky to have this opportunity to take advantage of this program. Because of the nature of our work, we have a hard time registering at a regular college due to the inherent scheduling difficulties. But at the SHLSS, we don't have this problem. I can come here anytime that I can take time off from my job." These men are the living embodiment of Paul Hall's dream, and this same opportunity is open to all of you out there who wish to progress and make better lives for yourselves. The class sizes are always geared to give each student a great deal of individualized attention, so your capacity for learning is maximized. Fear of learning breeds nothing but ignorance and who wants to be ignorant? The staff at SHLSS encourages all SIU members to take stock of their lives and professional goals, and to then come to SHLSS for an educational opportunity you simply cannot pass up. he College Program at the Seafarers Harry Lundeberg School of Seamanship is now in its third year. Since its inception in 1986, 11 sessions of classes have been offered and 50 seafarers have come to Piney Point to take the eight-week program of general education courses. Courses in English composition and literature, mathematics, physics and physical science, and psychology and social science have been offered during the life of the program. Students who take these general education courses can round out their education and combine the credits with vocational courses and job experience to earn an Associate in Arts degree. Students who have credits from other colkges or universities may transfer in credits that are applicable to the degree program at SHLSS. T Your Earn Degree The degree programs , which are approved by the Maryland State Board for Higher Education, aJlow the seafarer an opportunity to earn an associate degree in Marine Engineering Technology or Nautical Science Technology. Many seafarers find it difficult to attend college on a traditional semester basis because their shipping schedules don't allow that much time off or time off at the right time of the year. The college continued next page April 1988ILOG I 11 �Earn Your Degree continuea program at SHLSS is offered on an eight-week basis (half the length of a traditional semester) at various times during the year to allow greater flexibility which better suits the lifestyle of the seafarer. Students take two to three courses at a time and return to school for whatever number of sessions they need to complete the degree requirements. Another advantage of the program at SHLSS is that the class sizes are small, so students who have been out of a school environment for a time can readjust to the rigors of academic study in a relaxed atmosphere where they can get plenty of individualized help and attention from the instructors. The philosophy of the Seafarers International Union and SHLSS is not only to train seafarers for the job they do on a ship but also to educate the whole person. The SHLSS College Program is another way that the school and the union are striving to meet their philosophical goals. All SIU members are encouraged to find out more about the College Program and take advantage of this excellent educational opportunity. The schedule of classes is printed each month in the Log, and more information and application forms can be obtained by writing to: SHLSSCOLLEGEPROGRAMS Piney Point, MD 20674 .., . ~~:~~:;1-:,7 :-f:~;~-.-~~·~ ':~ ~·.:.:~~:~:~i.~::W~~~ t~~~~;~~t ;~. ~~~/\; ~: \~-~ .~·; ~:·-:,_~~~:. :~:·.~~~~ ~~~•r SHLSS Executive Chef Honored Chef Romeo proudly displays his newlyawarded Diamond Jubilee Gold Medal. ~ ·:. ..- r - ~- nee again, the SHLSS Executive Chef/Chef-Instructor, Romeo V. Lupinacci, has been honored by his peers. This time, by being awarded the Diamond Jubilee Gold Medal of the American Culinary Federation, Chef Romeo has been singled out by the Federation as the first one of 10 other chefs throughout North America, to be recognized for his distinguished lifetime achievement. Having worked at SHLSS since 1981, Chef Romeo specializes in training crews for luxury liner food service. He and his students have staged numerous elegant international-style buffets in the Southern Maryland region to help local groups and his own Professional Culinary Seafarers Assn. to raise funds. This not only gives students valuable experience but raises the prestige of the school in the eyes of the public. His culinary group is the .. -. ~. : J" ~- .~ ~~ : - 'J ~~-- ~~~:=; ~~;~~ ~:, ~ "" ~ ' ;. ~ ' first and only chapter of the A.C.F. in the U.S. merchant marine. Back in January, Mr. Lupinacci was feted at an awards banquet at the Pittsburgh Country Club in Pittsburgh, Pa. The A.C.F. president, Jack Brawn, in presenting Chef Romeo with the gold medal, spoke to the 300 guests of Chef Romeo's proud professional record. He proclaimed Chef Romeo for, "his wisdom and foresight in establishing and pioneering the American Culinary Federation into the largest chefs association in the world (58,000 members). His fine record of achievement in culinary competitions held all over the world, his outstanding leadership in his field, and his overall qualities as a great culinarian serve as an example for all young chefs everywhere to follow.'' Congratulations, Romeo! The SHLSS is truly fortunate to have you on its staff. vocational courses Undergo Evaluation ~ A.C.E. evaluation team listens intently to school representatives Don Nolan, Tracey Foley and Bill Eglinton-all at right. T L-R: Conrad Younger, Ed Foss and Carl Swanson. 12 I LOG I April 1988 "'" -: he American Council on Education (A.C.E.) is a nationally recognized organization which provides many educational services to the nation. One division of the American Council evaluates non-traditional vocational and job related courses and recognizes them as being on a college level by recommending college credits. The vocational courses at the Seafarers Harry Lundeberg School certainly fit into this category. For that reason, ACE has been evaluating the vocational courses and recommending them for college level credit since 1978. The vocational courses just underwent their IO-year evaluation by a team of experts sent to the school by ACE. Dr. Sylvia Galloway, director of the ACE division was accompanied by Conrad Youngren from the State University of New York, Edward Foss from Cape Fear Technical Institute and Carl Swanson from Southern Main Vocational Technical Institute to conduct the three-day evaluation. Tracy Aumann Foley, the director of curriculum at SHLSS said, ''Overall, we are very pleased with the outcome of the evaluation. All courses were given recommendations, with the overwhelming majority of the recommendations in the associate or lower division baccalaureate degree category.'' What the Ace Evaluation means to seafarers who attend SHLSS is significant. Seafarers who wish to attend a college or university can request an ACE transcript from the SHLSS College Programs Office and have that transcript evaluated by a college or univer.sity for possible granting of credits. ACE A Dr. Sylvia Golloway, A.C.E. division director. publishes a national guide which college admissions officers use to evaluate courses and credit recommendations for courses. Vice-President Ken Conklin, along with all the staff of SHLSS, gives his full support to the school's partnership with ACE. "Having our courses evaluated by ACE is another way that the school and the SIU are working together to provide excellent educational benefits to the members of the SIU,'' he says. If you are interested in further information about the ACE evaluation and credit recommendations for vocational courses, contact the College Programs Office at SHLSS. �All Eligible OS Seamen WE WANT YOU! We really want to help you, but we can't. Why? Because we have no applications for our AB classes! That's why SH LSS is running Special AB Upgrading classes. If interested, contact Bart Rogers immediately at 1·800-732-2739 or your port agent. Able Seamen 319188 Fi.mt row left to Right: Tom Ho<king, Chad.es Collins, Lee A. Sdiw, Abdo S. Mashrah, Tmo RoblC!i, Tom Nealon, Robert Petko; Semnd row: Freddy Yant, Wayne Stewart, Kenneth L. Simbler, Sam Johnson, D..ivid A. Kole, Shawn Yakmh, Dana Naze, Jake ~ (Inst.); Third row: Mike Ga1tagher, Daren M~, Paai~ Dillon Trainee Lifeboat Class #424 &trow left to Right:VJ.Ctor Rosado, Curtis Aragon, Steve Hamfurd,Jeffrey Aguiar, Christopher Callahan, Russell Foxvog,John M. Allen, Bryan G. Chan; Second Row: Ben Cusic (imttuctor), Dean lshimma, Robert Rubio, Jr., Jake Troutwine, Rob Hanna, Mark Smith, James M. Stowell, Douglas M. Martinson, Oli.6.dio Joe &quire!, Jr., David Gay Stonehu&; Third row: Onille Zi~, hrad Camacho, Jr., Danid R. Bennett, Devin L. Gl<min, Gerard Walker, Ryan Hall FOWi' Gass 3/8/88 FiN: row left to Right: Lee R. laurent, Robett A. Sabatano, Ralph B. Gamer, Sonja M. Cements, Ramon L. Borrero, Guy Hemenget; Second row: Hermenegildo Tomboc, Don K. Teixeim, Taylor Oear, Chad.es M. Simmons, llive Gade, John H~, Greg Unkous, D. Rush Ingram, Tho~ Neuwiller, F.ad WJ]]js, Jim Shaffer (Inst.) Canadian Able Seamen 317188 Fi& Row left to Right: Bema1d Made, Stephane Gamelin, Ldand Johmton, Van fucde, Don JODC!i; Second row: Kevin Gann, Steven Crawford, Jamie Scotney, Loukas Ouwuryannis, Ivan Purvis, Ron !be, Military Sealift <:.ommand, LifeOOat 318188 Fmt row Left to Right: Edward Williams, Elvin Dunmore, Jeffery Pmish, Scrond row: Ben Cusic (Instt.), Aledc Harrisoo, Rodney Young, Pedro Perez, Third row: William Halliwell, Hugh Tilson, Jerry Lynch lifebo~t 318188 Left to Right: Ben Cusic (Instr.), Vernon Wallen John Ctoo; Canadian Seamambip Training Program 2/ 16/88 Fiist row I.fft to Right: Gary aumlm, Donald Bott,John ~ Guy GJte, Thanas Veyy.:y, Sean Walsh, OJiv Gale; Second row: Rwl Mamijenko, Lyixla-Marie G.ureau, Guy Robamn, louis V~ Robert~ Jdlrey MacRiee, Duane Dempsey, HucN>n SttMe; Third row: KevinJcncs, F.dmwxl Bynoe, Maik Suwek, Sean DemerahJohn Simpm, ills Suoch, Rooald Oowdfr, Jaque; Vad1on, ScqlheJi Canadian Stewards 3 / 7 / 88 First row Left to Right: Lillian Jodoin, Patricia Shannon, Joanne Sehn, Judy Maclean, George Marshall; Serond row: Thomas Baxter, Gary Watson, Paulette MacKay, Christine Tobin, Irene Ihvick>n, Adam Douglas, Wmston Adams, Wade Ladd umn April 1988 I LOG I 13 - �1988 Opgrading t • Engine (Jpgrading Courses ...{-~ ... Course Schedule 1 • t i Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry April- December 1988 The following is the current course schedule for April 1988 December 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. ,_ Check-In Date Completion Date Q.MED - Any Rating April 4 September 19 June 23 December 9 Fireman/Watertender & Oiler .Marine Electrical .Maintenance Refrigeration Systems Maint. & Op. May 23 August 22 June 27 October 3 July 1 September 30 August 19 November 11 Refrigerated Cont.ainers-Advanced Maint. August 8 September 2 Pumproom Maint. & Operations August 1 September 19 September 9 October 28 Variable Speed DC Drives September 5 October 14 Electro-Hydraulic Systems May 9 November 7 June17 December 16 Automation November 21 Welding November 21 December 16 December 16 Hydraulics May 30 October 17 June 24 November 11 Third Asst. Engineer/Steam or Motor Open-ended (Contact Admissions Office for Starting Date) Course ,,,~I \JA 't A"'t-;.\\._. ;._ ·,~ Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. Recertification Programs PLEASE NOTE: All members are required to take firefighting when attending SHLSS. Deck Upgrading Courses Check-In Date Completion Date June 13 July 25 September 19 October 31 July 22 September 2 October28 December 9 Radar Observer Unltd. July 18 July 29 Radar Refresher/Renewal Open-mded, 3 days (Contact Admissions Oftke for starting date.) Radar Rec;;ertification Open~ded, 1 day (Contact Admi$Sions Office for starting date) Course Able Seaman April 4 May 2 May 30 June 27 July 25 August 22 September 19 October 1 7 November 14 December 12 Lifeboat LNG - April 15 May 13 June 10 July 8 August 5 September 2 September 30 October 28 November 25 December 23 Self Study Safety Course (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon completion of course must take Sealift Operations & Maintenance. Steward Upgrading Courses Course Check-In Date Completion Date Assistant Cook Open-ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date) * *All students in the Steward Program will have 2 weeks of Sealift familiarization at the end of their regular course. 14 I LOG I April 1988 Course Steward Recertification Bosuns Recertification Check-In Date Completion Date July 5 August 8 April 25 September 26 June 6 November 7 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) May 2 July 5 August 29 October 31 June 13 August 15 October 10 December 12 Adult Basie Education (ABE) & English as a second Language (ESL) May2 July 5 August 29 October 31 June 10 August 13 October 7 December 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April 11 April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course June 6 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. College Programs Scheduled for 1988 Check·ln Course Date Associates in Arts or Certificate Program May 23 August 8 October 17 Completion Date July 15 September 30 December 9 �·······························•···••········•··················••············•·····•••••·••······•····•·••••••••·•••••··••••···••••·••·• Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) Date of Birth (Middle) Mo./Oay/Year Address (Street) (City) (State) Deep Sea Member D Telephone (Zip Code) Inland Waters Member D (Area Code) Lakes Member D Pacific D If the following imformation is not filled out completely your application will not be processed. Social Security# _ _ _ _ _ _ __ Book#______ Seniority______ Department _ _ _ _ __ Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~-------------- Are you a graduate of the SHLSS Trainee Program: D Yes No D (if yes, fill in below) Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: o Yes No D ~ CPR: D Yes No D Date Available for Training _ _ _ _ _ _ _ _ _ _ _ Primary Language Spoken _ _ _ _ _ _ _ _ _ __ I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed ENGINE DECK 0 AB/Sealift D Towboat Operator Inland D Celestial Navigation D Master Inspected Towing Vessel D 1st CIHs Pilot (organized self study) o Third Mate O Radar Observer Unllmlted STEWARD D FOWT O QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electronics) O Marine Electrical Maintenance D Pumproom Maintenance & Operation O Automation 0 Refrigeration Systems Maintenance ALL DEPARTMENTS o Walding D Llfeboatman (Must be taken with another courH) No transportation will be paid unless you present original receipts and 5uccessfully complete the course. & Operations 0 Assistant Cook Utility D Cook and Baker D Chief Cook 0 Chief Steward D Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree D Diesel Engine Technology 0 Assistant Engineer/Chief Engineer Un Inspected Motor Vessel o Orglnal 3rd/2nd Assistant Engineer Steam or Motor 0 Refrigerated Containers Advanced Maintenance D Hydraulics D Electro·Hydraulic Systems O Cert If lcate Programs ADULT EDUCATION DEPARTMENT 0 Adult Basic Education (ABE) D High School Equivalency Program (GED) C Developmental Studies (DVS) C English as a Second Language (ESL) CJ ABE/ESL Lifeboat Preparation With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE~~~~~~~~~~~~~~ Rev. 2188 RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 .__,.._.-.•• - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .._..~--.........111111111...\ April 1988ILOGI15 - �Top Navy Award Presented to Former MSCPAC Mariner Hopkins by Bob Borden, PAO, MSCPAC Two years after he helped save the USNS Mispillion from almost certain loss after she went aground off the coast of Japan, George A. Hopkins was awarded the Navy's highest civilian award in late March. The Distinguished Civilian Service Award was presented to Hopkins by Capt. William T. Dannheim, USN, Commander Military Sealift Command, Pacific, in ceremonies at a small community hospital near Grand Rapids, Minn. Last summer, Capt. Dannheim recognized other Mispillion civil service mariners who helped correct the extreme list of the ship when she went aground in March 1986. They were awarded the Navy's Meritorious Civilian Service Award for their part in saving the Mispillion. But Hopkins, most observers agree, did far more than anyone aboard ship in rescuing the vessel and preventing any loss of life. He remained in the auxiliary machine room after other crewmembers had exited the machinery spaces to abandon ship. Moving about in the dark while the ship listed 23 degrees to starboard, Hopkins single-handedly worked to start an auxiliary diesel generator. Power was eventually restorc:d to the main pump room, allowing cargo pumps to shift ballast and return the Mispillion to an upright position. The ship was towed back to Sasebo for major repairs to her hull and cargo tanks. Unfortunately, Hop- Capt. W. T. Dannheim pins the Distinguished Civilian Service Award on George Hopkins. kins suffered a stroke three months later aboard the Mispillion which left him paralyzed on his right side and unable to speak. He retired from MSCPAC and returned to his home in Minnesota. Hopkins, 68, was scheduled to receive his award at a March 25 banquet dinner sponsored by four veterans organizations in Itasca County. Four days before the event, though, he underwent emergency surgery for a ruptured appendix and remained in the hospital to recover from the op- MSCPAC Employee of the Year by Bob Borden, PAO, MSCPAC Less than a month after she was named MSCPAC Employee of the Quarter for the peri~d ending Dec. 31, Christine L. Zarate was selected as the MSCPAC Employee of the Year for 1987. Zarate competed for the annual award against three other nominees, all of whom were MSCPAC Employees of the Quarter last year. Zarate, a GS-12 assistant division director for the underway replenishment ship division, is a 1979 graduate of the U.S. Merchant Marine Acad- 16 I LOG I April 1988 emy at Kings Point who sailed with commercial firms for almost four years before she took an engineering position with CO MSC in 1983. The San Jose native came to MSCPAC in 1985 and worked as a port engineer for the USNS Ponchatoula and the USNS Mispillion until she was assigned to perform similar work for the USNS Spica and become assistant director of the UNREP ship division. It was Zarate's technical and administrative work with the Spica that helped her win Employee of the Quarter and Employee of the Year awards. Her planning for the Spica's regular overhaul required extraordinary work because a previous port engineer for the supply ship left MSCPAC to take another position in the Bay Area. Zarate' s planning and development of a viable plan of action for the Britishbuilt ship helped pave the way for an orderly formulation of the regular overhaul work package. At the same time Zarate was involved with the Spica, she was also overseeing work packages for several other replenishment ships. eration. The Deer River Community Hospital quickly turned a reception area into an awards room for their special patient. By the time Hopkins was wheeled into the area, it was filled with about 40 friends and relatives of the former MSCPAC engineer. An American Legion color guard smartly saluted their fellow veteran-a World War II sailor in the Navy who participated in the landings at Normandyand rendered him honors. Capt. Dannheim, who wanted to award Hopkins with the most distinguished certificate the Navy offers civilians after he learned of the third engineer's role in salvaging the grounded ship, spoke generally of the organization he heads and specifically about Hopkins' heroic actions two years ago. With Hopkins in a wheelchair, Capt. Dannheim leaned down to pin the blue and gold Distinguished Civilian Service Award to the chest of the former MSCPAC employee. ''This has been one of the most thrilling days of our life, .. said Hopkins' wife, June, who was there with couple's six children, 15 grandchildren and a score of other relatives when the award was made at the hospital. "I like port engineering," says Zarate. "I want to get more time in the field to the point where I feel very comfortable with what I'm doing. I haven't achieved that yet, but I'm working towards that goal.'' When Zarate isn't working at MSCPAC, she's usually involved with a variety of sports, including windsurfing, jogging, snow and water skiing, soccer and bicycle riding. "Sports help to keep my mind sharp, especially since I'm working with men," she says, adding with a chuckle, "You don't want them to get ahead of you!'' "We're all so proud of him. He really deserves the award and the recognition he's received.'' June Hopkins recalled the time about 10 years ago when George leaped onto an adrift barge on the Columbia River in Washingtonjust before it was about to plunge down a spillway. Using a pole and a pair of oars, he managed to work the barge ashore where it was quickly tied up. Remembering the story, she glanced at her husband and smiled. "He's quite a daredevil," she said. "He's done things most people wouldn't even consider doing.'' Understandably, most persons wouldn't want to remain aboard a listing ship when there's a very real possibility the vessel will roll over and sink. On March 15, 1986, when word was passed aboard the Mispillion for all hands to prepare to abandon ship, Hopkins ignored the order. Capt. Dannheim re-told the story of Hopkins' heroism to a large audience in Grand Rapids at the banquet dinner for the retired MSCPAC mariner. "Clearly, some are born to greatness and others have it thrust upon them,'' said Capt. Dannheim in an emotional speech to 200 friends, relatives and guests in attendance to honor Hopkins. "An act can be performed, or alternatively, the cup can be allowed to pass at no risk to the person. You can contemplate your alternatives and arrive at a conscious decision to act or abstain. You can act or spend the rest of your life wondering if you would have made a difference but chose not to try. This is, I would contend, an act which goes to the character of the actor: You have to be born to it.'' George Hopkins' heroism was the brilliant tri_umph of the soul over fear, fear of isolation in a pitch dark auxiliary engine room aboard a rapidly listing ship, and fear of death. For the brave MSCPAC engineer who saved his ship and shipmates, his heroism was a dazzling and glorious concentration of courage now recorded in history. Zarate was praised in a March message from COMSCPAC as the ''best of the best" from among a particularly strong field of nominees. Noted Capt. Dannheim, "This confirms the reputation she has earned throughout the command as a top-notch port engineer and administrator.'' Other outstanding employees who were nominated for MSCPAC Employee of the Year included Charles McCoy, marine cargo specialist; James W. McGowan, an MSCPAC accounting assistant; and Beatrice Ridela, a procurement assistant with MSCO Honolulu. �Holland Retires from the Game With Appreciation for Civilian Mariners by Bob Borden, PAO, MSCPAC Capt. Joe Holland, USN, retired from the Navy in late March in an unusual way. He could have gone out with sideboys standing at attention and a band playing in the background. But that wasn't the former MSCPAC chief inspector' s style. Instead, he bowed out by playing softball with the staff and celebrating the post-game activities with hot dogs, hamburgers, soda and beer. ' 'The people who know me know I'm a diehard baseball fan and the last time I was in Subic Bay with the inspection team, we played a couple of games against our fleet tugs out there ," said Holland, a 31-year Navy veteran. ''The game brought everyone together and made our association with the ships much closer.'' From the end of 1982 to early 1987, Holland was a frequent visitor to Subic Bay and other Pacific ports where he and his MSCP AC team performed annual inspections aboard command ships. He was amazed the first time he went out on an inspection to view drills from the bridge of an MSCPAC vessel. "I looked around and the only people up there besides myself were the master, th~ navigator and a helmsman:· he recalled. "When we had the same type of drill in the Navy, there were about 30 people up on the bridge. I appreciated the professionalism of MSC personnel after that. They got the job done with a fraction of the crew a Navy ship has aboard ... Capt. Joe Holland: pitching for retirement. Holland wasn't completely unfamiliar with the organization when he first reported to Oakland. His brother is a career merchant mariner who spent several years aboard MSC chartered ships. And when he was commanding officer of the USS Gurke (DD 783) for three years in the early 1970s, he would occasionally see MSCPAC ships in Far East ports. "MSC wasn't new to me," he said, "but it certainly was different. It took me a while but I learned to appreciate the civilian mariners and the work they perform aboard our ships. I can tell you that the operational Navy in the Western Pacific very much respects and appreciates the jobs MSCPAC civil service mariners are performing for the fleet.'' Without mentioning names, Holland says there were always a couple of ships he inspected that never seemed to have anything wrong with them. ''A ship sometimes reflects the personality of its master," he says, "and wherever a couple of our masters went, their ships would almost always receive outstanding evaluations from the inspection team. Times change , people change and so do the ships , but there's a continuing commitment to excellence by some people that was passed down the line whenever they took command. And that excellence showed up in their ships." When he reflected on his own achievements as chief inspector, Holland was most proud of the safety records attained by several MSCP AC ships. "We emphasized safety wherever we went, and I believe the fleet now understands that our safety people are here for a purpose,'' he said, "and that's to help the ships develop a good safety program. I think safety has become one of the most believable programs we have today. The mariners understand this because they know safety is in the best interests of their ships and their lives." Of his own career in the Navy which started in 1957 after he graduated as a chemistry major from Abilene Christian College in Texas , he. says his tour as commanding officer of a destroyer and an assignment as the sole U. S. naval officer to a NATO naval board in Brussels will always stand out. But his other sea tours aboard several destroyers and his shore assignments at the Pentagon, in Hawaii, San Diego, Saigon , the Naval Postgraduate School in Monterey and the Naval War College in Newport were equally interesting. ''Some memories are better than others,'' he said when he laid down his bat at the end of the MSCPAC softball game, "but overall, the Navy is still the only way to go." Bellatrix Loads in Oakland Retail Clerks Celebrate 1OOth Approximately 1,100 vehicles were loaded aboard the USNS Bellatrix at the Military Ocean Terminal Bay Area in Oakland, Calif. in March while the ship was in port. It was the first time a Fast Sealift Ship took on cargo there, an area recently dredged to allow deep draft ships such as the Bellatrix to berth at the facility. A week after the Bellatrix left port, the USNS Mercury tied up to take on additional Team Spirit cargo. (Photo courtesy of MTMC-W A) - THE UNITED FOOD AND COMMERCIAL WORKERS are celebrating the lOOth anniversary of the Retail Clerks, one of several unions that joined forces to create the over 1 million-member UFCW. The first retail clerks local chartered by the AFL in 1888 was in Muskegon, Mich. Historic photo at the left courtesy of UFCW. DROWNING IN BOOZE ?• llELP IS AVAILABLE. CONTACT '/OURPPRT AGENT OR YOUR I.INIONAT PINEY I POINr, April 1988 I LOG I 17 �Houston Becomes Regular Stop for New SIU "Atlantic" Ships T WO of Sea-Land's new giant containerships, the Performance and Quality, docked in Houston last month. Seafarers crew all 12 of the ships, which Sea-Land recently purchased. In the face of tough times, these 12 new ships mean jobs and job security for Seafarers. Steward/Baker R. Poovey and S/A Hobson in the Performance's galley. On the Sea-Land !Juali.I] are S/A Ambramovitch, Steward/Baker Dube and Assistant Steward Milla. C.E. Wilson, DEU {left), pays his dues to Patrolman Joe Perez. SIU Vice President Joe Sacco and Bosun Henry Jones aboard the Performance. AB Ray Short and DEU C. Wilson are ready for the Performance to dock. (L to R) on the Performance are Houston Port Agent Dean Corgey chatting with Sister Smith, OSF, from the Seamen's Center and Bosun Henry Jones with VP Joe Sacco. - Jones and Sacco 18 I LOG I April 1988 When the Sea-Land Quo.lily called on Houston, she was assisted to the dock by SIU Tugmen on the Eva (G&H Towing). �r ts \ .J~ ! ~/' • ......, J ... ~--->-~ T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNO KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA· TIONS. Copies of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months. which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafaren Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either hy writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights. as well as your obligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU GHTS all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details. then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clear;ly et forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no memher may be discrinfr nated against hecause of race. creed. color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111uunnuuu1n1111111111111111111111111n1111111n11111111t1111111n11111un1111111111111111111111 patrolman or other Union offi:::ial, in your opinion. fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the Septemher, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. ln the event anyone attempts to require any such payment he made without supplying a receipt. or if a member i required to make a payment and is gi-ven an official receipt. but feels that he should not have been required co make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. job discrimination, flnancial reprisal. or ·t hreat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SP AD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. April 1988ILOGI19 - �Don't Miss Your Chance Help to Iinprove Your Skills A How? Friend SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time. You can use these skills: on your job. to improve your skills for upgrading. to further your education. Pkase send me the area(s) check~d below: Deal * * With * MATH Fractions Decimals Perce ms Algebra Geometry Trigonometry (Plane) (Spherical) - D and D D D STUDY SKILLS Listening Skills D D How To Improve Your Memory D How To Use Textbooks D Study Habits Test Anxiety ENGLISH: Writing Skills Test Taking Tactics Grammar Books D Stress Management Writing Business Letters D Notetaking Know-How SOCIAL STUDIES Geography D COMMUNICATION SKILLS U.S. History D Basic Metrics Economics D Drugs D D D D D D ( L, D D D D Name Street would~ ~ \ Addicts don't have friends. Because a friend let another man blindly. travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fellow Seafarer who has an addiction problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, Md. Once he's there, an SIU member will receive the care ,-------------------------------...., 1 : i Addictions Rehabilitation Center 1 Jm micrc,1cd '" ancndmg a "'·wcc~ pmgrnm "' ihc AJdic1 10 n, : Rchah1l11a11un Ccn1cr I undcr-iand 1ha1 all m) medical and rnunwlmg I n."1..·on.J, "-•II he kept slriclly confidential. and th~tt they "''II not ht.- t...cpt I anywhere ex.:cpi at The Ccnicr : and counseling he needs. And he'll get the support of .. . 800 ~ No .. . . . • . • . • . , brother SIU members who are fighting the same tough Name · • 1 battle he is back to a healthy, productive alcohol-free and drug-free life. AdJrc" .. . • ~irw •~ Ktui •l ,,\, .~ •• ;,·,· .... ii,j,i : The road is a long one for an alcoholic and drug user. 1 But because of ARC, an addicted SIU member doesn't Tdcph.-nc N" I have to travel the distance alone. And by guiding a Mail w THt: 0:111..-u : brother Seafarer in the direction of the Rehab Center, ~~.~.:':'.'::. M°:.' 21;;~; I 1 you'll be showing him that the first step back to recovery is only an arm's length away, 1 "' "' 11 · 14 1'""''"''"' 1"" 1101 ' vw.ww l----~~~~---------~L-------------------------------J 1 City _ _ _ _ __ State------- Zip _ _ _ __ Book No. Social Security No. Department Sailing In _ _ __ _ _ __ _ _ _ _ _ _ __ ___ .. Cut out this coupon and mail to: Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 l i upport PAD Send it today! New Jersey Says 'No' to Sweatshops New Jersey Governor Thomas Kean signed a new labor-backed law aimed at eliminating sweatshops, the Ladies' Garment Workers reported. Modeled after a similar New York measure, the New Jersey law would make it more difficult for apparel shops to cheat on state regulations governing child labor, wages and hours, unemployment and disability insurance. workers' compensation and payroll taxes. The bill establishes a special task force of inspectors for the garment industry and a registration system for garment companies. Ar We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. HOME ADDRESS Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT Captain Arthur R. Moore, who has written a book on the history of the tremendous losses in ships and personnel suffered by the U.S. Merchant Marine during World War II, would like you to get in touch with him. Specifical1y, he would like to know if you know the name of the master on the SS Benjamin Harrison when it was torpedoed. Please call him (collect) at (207) 623-9165, or drop him a line: RFD#l, Box 210, Hallowell, Maine 04347. 20 I LOG I April 1988 I I I Social Security No. Personal Albert Coles ----, ----------------~---------------~-~------------- Phone No. ( Your Full Name Street Area Code Apt. or Box# Book Number 0 State City SIU 0 UIW 0 Pensioner ZIP Other-------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - This wlll be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. (Signed)------------------ ----------------~------------------------------------------~ �Diaest of Ships Meetinas COVE LIBERTY (Cove Shipping) , February 28-Chairman A. Saylors, Secretary Floyd Mitchell, Educational Director William Beatty, Deck Delegate Theodore Bush , Engine Delegate Van Joyner, Steward Delegate David F. Bradley. No beefs or disputed OT. The chairman reported that the ship will pay off in Richmond, Calif. The bosun will put out the new chairs and couch in the lounge as soon as he has put tips on them. He asked all hands to help the assistant cook keep the recreation room and messroom clean since he already has his hands full with own workload. There is no ship's treasury, but it was proposed that the crew establish one or an arrival pool in the near future to help build up a movie library. The educational director urged all members who qualify to take the time to upgrade at Piney Point. All eligible Seafarers should prepare themselves for the new skills and ratings that are becoming the mainstay of the maritime industry. He also stressed safety in everyone's daily work routine. A reminder was given for all hands to register and then to vote. And if a member knows he'll be at sea during elections, he should plan ahead and get an absentee ballot. Next port: Valdez, Alaska. LNG LEO (Energy Transportation Corp.), February 1~hairman John Davis, Secretary Stephen Gateau. Educational Director/QMED Brass. No disputed OT or beefs reported. There is approximately $200 in the ship's fund . The chairman telephoned SIU headquarters regarding the use of epoxy primer on the interior of the ship . He is awaiting a response. He also mentioned the shortages of fresh fruit and s ice , problems which will be taken up with the company in New York. The educational director stressed the importance of contributing to SPAD and of upgrading at Piney Point. LONG BEACH (Sea-Land Service), February 14-Chairman Rafael F. Vega, Secretary James W. Barnett. Educational Direc or Herbert Calloe, Deck Delegate Felix A. Santiago, Engine Defegate Frederico Rodriguez. Steward Delegate Rupeno Rivera. Some disputed OT was reported in the deck department. The chairman thanked the deck department for such good cooperation and the steward department for a job well done. Captain Lomoriello requested an opportunity to address the crew. He talked about the idea of having an arrival pool so that extra movies could be rented in Puerto Rico or the ship could buy fresh fish now and then. He also stressed the f a(;t that stowaways are a concern to everyone--to the safety of the crew and the high cost to the company. Additionally. it was noted that due to a possible tug strike, the ship might divert from Elizabeth, N.J. to Portsmouth, Va. OMI CHARGER (OMI), February 28Chairman F.R. Schwarz. Secretary N.N. Jugabi Johnson, Deck Delegate W. Burke. Some disputed OT was reported in all three departments, including the question of whether the SIU recognizes Martin Luther King Day. The chairman urged all eligible members to upgrade at the Lundeberg school. The secretary noted the-necessity for crewmembers to help keep the messhall and pantry clean as well as the microwave oven . The Charger sailed from the Mississippi River, and along the way made water for the vessel from the river. The question was brought to the patrolman onboard , however, as to whether Mississippi River water is safe for this purpose. There is $60 from the arrival pool. Next port: New Haven, Conn. OMI COLUMBIA (OMI), February 28Chairman Joseph R. Broadus, Secretary Chester A. Moss, Educational Director A.G. Milne, Deck Delegate Richard F. Bowen, Engine Delegate Karl Benes, Steward Delegate James W . Hines. No beefs or dis· puted OT reported. Payoff will take place at the dock in Long Beach , Calif., at which time the captain will be getting off. Everyone was reminded to wait for the partolman before leaving. The importance of donating to SPAD was stressed, and members were also asked to donate to the ship's fund to help buy a new VCR. The educational director urged eligible crewmembers to attend upgrading courses at Piney Point. Learning new skills is the best job security you can get. News of veterans' benefits for World War II merchant seamen reached the vessel. "We have two members here who sailed between 1941 and 1945 who have been waiting a long time." Nevertheless, it was a positive step and something to be thankful for. also made the request that any changes in the launch schedule be properly announced . Watch-standers requested consideration from everyone in keeping the noise level down. And a vote of appreciation was given to the steward department for the fine meals. A vote of thanks also went to the bosun and deck department for the 250 pounds of freshly caught fish . In its report to the LOG: " For the third year in a row, the D. T. Williams is participating in the "Team Spirit" exercises in South Korea. This is the second year that all four ships of squadron-3 are involved . Will forward pictures ASAP." Next port: Pohang, Korea. disputed OT reported. The ship will pay off in New Orleans, but little more than that is known for the time being. The ship will be getting port stores in Port Everglades and then a few more stores in New Orleans. The educational director urged all eligible members to go to Piney Point to upgrade their skills. New skills and endorsements is " where the money is. " There is $9 in the ship's fund . At the present time , there is no air conditioning aboard ship. Crewmembers would like for this situation to be remedied before it starts getting warm. A vote of thanks was given to the steward department for a job well done. Next port: Port Everglades, Fla. SEA·LAND LEGION (Sea-Land Service), January 3-Chairman George Bradley, Secretary Nancy Heyden, Educational Director Sam Beattie, Engine Delegate Solomon Benjamin, Steward Delegate George R. Boop. No beefs or disputed OT reported, although the steward department feels that there is too much work for one man to do on a ship with 26 crewmembers STAR OF TEXAS (Seahawk Management), February 21-Chairman Gene Paschall, Secretary I. Fletcher, Educational Director G. Thompson. Everything is going smoothly with no beefs or disputed OT reported. The chairman urged everyone to register to vote in the national elections next November and keep our own political activity going by contributing to SPAD. He said the vessel would pay off on arrival in Philadelphia if it gets in on time. He also advised all members to take advantage of the upgrading classes at Piney Point. The shipping industry is becoming ever more technical, and those with the skills will get the jobs. There is no money in the ship's fund at the present time, but donations will be solicited next trip. A motion was made that Seafarers be able to retire with 20 years sea-time at any age. A vote of thanks was given to the steward department. Next port: Philadelphia, Pa. - ~ Official ships minutes also were received from the following vessels : OVERSEAS ALICE (Maritime Overseas) . February 11 - Chairman Steven Copeland, Secretary Collie Loper Jr.. Educational Director Sebastian Perdon Jr .. Deck Delegate David Goldberg, Engine Delegate George Silva, Steward Delegate Mitchell K. Woodard. No beefs or disputed OT reported. There is $150 in the ship's treasury. Everything is running smoothly, according to the chairman, although there has been some problem with crewmembers being dispatched to the ship with permanent jobs when they are actually relief. "We would like to see this situation corrected." Another related problem is that these "reliefs" have not been properly informed about the new lower pay scales that went into effect in October of last year. The secretary thanked everyone for being so understanding as to why the ship has been unable to get some of the items that have been requested, but assured mem· bers that everything is slowly being taken care of. Next pon: Subic Bay, P.R. PFC DEWAYNE T. WILLIAMS (AMSEA), March 13--Chairman Mark Trepp, Secretary Donald C. Spangle, Educational Director M. Sabin. No beefs or disputed OT reported. All LOGs have been posted as received. The chairman stressed the importance of contributing to SPAD. "Without forward planning, jobs such as ours would not exist." The secretary added the need for upgrading. "With ever changing conditions in the industry, you may find your present job no longer available. Having endorsements is your job security." The educational director said that working for a company such as AMSEA is ideal in that when you need the extra time off, they will reschedule your return to the ship. That way you can maximize your time to upgrade and still pay the bills. There is $530 in the ship's fund. Anyone bringing video tapes for the ship's tape library will be reimbursed from the fund . Under the new business portion of the meeting, it was brought up that if a Union hall in Guam is not feasible, then the SIU should consider sending a patrolman once a year to supervise payoffs. Otherwise, crewmembers must wait until the ship returns every two years for shipyard work. Crewmembers (including 11 officers). The educational director reminded all hands to help the SIU and themselves by contributing to SPAD. He also reminded everyone of the upgrading opportunities available at Piney Point. Thanks were given to the steward department: " On behalf of the entire engine department, we wish to offer a sincere thank you for the assistance and cooper· ation shown by the steward department during the recent plant blackout at sea. They were also given a vote of thanks from the entire crew for the delicious food. Next port Long Beach, Calif. SEA·LAND PRODUCER (Sea-Land Service), March 6-Chairman Harry M. Fisher, Secretary Claude Hollings Ill, Educational Director P. Thomas. No beefs or LNG ARIES AURORA BAY RIDGE CHARLESTON GREAT LAND MARINER OAKLAND OMI HUDSON OMI SACRAMENTO TALIE OVERSEAS NEW YORK OVERSEAS OHIO PRESIDENT TAYLOR PRIDE OF TEXAS SAM HOUSTON SAN JUAN SEA-LAND ADVENTURER SEA-LAND CONSUMER SEA-LAND EXPRESS SEA-LAND VOYAGER STUYVESANT ULTRAMAR USNS STALWART USNS VINDICATOR Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point . . .... . ....... Monday, May 2 ... . .................. 10:30 a.m. New York .... . .. . ....... Tuesday , May 3 ...... .. ........ . .... 10:30 a.m. Philadelphia .. ............ Wednesday, May 4 ..... . ............. 10:30 a.m. Baltimore .......... . ..... Thursday, May 5 ....... . ............. 10:30 a.m. Norfolk .... . . . ... . .. ... . Thursday, May 5 ... . ...... ....... . ... 10:30 a.m. Jacksonville .. ...... . . . ... Thursday , May 5 . . . . . ................ 10:30 a.m. Algonac . ..... . .. . . . . .. .. Friday , May 6 .. . . ... . . ... ..... . ... . . 10:30 a.m. Houston ................. Monday , May 9 ....... . . ... . ... ... ... 10:30 a.m. New Orleans ..... . . . . ... .Tuesday , May 10 ..... .. .. .. ...... .. .. 10:30 a.m. Mobile . .. .. . ....... .. . . . Wedne day , May 11 .... ........ . . . . . . 10:30 a.m. San Francisco ............ Thursday , May 12 ..... . .... .. ... . .... 10:30 a.m . Wilmington . ........ ... .. Monday , May 16 ... . . . ............ . .. 10:30 a.m. Seattle .... ........ .. ... . Friday, May 20 ...................... 10:30 a.m. San Juan ... ..... ........ Thursday, May 5 . .......... . ......... 10:30 a.m. St. Louis . . . . ...... .. ... . Friday, May 13 .......... . . . ... . ..... 10:30 a.m. Honolulu . .. .... . ... . .... Thursday, May 12 ........ . ........... 10:30 a.m. Duluth ... .. . ..... . .... .. Wednesday , May 11 . . . .. . ..... ....... 10:30 a .m. Jer ey City .. ... . ... . .. ... Wednesday , May 18 .... ...... . .. .. . .. 10:30 a.m. New Bedford . ............ Tuesday , May 17 ..... . ............... 10:30 a.m. April 1988 I LOG I 21 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes MARCH 1-31, 1988 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Joe DIGlorgio, Secretary Mike Sacco, Executive Vice President Angus "Red" Campbell, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President Jack Caffey, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Algonac ....... . .... .. .. .. . 0 7 2 0 10 2 0 7 Port Algonac .... . .. ... .. . ...... Port 0 0 24 ENGINE DEPARTMENT 0 14 0 0 20 0 10 0 27 3 STEWARD DEPARTMENT Algonac .. ... . .. . .......... 0 Port Algonac . . . . . . . . . . . . . . . . . . . 0 29 5 0 HEADQUARTERS ENTRY DEPARTMENT 0 0 0 10 3 0 Totals All Departments. . . . . . . . O 53 15 O 46 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 34 15 88 22 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTl MORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio Dispatchers Report for Deep Sea MARCH 1-31, 1988 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ...... ..... ...... Mobile .. . ...... . ..... .. New Orleans ..... ... ..... Jacksonville . ............. San Francisco .. .. . .. .. . .. . Wilmington .............. Seattle . . . . . . . . . . . . . . . . . Puerto Rico ....... Honolulu .. .. .. .... ...... Houston .... . ......... . . St. Louis . ... ............ Piney Point .. .. ........ .. Tulals ......... *TOTAL REGISTERED All Groups Class A Class B Class C 52 4 11 7 22 29 29 34 21 52 11 10 35 0 14 4 2 5 6 6 4 1 0 5 5 8 12 11 13 6 6 0 TOTAL SHIPPED All Groups Class A Class B Class 56 1 g 12 8 25 13 4 0 8 40 20 43 8 6 5 6 4 4 0 6 321 94 28 9 2 2 2 2 6 5 3 7 6 Tota s ................. 14 4 8 3 2 0 4 1 4 28 0 3 61 0 0 2 270 4 91 3 37 1 1 25 1 1 5 4 9 15 6 8 ~NGINE 2 4 g i4 21 21 26 11 15 7 3 4 1 8 0 0 25 3 189 4 10 65 1 0 0 10 24 6 1 0 2 37 4 1 5 2 0 0 4 6 9 14 38 12 19 6 5 15 0 4 155 Port New York ... _.. . ........ Philadelphia ... ... .. . ... .. Baltimore . . .. .. ....... . . Norfolk . . .... ......... . . Mobile .. . . ............. New Orleans ............. Jacksonville ..... . . ....... San Francisco ... .. . . . ... . . Wilmington ............ . . Seattle ..... .... ........ Puerto Rico ... . ... . .... .. Honolulu ...... . .... . ... . Houston ........ . ..... .. St. LOU is . . . . . . . . . . . . . . . . Piney Point .. .. . .... . . .. . Totals ...... ......... . . 2 139 Totals All Departments .... .. 804 15 2 4 7 3 19 5 26 11 21 10 7 7 0 0 8 24 12 17 1 2 3 8 3 Port New York .. . . ... _..... . . Philadelphia .. . ......... . . Baltimore .. . .. . . . . .... Norfolk ..... .. . ......... Mobile ...... . .. ........ New Orleans ..... ........ Jacksonville ..... ....... . . San Francisco ..... ........ Wilmington .. .. . ......... Seanle . . . ......... . . . .. Puerto Rico . .... . . ...... . Honolulu ...... ......... Houston .. . .. ........... St. Louis . ... ............ Piney Point ............ . . Totals ...... . ......... . DECK DEPARTMENT 16 3 1 1 0 6 5 3 2 6 2 6 10 0 8 2 0 Port New York ........... .. . . Philadelphia .... .......... Baltimore ....... . ....... Nortolk . . . . . . ........... Mo~ile . . .......... ... .. New Orleans . .......... . . Jacksonville . ..... . - - - ... . San Francisco . ........... . Wilmington .............. Seattle ............... . . Puerto Rico ...... . ..... . . Honolulu ............... . Houston .. . ....... ... ... St. Louis ............. ... Pine¥ Point ... _...... .. . . 17 4 19 0 1 170 1 1 0 2 1 1 3 0 4 0 12 8 22 14 1 14 3 6 3 5 0 25 0 0 7 60 19 1 5 13 5 0 21 0 5 37 3 1 1 5 3 10 6 18 4 17 4 15 7 6 12 73 1 0 142 180 6 0 3 210 399 345 4 0 6 9 15 1 2 5 0 11 2 1 7 1 11 5 12 0 4 6 0 0 1 3 5 2 0 0 0 1 1 3 2 2 6 6 0 13 3 0 10 1 7 59 27 0 2 0 0 2 4 4 1 1 0 28 0 0 0 0 122 47 3 0 7 1 1 0 2 2 0 0 0 0 0 1 0 1 0 27 0 0 5 35 ENTRY DEPARTMENT 4 26 15 1 1 0 1 1 6 5 2 0 1 6 4 5 8 7 1 1 3 16 6 9 10 10 1 18 10 1 10 2 0 55 47 29 55 21 11 49 0 2 1 44 3 0 0 2 4 5 5 4 0 5 12 4 2 1 3 7 2 0 4 8 9 16 5 7 7 4 10 1 0 3 4 3 13 28 13 4 1 (201) 435-9424 4 2 10 7 5 7 3 2 9 4 0 8 1 0 0 5 5 5 3 0 0 9 1 0 2 4 1 6 7 4 27 18 80 19 37 8 7 1 1 31 2 0 0 132 17 0 4 3 0 9 0 0 0 0 0 0 230 0 0 0 3 0 20 1 0 0 87 31 31 25 5 6 20 6 21 14 26 13 20 10 84 9 9 10 55 18 33 16 6 14 0 2 243 1,229 50 Union St. 02740 (617) 997-5404 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 4 255 6 7 5 37 NEW BEDFORD, Mass. (504) 529-7546 0 1 5 9 4 g 0 1640 Dauphin Island Pkwy. 36605 (205) 4 78-0916 NEW ORLEANS, La. 630 Jackson Ave. 70130 3 2 1 MOBILE, Ala. 0 0 3 (904) 353-0987 2 7 0 0 0 0 0 1221 Pierce St. 77002 (713) 659-5152 8 1 0 23 1 107 HOUSTON, Tex. JERSEY CITY, N.J. 99 Montgomery St. 07302 2 0 0 0 4 2 636 Cooke St. 96813 (808) 523-5434 59 32 0 HONOLULU, Hawaii 90 70 7 705 Medical Arts Building 55802 (218) 722-4110 JACKSONVILLE, Fla. 3315 Liberty St. 32206 279 2 DULUTH, Minn. 6 8 0 6 3 0 1 33 277 1 28 31 19 0 3 345 0 0 13 43 0 0 ti7Z 148 7 13 31 178 73 5 2 2 0 110 0 5 12 12 18 57 65 0 3 148 8 79 2 452 0 0 0 0 0 0 7 **REGISTERED ON BEACH All Groups Class A Class B Class C DEPARTMENT 6 STEWARD DEPARTMENT 23 3 1 0 0 0 2 1 c Trip Reliefs 5443 Ridge Rd. 44129 (216) 845-1100 1 2 7 3 34 6 33 12 5 0 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 5 264 188 9 0 3 312 511 434 ST. LOUIS, Mo. 0 •"Total Registered " means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 2505 1 Ave. 98121 (206) 441-1960 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of March was up from the month of February. A total of 1,524 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,524 jobs shipped, 672 jobs or about 44 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 230 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 7,252 jobs have been shipped. 22 I LOG I April 1988 510 N. Broad Ave. 90744 (213) 549-4000 �Editorial See Rule 1 Everybody's seen the little sign posted in the boss' office: Rule 1-The Boss is always right. Rule 2---If the Boss is wrong, see Rule 1. That is the attitude the administration is taking on the refiagged Kuwaiti tankers. Despite all the evidence that the boss is wrong, they are living by Rule 1. They simply say they are right, no explanation needed, thank you. No one disagrees with the fact that the reflagging of the 11 Kuwaiti tankers under the Stars and Stripes is in the national defense interest. American presence in the Persian Gulf is an important part of American defense interest. What no one can understand and what no one in the administration will explain is how American merchant sailors working on American ships is contrary to American defense interest. See Rule 1. American seamen have fought and died for more than 200 years around the globe. There is no other group of industrial workers who have played such an important part in exercising American power and foreign policy. On top of being a pretty patriotic bunch, American seafarers are by far the best trained and most reliable in the world. Last year when the administration granted the first waiver of crew re- Letters To The quirements on the tankers, the explanation was very simple. The law says we can do it, so we did it. There wasn't any mention of national defense interests being furthered by denying U.S. seamen jobs. The SIU and others argued that was not what the law said or meant. Even representatives of the tankers owners said they would employ Americans if the law called for it. But the administration invoked Rule 1. Thanks to the hard work of many maritime groups and congressional supporters, a new law was passed. It was specifically designed to require American crews on those tankers. The drafters of that legislation have said so in federal court. The only way a waiver can be granted under the AntiRefiagging Act is if there is a presidentially-delcared emergency-there is not-or if there are not any American seamen available to crew the ships-there are thousands. But guess what? Rule 1 was invoked again. A law passed shortly after the out- break of fighting in Korea in 1950 said the Secretary of Defense could request a manning waiver in case of national security needs. That law was passed because there were not enough American merchant sailors available then to move troops and arms to Korea Citing the 1950 law, the Defense Department was granted a national security waiver for those Kuwaiti tankers. Yet in all the correspondence, congressional testimony and court appearances, no one from the administration has been able to explain why U.S. seafarers on U.S. ships would harm national defense interests. All that is said is such action would "change one of the conditions existing" at the time of refiagging. That sounds a lot like Rule 1 again. If the Kuwaiti owners of the U.S. tankers in the Gulf do eventually employ American seamen, as Secretary of State George Shultz hinted, then according to everything the administration has said in the past, that would be against American national defense interests. Right? No, see Rule I. a Editor ~· -' ~ · .~ · . !;-~- .A -"':,<(~ ~ ttr ... -·. .. l~~:! J.J~:-~~ ·- · :=-1--·_J.~t-.~~ .: •. '; ove of Sea and Love of Country" My father Rob@rt J. Burns passed away on Feb. 15, 1988. His family, which includes his wife Priscilla, his sons James R. Burns, John P. Burns, Thomas E. Burns, Donald J. Burns, and daughters Roberta Downey and Rosemarie Collard would like the LOG to recognize Robert J. Eurns for his devotion and a plishments in serving his country for 30 years in the United S Merchant Marines. Enclosed are copies of awards given to him in wartime as well as a letter of honorable recognition from the then president of the United States. My father and those other Merchant Marines who served and who died for their country during wartime, I believe, have not received sufficient recognition as being veterans. Hopefully, in the future, more can be done for these men who have done so much for their love of the sea and their love of their country. Sincerely, John P. Burns Editor's :Note: Brother Burns was awarded the Pacific, the Atlantic and the Mediterranean War Zone Ears by the War Shipping Administration. He also received a commendation from President Harry Truman. Brother Burns retired in 1973. "Excellent Job on Tacoma" I recently had the occasion to tour one of Sea-Land's new D-7 oontainerships, the Sea-Land Tacoma, and I wanted to pass on to you the names of three of your members who did an excellent job while I was aboard. Bos'n Ray Ramierz obviously had a work party wash down the vessel and polish the bright work before my arrival. AB's Greg Taylor and Dana Cella stayed a.board on their day off in order to show me the bridge, a.ids to navigation and steering equipment. All three were outstanding representatives of the union. I have sent an three brief notes of thanks, but wanted to formally commend them to you. I look forward to seeing you in the near future. Sincerel:y, John Gaughan Maritime Mmtntatrator Pensioners The following SIU members have retired on pension: DEEP SEA Edward A. Allen Joseph 0. Baker William A. Barnes Michel Billo Marion S. Ciaglo Pedro Cortez Steve V. Crawford James R. Curran Leon R. Curry Robert W. Delmont Gerard A. Doering Eugene B. Flowers Benjamin Freeman Edward E. Garrity Milton R. Henton Lucian A. Johns Edwin D. Johnson Keith Jones George R. Kosch Edward A. Krause Robert P. Kurkerwicz Carl D. Lowery Harry E. Luckey James L. McLamore Humberto Ortiz N emesio Quinones Willie R. Reddic Frank Sandy Peter Semyk Charles L. Shirah John A. Smith Joe Spak Charles E. Taylor Emmett A. Thompson GREAT LAKES Laurence G. Bernard Loretta Murphy Joseph R. Turner April 1988 I LOG I 23 �Seafarers International Union of North America, AFL-CIO Washington Report The national mood is decidedly mixed. The business pages of the nation's most respected newspapers reflect this feeling. Stories about the "amazing resilience" of the economy run side by side with predictions that we are on the verge of another Great Depression. One widely-quoted story from The Wall Street Journal began with the following sentence: ''Just keep telling yourself, it's only a chart." A graph of the 1987 stock market was superimposed onto the 1929 Down Jones index. The two were nearly identical. The presidential election reflects this national schizophrenia. The Republicans have all-but-annointed George Bush as their candidate. He paints the Reagan administration's record in glowing terms. The country, he says, has benefited greatly from the administration's economic policies. The Democratic race has taken on a completely different complexion-literally. With strong showings in Michigan and Wisconsin, Jesse Jackson has captured the imagination of millions of Americans, even those who disagree with his policies or don't believe that he can be elected. Jackson's America is worlds apart from the one that George Bush describes. He talks about .. economic violence," lost jobs, rampant drug use and mounting debts, both fiscal and moral. For now, at least, Americans seem unwilling to make up their minds which assessment is closer to the truth. Effective Control? The situation in Panama has reached the crisis stage. The country is near bankruptcy. General Noriega, Panama's president and dictator, has been named as a co-conspirator in a drug case in the United States. Human rights abuses are endemic. Support for Noriega grows smaller every day. The military seems uneasy. The Catholic Church has condemned him. He has no following among the middle-class. Everyone agrees that the general has to go. Spain has even agreed to take him in, to facilitate the transfer of power. The only problem is, the general won't leave. And short of an actual invasion, the United States has just about used up its options. To seamen, at least, the situation in Panama is full of ironies. Some ancient but pertinent history: the decline of the American-flag merchant marine was precipitated by the formulation of the "Effective U.S. Control" (EUSC) Doctrine. In 1947. the American government decided to grant war risk insurance to American-owned vessels that had been reftagged under the registries of Liberia, Honduras and yes, Panama. As Irwin Heine, a former official of the Maritime Administration, has pointed out, "the fact that (foreign registries) play an important role in U.S. mobilization planning is ba.sed upon agreements, not treaties. Under international law, only the state of registry has the 24 I LOG I April 1988 April 1988 right to requisition and exercise control of its national-flag vessels." For years, apologists for the EUSC doctrine have side-stepped this issue by stressing the close connection between the United States and Panama. If anything should happen to upset that relationship, they have argued, the United States can exert pressure. Recent developments have laid bare the fallacy of these arguments. Short of actually invading Panama, the United States has taken its best shot at unseating General Noriegato no avail. Meanwhile, newspapers run stories about the growing connection between Noriega, the international drug cartel and Fidel Castro. Has this country actually reached the point where it is willing to pretend that it can rely on Panamanian-flag vessels to carry American troops and supplies in case further action is required to protect our stakes in the Panama Canal? Alaskan Oil: Part One Recent developments in Panama bring to mind the old Yiddish joke about the schlemiel and the shlemozzle. The joke goes like this: the schlemiel is the person who spills soup on the shlemozzle. If General Noriega is the schlemiel, then the hard-luck maritime industry is definitely the shlemozzle. Since oil was first discovered in Prudhoe Bay, maritime unions and companies have fought to keep Alaskan oil from being exported overseas. Several years ago, afte.r a bitter fight, the industry was able to get the ban extended. It was an important victory. As many as 40 Ameri(.;an-flag vessels stood to be laid up had Alaskan oil been allowed to be sold overseas. Opponents of the ban have used any pretext they can think of to overturn it. Last month, after it was reported that Noriega was threatening to close down a Panamanian pipeline, they renewed their attack. Few people expect that pipeline will be turned off. Yet the threat momentarily reopened an issue that everyone in the industry thought had been put to bed. The SIU legislative staff has worked closely with key allies on Capitol Hill to remind people that the strategic interests which prompted Congress to ban the export of Alaskan oil are still operative, and that no hasty action should be taken. Alaskan Oil: Part Two Citing national security reasons, SIU President Frank Drozak urged the Subcommittee on Fisheries, Wildlife, Conservation and the Environment to facilitate the exploration and development of Arctic National Wildlife Reserve (ANWR) oil. •'The vast quantities of crude oil developed on Alaska's North Slope have proved to be an invaluable asset," said Drozak ... Unfortunately, many oil analysts expect production from the fields . . . to decline in the near future. ''The SIU believes that efforts to replace Legislative, Administrative and Regulatory Happenings those fields must be undertaken, and that the Arctic National Wildlife Refuge coastal plain may contain the vast oil resources necessary to replace the production from the enormous Prudhoe Bay field." Under the best-case scenario, it will take 15 years before ANWR will start to flow. That does not take into account any delays. Yet a number of environmental groups have urged Congress to take its time with this issue. Meanwhile, American warships are escorting 11 refiagged Kuwaiti tankers up and down the Persian Gulf. Both sides are threatening neutral ships. The Iraqis have added a new weapon to their bag of tricks: poison gas. There hasn't been one serious environmental problem during the entire operation of the Alaskan pipeline. Yet the threat of an oil cutoff in the Persian Gulf remains vividly real. As it is, the price of oil is approaching $18. Congress should act, and act now. Kuwaiti Tankers Kuwaiti officials "are taking steps to increase U.S. manning'' on the 11 reflagged tankers which have been at the center of a year-long dispute between the administration and the maritime industry. Responding to a letter from SIU President Frank Drozak, Secretary of State George Shultz defended the administration's decision to waive American citizenship and manning requirements. Yet he also added that the administration has been "advised that Kuwaiti officials are aware of our conems over the manning issues, and that they are taking steps to increase U.S. manning." Meanwhile, five maritime unions-the NMU, District 1-MEBA, the MFOW, the SUP and the MM&P- expect a decision to be handed down shortly on a suit they file.d on this issue. For more details, tum to page 3. Busting The Strike-Busters If the SIU has its way, Congress will make it impossible for shipping and fishing companies to break strikes by importing foreign workers to man American boats and vessels. Importing foreign workers to break American strikes is illegal in this country, except in two industries: aviation and maritime. "We find it unacceptable that we should be singled out for this special treatment," said Frank Pecquex, director of legislation. The Union won an important victory last month when the House of Representatives passed an amendment to the Immigration and Nationality Act prohibiting the admittance of aliens planning to work on American ships or aircraft during a strike by American workers. The SIU lobbied every member of the House on this important issue. The vote wasn't even close: 302-104. Trade Anyone who doubts that unfair trade remains an important issue for the American maritime industry should take a look at the (Continued on Page 5.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1988 Description An account of the resource GIANT SHIPS MEAN GIANT JOB OPPORTUNITIES SACCO NAMED TO EXEC. V.P. POST SHULTZ HINTS KUWAIT MIGHT ADD U.S. CREWMAN SIU JOINS ANTI-APARTHEID RALLY MARITIME UNIONS SLAM ADMINISTRATION’S ODS BID ON T-AGOS STALWART ODS REFORM FIRE SNUFFED OUT WHEN SIU BOATMEN BATTLE FLAMES MESSAGE IN A BALLOON, ‘JUST SAY NO!’ -MEMPHIS TO L.A. SHLSS EXECUTIVE CHEF HONORED VOCATIONAL COURSES UNDERGO EVALUATION TOP NAVY AWARD PRESENTED TO FORMER MSCPAC MARINER HOPKINS MSCPAC EMPLOYEE OF THE YEAR HOLLAND RETIRES FROM THE GAME WITH APPRECIATION FOR CIVILIAN MARINERS HOUSTON BECOMES REGULAR STOP FOR NEW SIU “ATLANTIC” SHIPS THE SIU IN WASHINGTON EFFECTIVE CONTROL ALASKAN OIL: PART ONE KUWAITI TANKERS ALASKAN OIL: PART TWO BUSTING THE STRIKE-BUSTERS TRADE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 4 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/99e3010f44383c189193ef4c7495c97d.pdf 885c9b4c6565265fc33d027bf884c129 PDF Text Text Official Publication al the Seafarers International Union• Atlantic, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 50, No. 5, May 1988 North to Alaska on Seafarers' New Kodiak Seafarers are seeing Alaska on Sea-Land's new D-7s. Pictured above is the Sea-Land Kodiak unloading at Kodiak, Alaska. These new ships, four in all, cost about $60 million each and were built in Sturgeon Bay, Wis. These modern ships replaced four 1944-vintage C4X vessels on the Seattle to Alaska run. Pages 6 & 7 Drop In On The Great Lakes Fitout Pages 11-14 $50,000 in Scholarships SIU's Logan Awards Open School Doors Page 4 �' r by Frank Drozak T HE measure of our strength as an organization has been our ability to stand together when the pressure is on. This has been our mark throughout the years. When the rest of the labor movement looks for an example of solidarity, they ·look to the Seafarers. I am not saying this without reason, but rather to reassure you that in this time of trouble in the maritime industry we are united and strong and growing. Despite the loss of 50 percent of U.S. -flag shipping in the past 10 years, and the drastic reduction in manning, there are full employment opportunities for every member of our Union. All of our benefit plans are in sound financial condition. Our Union is solvent and healthy, and we can stand on our own. We have not let the problems of the industry overwhelm us or intimidate us. We have not had to run and seek the cover of some other organization's umbrella, nor have we pulled the covers over our head hoping that the bad times would just go away. Instead, with the informed cooperation of our membership, we try new things when the old ways wear out, and we reinforce those programs that work. In a time when job opportunities for American seamen are shrinking, we have managed to bring job security to our membership. We have done this by actively seeking new job opportunities in both the commercial and military support segments of our industry. We have developed safeguards for our members' pension and welfare rights by providing new employm~nt opportunities in our affiliated Seafarers Maritime Union. And, in a time of sharpened competition in the maritime industry, our contracted companies are winning new charters in large part because we are providing them with the besttrained crews available anywhere in the maritime world. To ensure that we continue to have the most motivated, efficient, and highly-trained membership, we are continually updating our courses and programs at the Seafarers Harry Lundeberg School of Seamanship to meet the developing needs of our industry. *** It is sad that the NMU, which just last year celebrated its 50th anniversary, is gone. I truly regret their disappearance, because they were a great organization. As we in the SIU move toward our 50th anniversary, there is a sense of dedication and purpose and unity among our membership that you can feel. And there is a sense of determination among our elected officials that gives confidence in our future. We are going to continue to grow stronger because I believe that our membership is knowledgeable, and is willing to do his or her part to ensure that our contracted companies remain competitive by continuing to be the best and most reliable seafarers anywhere in the world. More Jones Act Tankers Could Sail Judge Tosses Out CDS Payback For the second time in a little more than a year, the SIU' s view on CDS payback was upheld by a federal judge. The judge ruled that Marad's decision to allow huge, subsidized tankers into the Alaskan oil trade was wrong. That decision could force out three VLCCs (very large crude carriers) and pave the way for several handy-sized tankers now in layup to get back into the oil business. U.S. District Court Judge Charles R. Richey said in his decision that Marad acted in complete disregard of congressional intent, that it acted in disregard of the 1936 Merchant Marine Act, and he ordered the tankers out of the trade as soon as possible. ''This is a victory for everybody, seamen, the tanker owners and the taxpayer. We are hoping that when these ships are removed, some of our companies can pull their tankers out of layup and create jobs," said SIU President Frank Droz;ak. The SIU has been instrumental in the years-long CDS payback fight. Enlisting the aid of congressional supporters as far back as 1983, CDS payback was legislatively blocked several times before Marad tried its end run. When the current fight came to a head last year, representatives Bob Carr (D-Mich.), Neal Smith (D-Iowa) and Bill Lehman (D-Fla.) played major roles in writing the language. the judge cited in the case. The ruling came in a suit filed by the Independent U.S. Tanker Owners Committee against Marad. Under the rule of former Transportation Secretary Elizabeth Dole, Marad fought vigorously for new federal rules which would allow tankers built with Construction Differential Subsidy funds into the Jones Act-protected domestic trades. The Jones Act reserves all domestic trade for U.S. ships built without subsidy. During the debate on Marad's proposal, the maritime industry argued that the effects could be disastrous. Testimony by the SIU and others showed that 800 to 900 jobs could be lost as the VLCCs replaced many smaller ships. Even Marad agreed that some 600 seamen could be put on the beach by its rule. While Marad claimed the action could save some $200 million, projections showed the rule actually cost about $76 million in taxpayers' money. While the tankers did repay their previous subsidy, Title IX and EDA defaults cost the government about $ t 82 million. Also the tankers that were displaced from the trade were the size and type that the military could use if needed, handy-sized tankers with coated tanks. Last year, another federal judge ruled that Marad's first version of CDS payback had to be revised. This was after a suit filed by several maritime groups (Continued on Page 3.) Finance Committee Meets SIU Secretary Joe DiGiorgio (standing) meets with the Union's Quarterly Finance Committee. The committee includes Ruben Padilla, Earl Gray, Nazareth Battle, Pedro Laboy, Raymond Jones, George White and Elizabeth Leech. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL·CIO May 1988 Vol. 50 , No. 5 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski r.ontributing Editor 2 I LOG I May 1988 ~lf Mike Sacco Joe DiGiorgio Executive Vice President Secretary Angus "Red" Campbell Joe Sacco George McCartney Vice President Vice President Vice President Roy Mercer Steve Edney Jack Caffey Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md . 20746, Tel. 8990675 . Second-class postage paid at M.S.C. Prince Georges, Md. 20790·9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �r Maritime Issues at Stake Plant Closing Rules Fuel Reagan's Trade Veto Threat President Reagan and Congress are standing eyeball to eyeball over the fate of the trade bill. So far, neither side has blinked. The confrontation between the Democratic leaders in Congress and the Reagan administration is expected to have important political consequences in this hotly-contested election year. The House and the Senate have spent three years of hard work and intense haggling to come up with a compromise version of the trade bill. After the joint conferees released a final version of the bill, they were informed that President Reagan intended to employ a veto. In a radio address, Reagan said that he objected to the bill on just two grounds: a plant-closing provision which would require companies to give workers a 60-day notification in the case of a pending shutdown, and a restriction on the export of refined Alaskan oil products in excess of 70,000 barrels a day. Reagan said the plant-closing provision would make the United States less, not more, competitive. If it were passed, he alleged, then owners would be reluctant to close obsolete plants. Shortly after Reagan's address, the House passed the legislation by a vetoproof margin. The Senate, however, passed the bill by 63-36-just three votes shy of the total needed to override a presidential veto. In an attempt to win the support of Alaska's two senators, who had voted against the trade bill, the House of Representatives approved a concurrent resolution that would remove the restriction on the export of refined Alaskan oil products. The move failed, however, when Republicans blocked a similar measure from being enacted in the Senate. The trade bill will now go to the president in its original form, without the House's concurrent resolution. Still, the political wrangling over this issue turned the heat up several degrees, because the plant-closing measure is perceived as being a relatively popular one, especially among blue-collar workers who are expected to provide the swing vote in this year's presidential election. The move by Senate Republicans to block the Alaskan oil measure from the trade bill was an attempt to deemphasize this issue. The Democrats in the House planned to continue to highlight it, however. The leadership there had scheduled a new conference with workers who had been laid off without any notice. Even those normally supportive of President Reagan's actions expressed unease about the wisdom of vetoing the bill on the plant closing provision alone. Conservative colum..'list James J. Kilpatrick said that the threatened veto made the Republican Party look like "the party of wealth and privilege." The Wall Street Journal, hardly a bastion of liberal sentiment, carried a front page story which noted that "as social reforms go, the plant-closing provision appears fairly minor." Moreover, said the Journal, most other major industrialized nations, including Japan, have similar provisions on the books. ''The plant-closing language is nothing more than a modest effort to make sure that the few companies inclined to do so don't hide plans to close a plant until the last minute, leaving workers and communities in the lurch,'' wrote the author of the piece. "It is squarely in the tradition of such social reforms as child labor and minimum wage laws. These act to soften the social consequences of free market decisions and thus permit the market continued public acceptance without the sort of deep government involvement often practiced abroad." The plant closing provision has been a top priority of organized labor, which for the past several years has sought to get such a law passed. In addition to the restriction on the export of refined Alaskan oil, which was dropped, the trade bill that came out of conference contained several provisions pertaining to maritime. Among other things, these provisions would: * Beef up the powers of the Federal Maritime Commissioner to eliminate unfair trade practices in international shipping. * Allow the export of 50,000 barrels of crude oil a day to Canada (a move strongly opposed by the SIU organization), and * Extend the Export Administration Act one more year. In remarks delivered at a recent luncheon of the Propeller Club of Washington, D.C., Federal Maritime Commissioner Francis J. I vancie said that the bill would help make the American maritime industry more competitive. It would give the FMC added leverage to deal with unfair shipping practices in the U.S. foreign trades. A $1 million fine per voyage on foreign carriers could be imposed. In addition, the agency would have the flexibility to limit either sailings or the type of cargo that foreign carriers would be able to haul. APL Launches New Ships American President Lines launched two of its new C-10 container ships after christening ceremonies in Germany last month. These new ships can carry up to 4,300 TEU s, have a new efficient "wide-body" hull design and are powered at speeds up to 24 knots by the largest, most powerlul diesels built. SIU stewards will crew the steward departments on all five of the new ClOs. SUP and MFOW members will crew the deck and engine departments. The 129-foot beam on the ships is too wide for them to use the Panama Canal, and APL plans to use the vessels for trans-Pacific service. The wider beam means containers can be loaded 12 rows across below decks and 16 across above, compared to 10 rows below and 13 above for traditional Panamex ships. The President Truman (pictured at the right) will be the first of the five ships in service, followed by the President Kennedy which was dedicated during the same ceremonies. CDS Payback (Continued from Page 2.) against the action. But in an ''attempt to outrace Congress on this issue," Judge Richey said Marad issued new rules allowing the payback while Congress was specifically drafting legislation to prohibit it. When those new rules were issued, the current suit was filed. ''The agency knew that Congress opposed CDS repayment and that it was in the process of legislating that opposition ... Marad is required to follow a congressional mandate . . . Rather than heed the command of Congress, the agency chose to outrace Congress by issuing a final rule before Congress could complete the legislative process. The agency's action was nothing more than an attempt to subvert the will of Congress, and thus, cannot stand," Richey wrote. Marad's action also ran contrary to the objectives of the 1936 Merchant Marine Act, the judge ruled. The agency claimed that allowing the VLCC's in the trade would result in better efficiency and transportation savings. "The court notes that 'efficiency and transportation savings' are not among the enumerated objectives of the Merchant Marine Act," the judge ruled. He noted that Marad admitted its action would result in the layup or scrapping of ships and that seamen would be put out of work. "The agency decided that the advantages of the efficiency and transportation savings outweigh the net adverse impact on vessels and seamen in the domestic trade," he said, and termed that action "arbitrary and capricious." !support SPADI May 1988 /LOG I 3 �2 Seafarers, 4 Dependents Win Scholarships SIU's Charlie Logan Winners Earn $50,000 Two Seafarers and four dependents won $50,000 in scholarship awards from the SIU's Charlie Logan Scholarship program. Robert K. Seratt, 33, an AB from Missoula, Mont. will use his $5 .000, two-year award to finish his language studies at the University of Montana. Alexandra D. McLean plans to use her two-year scholarship to obtain a degree in p ychology. The 39-year-old AB who is currently sailing on the SS Constitution said she would like to pursue a career in clinical counseling with an emphasis on drug and alcohol rehabilitation. The four $10,000, four-year scholarships were awarded to: Linda Kay Kelly, of Chesapeake, Va., is the daughter of Jame R. Kelly who sails as a mate for Curtis Bay Towing. Jennifer Santos, of Brooklyn, N. Y., is the daughter of Benigno Santos who last sailed as a member of the steward department. Andrew J. Schmitz of Glenbeulah, Wis., is the son of Great Lakes member Marvin A. Schmitz whose last vessel was the Indiana Harbor. Francis Michael Sheehan of Staten Island, N.Y., is the son of John Sheehan who works as a member of the Sea-Land shoregang. "It's a good feeling to be able to help these people out," said SIU President Frank Drozak ... If you look at their records, all six of them are exceptional students." Alexandra (Alexis) McLean joined the SIU in 1982 and her first ships were the Delta and Mississippi Queens. Since 1983 she has been sailing in the deck department aboard two American Hawaii ships, the Constitution and Independence. She completed the AB program at SHLSS in 1986. Prior to joining the SIU, McLean spent eight years counseling and teaching emotionally disturbed adolescents and young adults at schools in Penn ylvania, California and London, England. She has attended Penn State and Guilford College in Greensboro, N.C. 4 I LOG I May 1988 Jennifer Santos is a senior at Bishop Andrew J. Schmitz He said he picked Marquette because the university combines a career-oriented program with a strong emphasis on the humanities. He plans to earn a degree in electrical engineering. The Charlie Logan Scholarship Committee is pictured above. They are Dr. Michael Glaser, Dr. Charles D. O'Connell, Father David Albert Boileau, Ph.D., SIU Executive Vice President Mike Sacco, Dr. Trevor Carpenter, Dr. Charles Lyons, Dr. Keith Schlender and Dr. Gayle A. Olson. "I have a long-standing and deep interest in the field of drug and alcohol rehabilitation. I intend to pursue a degree in clinical counseling; drug and alcohol rehabilitation will be my specialty area. After completing my degree, my hope is to work somewhere like the SIU's own Alcohol Rehabilitation Center or the new SIU drug center in Valley Lee, Md." McLean said. Robert Serratt Serratt joined the SIU in 1975. He graduated from Noxon High School in Noxon, Mont. in 1972 and spent the next three years as a logger and construction worker. Since joining the U nicm he has attended SHLSS four times, the last in 1980 in the A-book seniority-upgrading program. He has combined going to sea with college, attending the University of Montana since 1977 while he has been on the beach. Serratt credits his first ship, the CS Long Lines, with igniting his interest in languages. The ship ''went to France, the Azores and England. Also the crew was of many different nationalities, thus spoke many different languages. All those new languages and the people who spoke them intrigued me, so I decided to learn Spanish,'' he said. Since becoming fluent in Spanish, Serrat has studied Russian and German. He wants to teach all three languages at the high school level in Montana. Jennifer Santos Ford High School in Brooklyn. A member of the Honors Program, she has maintained a 96 average in her courses. She is the treasurer of the school's National Honor Society. Last year she was one of 32 New York students who were selected as part of an exchange program to visit the Soviet Union for six weeks. ··After high school my plan is to attend college and pursue a career as a zoo veterinarian. From all the studies I have done during my high school career I have come to realize the importance to preserve the wilderness and all the creatures in it. . . . I want to work toward the conservation of endangered species," she said. Andrew J. Schmitz is a senior at Elkhart Lake-Glenbeulah High School in Elkhart Lake, Wis. He has been selected as the valedictorian of his graduating class. He will attend Marquette University as part of special honors program in the fall. Francis Michael Sheehan Francis Michael Sheehan is a senior at Monsignor Farrell High School in Staten Island. He has been a member of the National Honor Society for two consecutive years. He was also chairman of a Muscular Dystrophy ''Super Dance'' benefit which raised more than $58,000. "In college I will study business, a field in which I feel my leadership abilities will enable me to help many people. I am determined to make a difference in this world and reach out and help people who are not as fortunate as I am. As Montaigne said, 'The value of life lies not in the length of days, but in the use we make of them,' " he said. Politics in Baltimore Linda Kay Kelly Linda Kay Kelly is a senior at Western Branch High School in Chesapeake, Va. with a 3.975 grade point average. She ranks 10th in a class of 393 students and was named a National Merit Commended Student. She was a member of her school's Odyssey of the Mind team which finished first in world competition, beating more than 30 other teams in 1986. "Math, being my favorite subject, I plan to pursue this interest with a career in accounting. After obtaining my bachelors degree, I will work toward getting my masters degree and becoming a CPA. I would especially like to work for individuals and small companies, rather than larger businesses," she said. Staunch maritime friend and supporter, Rep. Helen Delich Bentley (R-Md.), is pictured above with SIU Baltimore Port Agent Bob Pomerlane (left) and SIU Rep. Frank Paladino at a recent rally. �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Ben Campbell Rep. Amo Houghton C T OLORAoo's third district is a huge, mountainous area, covering the Republican-oriented western half of the state and two predominantly Democratic areas to the east. Ben Nighthorse Campbell (D-Colo.) was elected to represent the third district's residents in the U.S. House of Representatives. Formerly a self-employed jewelry designer, teacher and part-time rancher who raised, trained and showed registered quarter horses and American paint horses, Campbell was born in Auburn, Calif., and received a B.A. degree from the University of California at San Jose. He studied physical education, fine arts and did graduate work in education. He also was a special research student at Meiji University in Tokyo·, Japan and served with the U.S. Air Force in Korea with a rank of Airman, 2nd Class. Rep. Campbell is a man of many and varied talents and achievements. He was inducted into the Council of 44 Chiefs, Northern Cheyenne Tribe, Lame Deer, Mont. He also was an allAmerican in judo and captained the U.S. Olympic Judo Team in 1964. A member of the President's Council on Physical Fitness, Campbell was the second Indian elected to the Colorado state legislature. From 1983 to 1986, the congressman was a member of the Colorado legislature, serving on the Agriculture and Natural Affairs Committee and the Business and Labor Committee. He was appointed as advisor to the Colorado Commission on International Trade and the Colorado Commission on the Arts and Humanities. Rep. Ben Campbell Given the Outstanding Legislators Award in 1984 by the Colorado Bankers Association, and voted one of the ten best legislators in a 1986 survey by colleagues for The Denver Post, Campbell now represents his third district at the national level. As a member of the I OOth Congress, he serves on the House Committee on Agriculture. the House Committee on Interior and Insular Affairs, and the House Committee on Small Business. Last summer, Campbell cosponsored a House resolution to heighten awareness worldwide that the United States has been extremely generous since World War II in providing more than its fair share of defending the democratic bloc nations. He believes the costs of defending the free world should be shared more equitably among our allies and wanted to put Congress on record as favoring negotiations with NA TO countries and Japan toward a more fair apportionment of necessary defense costs. ''We Americans want to deal with our allies as full and equal partners," Campbell said, "not as patsies." HE long and narrow 34th district of New York stretches across the bottom of the state-the Southern Tier-all the way from Lake Erie to Elmira. Its hilly rural counties are favorable to the GOP in most situations. Steuben County, probably the best , known in the 34th district, is famous for the Corning Glass Works, founded in 1951. And the northern part of the county produces the state's best known wines, Taylor and Great Western. Congressman Amo Houghton (R-N.Y.), who represents this district, was elected to office in November 1986. Born in Corning, he was graduated from Harvard College in 1950 after serving in the Marine Corps, and earned a master's degree from Harvard Business School in 1952. Houghton is a former chairman of the board of Corning Glass Works, which he joined in 1951 as an accountant. In his career at Corning, he served in numerous capacities, and in 1955 was elected a director of the company. Houghton also was involved in a number of other activities prior to his election to the U.S. House of Representatives. He served on the Grace Commission, founded the Labor-Industry Coalition for International Trade (LICIT), and is a former trustee of the Brookings Institution. He is a member and past president of the Corning Chamber of Commerce. His father, Rep. Amo Houghton Amory, served as U.S. Ambassador to France from 1957-1961, and his grandfather, Alanson B. Houston, was elected to Congress in 1918 and served as ambassador to Germany and Great Britain. As a representative in the lOOth Congress, Houghton is a member of the House Budget Committee, a director of the Office of Technology Assessment, and a member of the House Government Operations Committee and its subcommittees on Government Information, Justice and Agriculture, and on Commerce, Consumer and Monetary Affairs. In addition, he is a member of two task forces on trade and competitiveness, the co-chairman of the HighTech Competitiveness Task Force, a member of the Republican Labor Council and a member of the Northeast Agricultural Caucus. Support SPAD After Years of Service, Well-Deserved Retirements In San Juan, former Crowley Boatman Francisco Malave Rivera (right) receives his first pension check from Port Agent Angel Hernandez. Houston Patrolman Joe Perez (right) presents retired St>a· farer Steve Crawford his first pension check. William Parks (right) receives his first SIU pension check from Houston Port Agent Dean Corgey. May 1988 /LOG/ 5 �A Busy Easter Sunday SIU's L.A. Boatnien Man Crowley's Tugboats Sea Prince Mate Rick Crowley makes a quick call home on Easter. Enjoying a little sun on Easter Sunday are SIU members (I. tor.) AB Tankerman (ABT) Marshall Novack, ABT John Barrettle, ABT David Scarpeli, AB Gary Smith, Mate Rick Cavalier and ABT Isador Rancic. The crew of the Crowley Sea Prince: (I. to·r.) Capt. Larry "Levi" Levison, Mike Glynn, Cook Larry Jameson and AB John Cox. 61 LOG I May 1988 The Sea Otter leaves the harbor. SIU-crewed Sea Otter Photos by Dennis Lundy Capt. Larry Levison and Sea Robin Mate Rick Cavalier have a gam on the bridge of the Sea Prince. �Mate Rick Cavalier onboard the Sea Robin. On Crowley Barge #24, ABT David Scarpeli (right) checks a tank as a company inspector looks on. Dispatchers Report for Inland Waters APRIL 1-30, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port Sea Prince AB John Cox cleans his plate after an Easter Sunday brunch on the tug. Personals Maurice Burns Please get in touch with M.J. Bennett at (504) 288-5688 , or Betty at (504) 523-1563. Alan Campbell New York ........................ Ph iladelph ia ...................... Baltimore ........................ Norfolk ......................... Mobile .......................... New Orleans ...................... Jacksonville ...................... San Francisco ..................... Wilmington ....................... Seattle. . . . . . . . . . . . . . . . . . . . . . ... Puerto Rico . . . . . . . . . . . . . . . . . . ... Houston. . ...................... Algonac ......................... St. Lou is ........................ Piney Point ....................... Mitchell Keith Woodard Please get in touch with your wife in the Philippines as soon as possible. c **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT . . . . . . . . . . . . . . . 0 1 8 48 0 0 0 0 0 0 0 3 0 0 3 6 0 0 0 0 1 0 0 1 7 0 1 Totals .......................... . Port 90 1 17 New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk . . . . . ............ . ..... . . Mobile .......................... . New Orleans ...................... . Jacksonville . . ................... . San Francisco ..................... . Wilmington ....................... . Seattle .......................... . Puerto Rico ...................... . Houston ....... . ................. . Algonac ... . ... . ................. . St. Lou is ........................ . Piney Point ..................... . . . 0 0 0 6 0 Totals ... . ............ . ... . . . . . . . 27 0 0 3 0 0 0 0 10 0 19 0 0 4 0 1 0 37 New York ............... . .... . . .. . Philadelphia ............... . ...... . Baltimore . ....... . .... . ...... . .. . . Norfolk . . ............... . ....... . Mobile . .. ... . . . ...... . .. . ...... . . New Orleans .. . . . ....... . . .. ...... . Jacksonville .... . ...... .... . . ..... . San Francisco . .. ........ .. ..... . . . . Wilmington ... . . . ...... . ......... . . Seattle .. . ..... . ..... . .. . ...... .. . Puerto Rico ... . ..... . .. . . . ....... . Houston ..................... . ... . Algonac . . ....................... . St. Louis . . . .. . .. . .. ... .. . ....... . Piney Point . . . . ............... ... . . 0 0 0 4 0 0 26 1 1 4 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 1 12 0 0 45 1 0 1 1 7 0 1 0 0 2 6 72 0 0 0 0 49 0 0 4 66 0 3 0 23 0 5 0 0 0 0 0 0 1 9 0 28 0 0 0 0 0 0 0 28 1 1 6 0 0 24 0 0 5 200 0 83 3 0 ENGINE DEPARTMENT 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 0 0 6 0 0 0 16 0 0 22 0 0 0 2 0 0 0 1 Port Please contact your daughter, Colleen, or your son, Alan, at (718) 983-8785. TOTAL SHIPPED All Groups Class A Class e Class 0 0 0 0 0 0 0 0 0 0 12 0 0 0 0 6 0 1 0 0 5 0 0 5 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 9 0 0 0 0 0 2 0 0 0 0 0 0 0 0 19 0 0 42 0 0 0 0 0 20 0 0 73 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 3 1 0 0 0 0 0 0 1 0 0 0 9 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 1 0 0 0 0 Totals .. . .. .. . ............ . ... .. . 15 0 0 4 0 0 2 Totals All Departments .. . ........ ... . . 127 27 40 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 2 0 6 0 0 0 1 0 0 0 1 60 10 6 0 1 1 0 0 10 0 0 0 0 40 0 4 0 0 0 0 9 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 7 72 0 0 20 0 0 0 1 345 135 25 0 0 22 0 0 • " Total Registered" means the number of men who actually registered for shipping at the port last month . .. " Registered on the Beach" means the total number of men registered at the port at the end of last month. May 1988ILOG11 �The SIU and Curtis Bay, A Baltimore Tradition The Cape Henlopen guides the bow of the Puerto Rico into her berth in Baltimore. Capt. Alex Borawick is standing by in the wheelhouse of the tug Kings Point ready to assist the SIU-crewed Puerto Rico (PRM). Curtis Bay Employees at meeting at the Rec Pier in Fells Point. Photos by Frank Paladino Deckhand John Wodka and Engineer Terry Toups clown for the camera. Ready to tie up. John Zents works as the storekeeper for Curtis Bay. The Cape Romaine guides the Puerto Rico. 81 LOG I May 1988 Manuel San Pedro is the shop engineer for Curtis Bay in Baltimore. �Great Lakes by Exec. V.P. Mike Sacco E VEN though I am now stationed in Camp Springs, I have been keeping an eye out on developments on the Great Lakes and inland waters. The Great Lakes Dredging and Dock has been declared the low bidder on the Cleveland River dredging project in Cuyahoga County in Ohio. Dunbar and Sullivan has grabbed the dredging job in Conneaut, Ohio. Luedtke Engineering has begun dredging in the Milwaukee harbor. B & B Dredging has started work on an hydraulics project in Lorrain, Ohio. There is a long list of dredging projects caused by low water rates, which makes immediate action necessary. This sad state of affairs has been worsened by the neglect that has been shown to our infrastructure. Quite simply, if the United States doesn't dredge its harbors and channels in the near future and maintain them in better style, then we stand to lose them forever. These issues, I believe, are part of making America competitive. If we can't transport our goods by rail, truck, or water, how can we remain competitive against Japan and other rapidly developing nations? Under the Reagan administration, this nation's transportation system has been allowed to deteriorate. Deregulation has had a devastating effect on safety. Everyone knows about the airline industry. Much has been written about Eastern Airlines and the safety violations there. This is just the tip of the iceberg, however. Deregulation has had a devastating effect on trucking, and in the tug and barge industry. Companies are more interested in protecting themselves from unfriendly take-overs than with developing a strategy for the Jong term. These are part of the difficult questions that the next administration will have to deal with. By being in the field these many years, by dealing one on one with our members on these important issues and listening to their concerns, I believe that I can make a difference. East Coast by V. P. Jack Caffey T HERE has been a great deal of activity on the East Coast this past month. In New Bedford, we are close to resolving our longstanding differences with the Seafood Producers Association. The association has given us a list of final proposals, which we are going over. We are negotiating with Maritrans, which many of you may remember as SONAT's Harbor fleet. I'll keep you updated on future developments. The Atlantic Coast Region now has a new vice president. I've officially taken over for Leon Hall, who retired last month after a long and productive career. I've known Leon for more than 20 years. He's been like a big brother to me ever since I joined this Union. I'm not the only one who feels like that. Leon has always made himself available to any member or official of this Union. He is gracious, helpful, a Area Vice Presidents' Report real decent person. For years, until his wife Charlotte fell ill, he opened his home to any official or member of this Union who happened to be in New York on New Year's Eve. Any seaman who found himself stranded in a strange port on this most festive of occasions didn't have to feel alone. Yet this is only one small example of Leon's kindness. My most vivid memory of the New York hall will always be this: seeing Leon sitting in his glass-encased office behind the counter, counseling some youngster or old-timer. Sometimes he didn't even have to say a word-he'd just lean back in his big leather chair and listen, and that would be enough. Leon was a steward, and proud of it. He worked his way to the top, to chief. As long as I've known him, he's had this love of living, a joie de vivre, as the French would say, that is typical of old-time stewards. I'll never forget seeing Leon and two of his best friends-John Dwyer and Pete Loleas, now both retired-heading out for some restaurant after work. They were like the Three Musketeers. Loleas was the one who brought him into the Union as an official. Leon had been a member of the SIU since 1939. But it wasn't until Paul HalJ, the late president of the SIU, started the food plan in the early '60s that Leon came ashore for good. Loleas recommended him for the job; Leon met Paul, and the two formed a close relationship. Both were transplanted Alabamians, Southerners who had made the long trip North to escape the hardships of poverty. And both had chosen the sea as their vehicle to get ahead. The food plan was a forerunner of Piney Point, a training program for young seamen seeking to make a career in the steward department. Leon so distinguished himself that he was asked to become a patrolman. From then on it was a steady rise up the ladder. 1964: San Francisco port agent. 1%5: New York port agent, headquarters representative, and finally, in 1978, vice president in charge of the Atlantic Coast Region. During this entire time, the SIU was able to draw upon Leon's considerable knowledge of the steward department. Both Paul Hall and Frank Drozak consulted with him in devising ways to deal with the effects of automation. Leon's career has spanned nearly the entire history of the SIU. He joined the Union in 1939, one year after it was formed. Along with thousands of other seamen of his generation, he was exposed to the threat of German submarines and a watery death at sea. He was drafted in 1942, but after the war he returned to sea. He was involved in many of the Union's early beefs: Isthmian, Bull Line, Robin LinesMoore McCormack. When he joined the Union in 1939, much of America and the maritime industry was segregated. He joined millions of other Southern blacks in making the long trek North. Even though he was an Alabamian by birth, he always shipped out of the port of New York. He was a fixture at Stone Street and Beaver Street, the Union's first two headquarters buildmgs. It was a different world, a different era, when seamen, like other groups of disenfranchised Am~ricans, fought for the chance to have an equal shot at the brass ring. The maritime industry wasn't perfect, and neither was New York, but for a young black man seeking to make something of his life, it was a sure shot better than working shoreside in Mobile. When Leon started shipping, seamen were on the margins of American life. Wages were low, condition unsafe. The union that Leon has been associated with during these past 50 years, first as a member, then as an official, helped change that. By virtue of his position in the SIU, Leon has been part of the sailor's age-old struggle for equal rights. When I learned that Leon was retiring and that I had been named to take his position, I was filled with mixed emotions. On a personal level, I was sorry to see Leon go. No one can ever take his place. And yet, while contemplating his career, I was struck by something fundamental. Few people outside the labor movement can understand this, but there will always be a bond between Leon and me. Both of us have been officials of this Union, and that transcends everything. To become an official in this Union is to go through a rite of passage. It is to dedicate oneself to one thingto servicing the membership. Paul Hall, Leon's friend and mentor, imbued this Union with its sense and purpose. He set the tone for the entire organization. To be an official of this Union was a 7-day-a-week, 24hour-a-day job. It meant that you had to be willing to make any sacrifice on behalf of your membership. It meant that after working a six-day week, you had to get up at three o'clock on a Sunday morning and pay off a ship. Leon found this out right away, in the Philadelphia beef against the Teamsters. Early in the beef, he was asked by Paul to "go down to Philadelphia for a few days to help out." He packed an overnight bag and left that same day. Five months later, after walking picket lines and sleeping on the floor of the Philadelphia hall, he was able to go back to the comfort of his apartment on the Upper West Side of Manhattan. After Philadelphia, there were plenty of other beefs, and many more sacrifices. The thing is, anyone who sticks around the SIU for any length of time winds up making these same sacrifices. That is what binds us all together, what makes being an official of this Union so special. Like Leon, you make those sacrifices willingly, because you know that people like Harry Lundeberg and Paul Hall made them. You do it because people like John Dwyer risked their lives on behalf of this Union, risked it so that seamen could have a better life. Sometimes it gets to be a bit much. There are days when you've had it up to your eyeballs. But then you walk into the Union hall and see some oldtimers playing cards, or talk to a kid straight out of Piney Point, and realize that you never wanted anything else. In his early days in the steward department, Leon was calJed "Radio" because of his easy-going, friendly style. I know that if I should ever hit a snag in my new position, I can always pick up the phone and tune in ''Radio'' Hall. The bonds that exist between us, as friends and as officials, will never be broken. I wish him and his wife Charlotte the best of luck in this new phase of their lives. Gulf Coast by V.P. Joe Sacco B EFORE I begin, I'd like to congratulate my brother Mike on being named Executive Vice President of the SIU. From now on, he'll be directing the Union's field operations and coordinating outport and headquarters activities. This is an important job, especially in this election year of 1988. Never before has the maritime industry been in such precarious position. We need to make sure that our message gets out, both in Washington and on a grassroots level. Without a strong Washington presence, there would be no maritime industry. Even as I write this, opponents in Washington are trying to do away with restrictions on the export of Alaskan oil, and to scuttle this nation's cargo preference laws. At the same time, this Union needs to increase its efforts on a grassroots level if we are to make a difference. I have made this a priority in the Houston area. Earlier this year, both Jesse Jackson and Richard Gephardt came to the Union hall to address our membership. Both spoke of the need to revitalize this nation's maritime capability. We have not confined our efforts to presidential politics. Next month, Texas Supreme Court Judge William Kilgarten will speak at our hall. He is wellknown throughout the state and the country for having decided the Pennzoil case. One of our state representatives, Al Luna, has made a few visits to the hall to meet with our members. He has been a strong friend of the SIU and the maritime industry throughout his career. What does grassroots mean? It means being part of a community. Earlier this month, Ron Stone, an anchorman at the local NBC affiliate, came to the SIU hall to help raise money for Muscular Distrophy. The days are long gone when the maritime industry was a self-contained world. We have to be aware of developments in other areas. Take what is happening in Houston, for example. For the past several years, the local economy has been devastated by the low price of oil. Now that prices are slowing creeping back up-they're now at $18 a barrel-things are a bit better in the tug and ba~ge industry. (Continued on Page 10.) May 1988 I LOG I 9 �In New Bedford Fishing· With the SIU Some of the crewmembers (above) of the F/V Brasil: (I. tor.) Antonio Gravato, Remigio Pereira, Manuel Carroco (Capt. of the FIV Faneca), Aldolfo Simoes and Mario Dias. Below are some of the crewmembers of another SIU fishing boat, the FIV Beira Litoral. They are: (I. tor.) Fernando Luz, Dominic Rebelo, Antonio Tesouro and SIU Port Agent Henri Francois. "*{'vi' The FIV Brasil is one of dozens of SIU-contracted fishing boats operating out of New Bedford, Mass. (Continued from Page 9.) As always, we are on the lookout for new work. I will be meeting with the Bulk Fleet Marine to see if we can sign up several boats that have been turned back to the private sector. As I mentioned in the last month's column, Houston is now one of SeaLand 's most important regional hubs. Last month. the Sea-Land Economy was in temporary lay-up in Beaumont, Texas. One final note: I urge all of our members to upgrade their skills. We could use more ABs and electricians down here. Signing up new work in today's depressed maritime industry is a difficult proposition. But through hard work and determination, we've been able to weather the decline in the maritime industry. The job security of all our members, however, will be jeopardized if seamen in one or two key ratings fail to sign up for new work. Just as the officials of this Union have a responsibility to try to sign up new work, our members have a responsibility to upgrade their skills. West Coast by V. P. George McCartney I 'M a movie buff from way back when. Whenever l had a few days in port, I found myself running to the nearest cinema. Few people know it, but one of the best American movies ever made, .. On the Waterfront," was based on the life of John Dwyer, who used to be an official of this Union. "On the Waterfront" is a powerful depiction of corruption on the waterfront, and one man's efforts to combat it. The movie is a skillful blend of fact and fiction. It deals with a time when corruption on the waterfront had reached such pervasive levels that it endangered the 10 I LOG I May 1988 New York maritime industry and the integrity of the labor movement. At the time, Dwyer was a longshoreman. He and other dockside workers had to confront a hiring system based on kickbacks and favoritism. In 1953, the legislatures of New · York and New Jersey tried to deal : with this situation by creating the Waterfront Commission of New York Harbor to combat organized crime. Corruption had reached such a level that AFL President George Meany felt compelled to step in. He issued a charter to a new AFL longshoreman's union, the American Federation of Longshoremen. (The name was later changed to the International Brotherhood of Longshoremen.) A committee of five union leaders was appointed to act as trustees for the new union. They included Paul Hall. then secretary-treasurer of the SIU; Dave Beck, president of the Teamsters; A.J. Hayes, president of the International Association of Machinists, and William Doherty, president of the National Association of Letter Carriers. Not only did corruption on the waterfront debase the whole concept of trade unionism, but it jeopardized the working conditions of all maritime workers, including seamen. Paul Hall took the lead in this fight on a local level. He \\lorked closely with Morris Weisberger, the SUP's New York port agent, in trying to break organized crime's lock on the New York waterfront. The only way to do it would be to organize longshoremen under the banner of the new AFL union. Hall enlisted the aid of John Dwyer, a 38year-old member of lLA Local 895. Dwyer and his allies risked their lives fighting for a clean union. Michael Brogan, a vocal supporter of the new union, was found dead floating in the river. Others, like Tom Rubino, were beaten to a pulp. There were two votes. The first election was held in December 1953, with the new union polling 7 ,568 to the ILA's 9,060. But 4,397 votes were challenged. The second vote was held on May 26. 1954. The IBL came within 300 votes of ousting the old regime. The IBL never again came that close to winning. In 1958, Paul Hall and Captain William Bradley, the former tugboat chief who had become head of the longshoremen' s union, agreed to end the fight. Even though the IBL was never successful in ousting the ILA, the waterfront was changed for the better. "We didn't win the vote," said Paul Hall, "but we fought for a democratic union and that was worth the fight.'' The waterfront beef was part of a larger struggle to ensure that labor unions affiliated with the AFL-CIO meet high ethical standards. Many people rank this as one of George Meany's finest moments, right after the merger he orchestrated between the AFL and the CIO in 1955. The whole episode has relevance today. When faced with corruption, organized labor faced the situation squarely in the eye. Compare that attitude with recent developments on Wall Street. Other than wait for the federal government to hand down indictments, the financial community has done literally nothing to ensure a high standard of conduct. After the beef, Johnny Dwyer joined the SIU. He became one of the Union's best-liked officials. During this episode, George Meany and Paul Hall formed a close working relationship. The tie that the two men formed probably had something to do with Hall's appointment to the Executive Council in 1962. And Dwyer? He retired in 1979. His bravery and dedication marked an important footnote in the history of this Union. Of course, he lived to see himself portrayed on the screen by Marlon Brando. I keep putting in phone calls to Robert Redford, but he has yet to answer any. Government Services by V. P. Buck Mercer T HE shortage of Able Bodied Seamen has become acute, not only with the Military Sealift Command, but in the commercial maritime industry as well. Already, MSCPAC has experienced problems replacing ABs in their nuclear ships and, with another unrep oiler set to crew in August '88, the search is on for 24 ABs, 5 rig captains (who must also be ABs) and two bosuns. Things are no better in the commercial industry; ABs are almost impossible to find. In order to alleviate this serious problem, the SIU is requiring all Ordinary Seamen who have the necessary seatime to attend the Seafarers Harry Lundeberg School in Piney Point, Md. to prepare themselves to upgrade their Merchant Mariner Document from Ordinary Seaman to that of Able Bodied Seaman. The critical AB situation in the maritime industry did not just happen; it was created and is about to be compounded. The Ordinary Seaman billet has been eliminated on many commercial vessels, while at the same time the commercial unions lost ABs through retirement, death and those who have left the industry. And now the MSC is threatening to eliminate Ordinary Seaman billets. This all means that the possibility of creating the Able Bodied Seaman is fast coming to an end. Again, to all Ordinary Seamen, and particularly to those who have the qualifying seatime, upgrade as soon as possible. By doing so, you help yourselves, your families and the industry. *** Union Books: There are a number of members of the SIU Government Services Division who have not yet received Union books. I am requesting each ship's chairman to forward to this office a list of those members, along with Social Security numbers, who do not have their SIU Union book. This office will make every effort to get their Union books to them. �ue Lakers Go Back to Work More Jobs in the Future? Last year SIU Lakes sailors enjoyed their best season since 1981 as coal and taconite shipments experienced a big jump. With the demand for iron ore still high, several SIU-lakers began an early season. Not that long ago, only a little more than half the Great Lakes' freighters were running. This year, ship operators estimate they will use up to 91 percent of their vessel capacity. Mike Sacco, SIU executive vice president and Great Lakes VP, said he expects the number of SIU jobs on the Lakes to increase. ''If more ships are sailing, more of our guys are working. It's pretty simple, if the steel industry keeps up its demand for iron ore and the stone and coal movements continue, we will have a good season,'' Sacco said. Last year iron ore cargoes rose by more than 20 percent, stone shipments were up 21.8 percent and coal showed a small increase of 4 percent. Onboard the Richard J. Reiss, as it fits out in Erie, Pa., Chief Steward Ed Heil (left) and 2nd Cook Ali Ahmed are ready to perform surgery on a roast. Photos by Mike Hall Bosun Mike Tounel has been sailing the Lakes since 1976. This year he is on the Townsend. Deckhands Steve Halvaks (left) and Jeff LaLamde are put ashore to help tie up the Thayer. The Cuyahoga is a narrow and windy river; it was even trickier for the Paul Thayer because of an inoperable bow thruster as the ship made its way to discharge cargo in Cleveland. Deckhand Jeff LaLamde on the Thayer. May 1988ILOGI11 �New Season on the Lakes Porter Robert Rabzieski and 2nd Cook Ali Muthar clean UP. after supper on the Townsend. Deckhand Saleh Saleh unloads supplies on the Indiana Harbor. It's time for a little geography lesson from Townsend Oiler Bill Youckey. Looks like someone called Deckhand Melvin Dirchoff late for dinner on the Townsend. After a morning of hard work getting the Reiss ready for the season, lunch is a welcome break for the Reiss' crew. 12 I LOG I May 1988 �Deckhand Jim Smith is lowered to the dock in Detroit. The Roger M. Keyes got an early start on the season with a full load. She had to tie up in Detroit to repair a small leak in a fuel tank. In the engine room is wiper Fred Piotiowski on the Reiss. Asst. Conveyerman Walt Lesczynski and Deckhand Baisel Koushinikov on deck of the Reiss. after securing one of the lines. Port Agent Jack Allen (left) and Lakes veteran Wheelsman Curt Southwick complete fitout paperwork on the Reiss. Deckhand Dean Gilbert climbs back aboard the Keyes after helping tie her up. May 1988ILOGI13 �Lakes Bosun Larry Smith helps hoist stores on the Indiana Harbor. The bosun's a fan of the "Boss." Bosun John Hickey on the Thayer. Deckhand James Corbran prepares to work on one of the Reiss' lifeboats. The J.S. St. John, a day-trippin' sand sucker, works out of Eire with an SIU crew aboard. The Indiana Harbor pulls into Lorrain, Ohio at night to unload and pick up some stores. Deckhand Ahmed Shohatee (foreground) and Deckhand Mousa Saleh on the Reiss. 14 I LOG I May 1988 Jerry Bollinger (left) and Bill Straub met with Port Agent Jack Allen as they got the dredge J.S. St. John ready. �"To· Be IAn ABJ, or Not to Be; That is the Question." here is a big waiting game going on now. Lots of jobs are out there waiting for qualified Able Seamen, and the Seafarers Harry Lundeberg School of Seamanship is waiting to help prepare all of you OSs to fulfill the task. However, we at the SHLSS can't fulfill our mission without your decision to become an AB. By coming to SHLSS and upgrading your skills to that of Able Seaman, you will guarantee yourself a good job, and a better paying one at that! Through classroom work and hands-on practical training, our six-week Able Seaman course will prepare you thoroughly for the duties of Able Seaman. In the classroom, subjects covered include deck seamanship, marlinspike seamanship, rules of the road, cargo handling, ship simulator training, safety, emergency procedures and first aid. It is during the hands-on training that students learn best by actually doing: wire and line splicing, block and tackle rigging, knot tying, cargo boom operation, underway and vertical replenishment, and crane and fork truck operations. Day-today maintenance on vessels is stressed to include surface preparation and painting, and wire rope cleaning and preservation. This course is available to SIU members who ship Deep Sea/Great Lakes or Inland. To be eligible for this course, a seafarer must meet the following requirements: all a l 'can must be 18 years or older and pass a U.S. Coast Guard approved physical examination before entering this course. All applicants must have normal color vision and have at least 20/200 vision in both eyes corrected to 20/40 vision in both eyes. Anyone wishing to qualify for an Able Seaman endorsement must have either a lifeboatman endorsement or complete the two-week lifeboat course offered at the school. Graduates of the SHLSS are required to present 240 days seatime as an Ordinary Seaman to be eligible for scheduling. All other applicants for endorsement as Able Seaman, Special (12 months), Limited (18 months), or Unlimited (36 months) must show discharges totaling the minimum required seatime-12, 18, and 36 months-as Ordinary Seaman. Upon completion of this course, the student must pass a U.S. Coast Guard exam to receive an Able Seaman endorsement. And so, let's get together and call an end to this waiting game. Guarantee your future. Answer the question posed in the title of this article by deciding to become an AB and filling out the SHLSS upgrading application form printed right here in the LOG, or contact Bart Rogers immediately at 1-800732-2739. ~ An AB class watches as two students adjust the stage on the side of the Sonny Simmons. Learning to splice an 8-strand rope. ..... May 1988ILOGI15 �course Graduates SHLSS Retired After 11 years of dedicated service at SHLSS, three of which were spent as fork lift instructor for the Sealift Program, Joe Marshall officially retired April 29. He is shown here, together with his wife Rebecca, receiving a plaque of appreciation from SHLSS Vice President Ken Conklin. Abk Seaman Video Self Study 3125/88 Left to right: Keith Blowers, Jake Karaczynski (Instructor). QMED 414188 First row, left to right: Jessie Robinson, James A. Vieira, Earl Adams, Robert Tuller. Second row: Audley Green, Francisco Rosich, Richard Smallwood, Willie Franks, Patrick Patricca, Robert P. Matter, John Bennifield. Back row: Liz Leech. Radar Class 4113188 First row, left to right: Joe Morrison, Rick Bumstead, Doug Stinchcomb, Alan Bodden, Cheryl Burgess (Computer Operator). Second row: Rob Arthur, Eric Corgey, Bruno Kalmeta, Joseph Brisson, Jose Boevink, David Goyette. Military Sealift Command, Lifeboat 414188 Kneeling, left to right: Juan P. Goni, Charles Methvin. Second row: James P. Johns, James M. Harper, Edward B. Knutsen, John Britto. Welding 416188 Kneeling, left to right: Abraham Daif, Orson Lincoln, Owen Duffy. Second row: Bill Foley (Instructor), Mohararn Husin, Ronald Dailey, Robert Rester, Bob Layko, Mark D. Field, Arthur Omdahl. Navy Crane Class 414188 Left to right: John Dodd, Robert Elwood, Leo Marciniak, Kenneth Delp, Michael Horton. Canadian Mechanical Assistants 4114188 First row, left to right: Isidore Charles, Stephen Slack, Elroy Bobbett, Bruno Beaudoin, Robert Molnar. Second row: Eric Malzkuhn (Instructor), Ernest Corbett, John Macklin, Ted Bobrowski, ·chris Donovan. Canadian Chief Cooks 414188 Left to right: Bernie O'Brien, Robin Lois, Leona Haswell, Kenneth Staples. 16 I LOG I May 1988 Canadian Seamanship Training Program 4112188 First row, left to right: Calvin Ransome, Dana Eisler, Patrick Lindsay, Raymond Mullin, Linda Penney, Normand Mercier, Gordon Reeves. Second row: Ambrose MacNeil, Steve Collie, Grzegorz Perlinski, Rich Bonneville, Mike Bobrowski, Tommy Marsh, Dan Pelletier, Albert Bannon, Peter Bobrowski, Ben Cusic (Instructor). Back row: Freddy Wenzel, Bob Burnett, Lindsay Rock, Gilles Lyrette, Mark Kratynski, Shaun Dolhanty, Martin Bergeron, Peter Breaker. Canadian Electricians 414188 First row, left to right: Horace Duke, Peter Karlikowski, Peter Schuemann. Second row: Ray Reardon, Ross Tibert, Stanley Orawiec, Joseph Tolan. �1988 Upgrading Course Schedule Engine Upgrading Courses Course Check-In Date Completion Date QMED ·Any Rating September 19 December 9 Programs Geared to Improve Job Skills And Promote CJ.S • .Maritime Industry May-December 1988 Fireman/Watertender & Oiler Marine Electrical Maintenance Refrigeration Systems Maint. & Op. May 23 August 22 June 27 October 3 July 1 September 30 August 19 November 11 Refrigerated Containers-Advanced Malnt. August 8 September 2 The following is the current course schedule for April 1988 December 1988 at the Seafarers Harry Lundeberg School of Seamanship. Pumproom Maint. & Operations August 1 September 19 September 9 October 28 Variable Speed DC Drives September 5 October 14 Electro-Hydraulic Systems November 7 December 16 Automation November 21 December 16 Welding November 21 December 16 Hydraulics May 30 October 17 June 24 November 11 Third Asst. Engineer/Steam or Motor Open-ended (Contact Admissions Office for Starting Date) For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. Recertification Programs PLEASE NOTE: All members are required to take firefighting when attending SHLSS. Deck Upgrading Courses Check-In Date Completion Date June 13 July 25 September 19 October 31 July 22 September 2 October28 December 9 Radar Observer Clnltd. July 18 July 29 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) Lifeboat May 30 June 27 July 25 August 22 September 19 October 1 7 November 14 December 12 Course Able Seaman LNG - June 10 July 8 August 5 September 2 September 30 October 28 November 25 December 23 Self Study Safety Course (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon completion of course must take Sealift Operations & Maintenance. Steward Upgrading Courses Check-In Date Course Completion Date Assistant Cook Open-ended (Contact Admissions Office for starting date)* Bak~r Open-ended (Contact Admissions Office for starting date)* Cook and Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date)* *All students in the Steward Program will have 2 weeks of Sealift familiarization at the end of their regular course. Course Steward Recertification Check-In Date July 5 Completion Date August 8 Bosuns Recertification September 26 November 7 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) July 5 August 29 October 31 August 15 October 10 December 12 English as a Second Language (ESL) July 5 August 29 October 31 August 13 October 7 December 10 The Developmental Studies Class (DVS) will be offe_red one week prior to some of the upgrading classes. Developmental Studies (DVS) April 11 April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL L;feboat Preparation Course June 6 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. College Programs Scheduled for 1988 Check-In Date Course Associates in Arts or Certificate Program May 23 August 8 October 17 Completion Date July 15 September 30 December 9 May 1988ILOGI17 - �.........•..............••......•••...•.•.....•......••...........•..............•.••••.••••••••••••••.•............••.....•••••••••••.•. .,. • H Name (Last) (first) Date of Birth (Middle) Address Mo./Day/Year (Street) (City) (State) Deep Sea Member D Telephone (Zip Code) Inland Waters Member D (Area Code) Lakes Member D Pacific D If the following imformation is not filled out completely your application will not be processed. Social Security# _ _ _ _ _ _ __ Book#______ Seniority______ Department _ _ _ _ __ Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ No D (if yes, fill in below) Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _______ to (dates attended) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _~~----------------~--------------- Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training _ _ _ _ _ _ _ _ _ _ _ Primary Language Spoken _ _ _ _ _ _ _ _ _ _ __ I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK 0 AB/Sealift 0 Towboat Operator Inland 0 Celestlal Navigation O Master Inspected Towing Vessel 0 1st Class Pilot (organized self ~tudy) D Third Mate D Radar Observer Unlimited ALL DEPARTMENTS o Weldlng 0 Llfeboatman (Must be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. ENGINE STEWARD 0 FOWT 0 QMED-Any Rating 0 Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation O Refrigeration Systems Maintenance & Operations D Diesel Engine Technology O Assistant Engineer/Chief Engineer Un Inspected Motor Vessel D Orglnal 3rd/2nd Assistant Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance D Hydraulics D Electro-Hydraulic Systems D Assistant Cook Utility 0 Cook and Baker 0 Chief Cook 0 Chief Steward ll D Towboat Inland Cook COLLEGE PROGRAM D Associates in Arts Degree D Certificate Programs . ADULT EDUCATION DEPARTMENT LJ Adult Basic Education (ABE) D High School Equivalency Program (GED) O Developmental Studies (DVS) O English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ __ DATE~~~~~~~~~~~~~~ RETURN COMPLETED APPLICATION TO: Rev. Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 2188 .-.,,.-.-.-• •-••• • •• • • • •• • • • • • •• • • • • • • • • • • • • • • • • • • • • • • •• •• • • • • •• •• • • • • • • • • • • • • • • • • •••••••a•••••••••••••••••••••••••••• • • • • • • • • • •••~::::::::;;;~.......~~\ 18 I LOG I May 1988 �AIDS Growth Rate of Deadly Disease Means AIDS Impact Will be Felt Into the Next Century by Elizabeth Reisman, R.N., D.N.Sc. Editor's Note: Elizabeth Reisman holds a Doctorate of Nursing Science degree. She conducted her doctoral research at the Cancer Institute, part of the National Institutes of Health. Reisman is a member of the St. Mary's County (Md.) AIDS Task Force and has written extensively about AIDS and other health issues for various publications. She has been associated with the SIU since 1978. This is the first of several articles about AIDS. AIDS is rapidly becoming the number one public health problem in the United States and in the world. The CDC (Centers for Disease Control) predicts that by the year 1991 there will have been approximately 270,000 cases of AIDS in the United States . The WHO (World Health Organization) also predicts that by 1991 , 5-10 million people in the United States will have been exposed to the virus and have antibodies for the virus. As of Feb. 29 , 1988, the CDC stated that there were 54,723 known cases of AIDS in the U.S. and an estimated 11.5 million people wlw have been exposed to the virus and who have antibodies to the virus . The number of cases of AIDS doubles about every 13 months. If the spread of the disease continues unchecked at its present pace, AIDS will clearly be the major public health problem of the 21st centu . ID , therefore, is a major health problem not only for us but for our children and our grandchildren. Since 1981. when the disease of AIDS was first recognized in the U.S., AIDS has been a disease found mostly in specific geographic areas. along the Atlantic and Pacific coastal areas and major metropolitan areas (such as New York City, San Francisco, Washington, D. C. , Miami, and others). Although AIDS continues to be found in major metropolitan areas, AIDS is now spreading into smaller communities. AIDS is also a worldwide epidemic which touches most if not all countries in the world today. The World Health Organization reports that there are 150,000 cases of AIDS in the world today. What does this mean? It means, above all else, that we must all learn the facts about AIDS. Learning the facts will help to clear up our misunderstandings about AIDS, to reduce unnecessary fear , to recognize the real dangers which AIDS poses, and to learn how AIDS can be prevented. AIDS , Acquired Immune Deficiency Syndrome , is caused by an unusual virus which is currently called the human immunodeficiency virus or HIV. In the past , the HIV virus has also been called HTL V-III or LAV . AIDS occurs as a result of infection with the HIV virus and severe destruction of the body's immune system (the defense system which protects and defends the body from disease). Specifically, the HIV virus attacks the immune system by eating up T cells (white blood cells essential to fighting diseases) so the HIV virus can make many more viruses. Specific antibodies are produced by the immune system to fight off the HIV virus. These are called HIV antibodies. This process is similar to the one which occurs when your body makes antibodies to fight other viruses, such as measles, mumps and chickenpox. These antibodies normally protect the body from future encounters with these viruses . Unfortunately, the HIV antibodies are not capable of fighting off the HIV virus or protecting the body from future invasions with the HIV virus. The HIV viruses, therefore, continue to live and multiply while the T cells continue to be destroyed. This destruction of the immune system leads to the development of major and unusual infections called opportunistic infections and rare cancers which overwhelm the defenseless body. The virus may also affect the brain or Elizabeth Reisman nervous system. The recurring illnesses which the persons with AIDS experience eventually lead to death. At this point in time, AIDS is a fatal disease for which there is no cure or vacl;ine. New treatments are being researched which may offer some promise to help persons with AIDS. AIDS has an unusually long incubation period, the time between initial infection with the virus and the beginning of symptoms. The incubation period of AIDS is an average of seven years but may be as long as 15-20 years. The incubation period, however , may be less in those whose immune systems are already reduced due to other infections, illnesses (such as in drug addiction), or immaturity (as in newborn babies). Due to this long incubation period , not all individuals infected with the virus have symptoms of AIDS or even feel sick. In fact, they feel well. At this point in time , we do not know precisely how many people who are infected with the virus will actually get AIDS five, 10, or 20 years down the road. Since AIDS is such a new disease and many questions are still unanswered, these predictions are difficult to make. These predictions estimate that 50 percent or more of those who are infected with the HIV virus or test positive to the HIV antibody may eventually develop AIDS. Although some individuals infected with the HIV virus may feel perfectly healthy with no symptoms, some may develop early symptoms often called ARC, AIDS Related Complex. The symptoms of ARC are common to many diseases. In ARC, therefore, the symptoms are not believed to be caused by any other illness and last for several weeks or months. These symptoms may include: extreme fatigue, chronic fever, night sweats, diarrhea, loss of appetite, sudden loss of weight, and swollen lymph nodes (glands) in the neck, under the armpits, or in the groin. The period of time when one person can transmit or pass the HIV virus to another person begins within days after one is first infected with the virus and continues throughout the course of the illness. Therefore, all people infected with the HIV virus are capable of passing on the virus including those recently infected with the virus, those who test positive to the HIV antibody and feel well , those with ARC, and those with AIDS. This means that today there are probably 1-1.5 million people in the U.S. who may be capable of passing on the HIV virus. The HIV virus can be passed from one infected person to an uninfected person through an exchange of body fluids, especially blood, semen and vaginal secretions. This exchange of body fluids is known to occur through: 1. sexual contact between heterosexuals (man to woman and woman to man), as well a sexual contact between homosexual or bisexual men; 2. direct infection into an open wound or injection into the blood stream with HIV infected blood or blood products, needles , syringes, or other equipment (most often occurring in IV drug users); or 3. infection of newborns from their infected mothers occurring either during pregnancy, delivery or from breast milk. Although CDC statistics tell us that AIDS has occurred predominantly in certain high risk groups (homosexual and bisexual men; heterosexual IV drug users: homosexual and bisexual men who use IV drugs; persons with hemophilia and coagulation disorders; heterosexual sex partners of persons with AIDS or heterosexual sex partners of persons at risk for AIDS; recipients of blood or blood components between 1977 and the spring of 1985), we must understand that these statistics simply tell us where AIDS has been and not necessarily where AIDS is going. Homosexual and bisexual men, IV drug users, and homosexual and bisexual men who use IV drugs account for nearly 90 percent of the AIDS cases. Heterosexuals account for only about 4 percent of the cases of AIDS today. The ratio of women to men in the U.S. with AIDS is about 1 woman for every 13 men. In Africa the ratio of women to men with AIDS is about 1 to 1. Some experts expect that heterosexuals and adolescents will experience a dramatic rise in the number of AIDS cases in the future. Although there is much debate today about the degree the AIDS virus has infected and will infect the heterosexual population, the reality is that no one knows for sure. Since HIV antibody testing is not mandatory for everyone and research has not been done to determine the prevalence of HIV antibody positive individuals in the general society, we can only make educated guesses. The risks are real, however, that the next rise in cases may be in heterosexuals through heterosexual sex. We are already seeing this rise of HIV infected individuals in sexually transmitted disease clinics, in sex partners of infected and high risk individuals, and among prostitutes. AIDS must not be viewed as a disease of one particular group of our population, but a disease of all groups. We know that getting AIDS is not a matter of who you are or where you live, but what you do (what activities you do which increase your chances of getting infected with the HIV virus). Anyone who has concerns regarding AIDS is encouraged to contact the following resources for assistance: State and Local Health Departments across the U.S.; US Public Health Service AIDS Hotline-800-342-AIDS: National Sexually Transmitted Diseases Hotline, American Social Health Association-800-227-8922. New NATCO Contract · 1 Terry Bader (left), licensed delegate, and John Miklos, unlicensed delegate, count the ballots for the recently negotiated North American Trailing Co. (NATCO) contract. The pair formed the NATCO Tallying Committee and counted the votes at SIU headquarters. May 1988ILOGI19 �Deaths William Smith Carmine Caropreso Alphonse Monahan Joseph T. Flynn John Somers John Mims Wong Lee John Shields James Mullally Precilo Silva KNOW YOUR RIGHTS· Mohasain Ahmed Antonio Arroyo Malcolm Barton Lonnie Baughan Homer Bonnell John Burns Sherrill Campen Tom Chee William Cooper Patric Donovan Odilion DuBois Victor Egel Marcus Evans Bertha Flygare Rodney Fontenot Wilfred Garcia Sai Chong Goo Ronald Gray Thomas Green Walter Gregory Earl Griffin Willie Hardeman Orlando Hernandez Eugene Howard Fred LaPlant Joseph R. Hales Victor Lewycky Alfredo Lopez John Mccann Abdel Maameur Gustavo Martinez Richard Moore James Murray Ernest Mladinich Thomas J. Henry Joseph Pagola James Payton Michael Pesenak Kensley Reistad Sigmund Rothschild Spurgeon Simpson Albert Stampley ~· "'· J Charles Stewart Jene Legg SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Board hy certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either hy writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls . These cont mets specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights. as well as your ohligations, such as filing for OT on the proper sheets anu in the proper manner. If. at any time. any SIU 20 I LOG I May 1988 Jay V. Beavers William Brack Cullen B. Colbert Mose E. Coleman Lawrence J. Crane Ceasar A. Crespo Joe J. Justus Donald McEachern Wilton H. McNiel Donald L. Mullins Colon Rose Adam H. Smith Roberto Torrado Harold J. Warner Inland Floyd E. Hudgins, Jr. Victor G. Lozinak Johnnie B. Mathews Anthony F. Maxwell William Mitchell Joseph Muscato Beverly M. Owen Lawrence Paul Norman J. Porkruywka Charles R. Johnson Francisco ivera John E. Reed Pensioners Deep Sea Maxie L. Curtis · KNOW ¥OUR RIGHTS YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a derailed audit by Certified Public Accountants every three months, which are to be suhmitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the memhership, makes examination each Quarter of the finances of the Union and reports fully their findings and recommendations . Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accoruance with the provisions of various trust fund agreements . All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds . Dewey J. Sack all Union halls. All memhers should obtain copies oft · constitution so as to familiarize themselves wit · . contents. Any time you feel any memher or officer is attempting to deprive you of any constitutional fight or ohligation hy any methods such as dealing with charges. trials. etc .. as well as all other details, then th e memher so affected should immediately notify headquarters. EQUAL RIGHTS. All memhers are guaranteed equal rights in employment and as members of the SIU . These rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may he discrimi nated against hecause of race. creed. color. sex and national or geographic origin. If any mcmher feels that he i'i denied the equal rights to which he is entitled. he should notify Union headquarters. 11u1n1m111n1111111nu111111111111unu111u111111111111111111111111111n11111111111111111t1111111111111 patrolman or other Union offi::ial. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refr~_ ined from publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsihility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this rcsponsihility . PAYMENT OF MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should an y member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require an y such pa yment he made without supplying a receipt. or if a mcmher is required to make a pa) ment and is given an official receipt, but feels that he should not have heen required to make such payment. this should immcdiL1tcly he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and hoatmen and the advancement of trade union concepts. In connection with such ohjects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct. or as a condition of memhership in the Union or of employment. If a contribution is made hy reason of the ahove improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contrihution for investigation and appropriate action and refunu. if involuntary. Support SPAD to protect and further your economic. political and '\Ocial interests. and American trade union concepts. If at any time a member feels that any or the above rights have been violated, or that he has been denied his constitutional right of acces.s to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The addr~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Diiaesc of Sh~ps NeeClinas LNG ARIES (Energy Transportation Corp.), March 20-Chairman Robert Schwarz, Secretary Doyle E. Cornelius, Educational Director Richard Robertson, Deck Delegate Eugene Boussan, Engine Delegate Brenda Murray-Dye, Steward Delegate Michael J. Ruggiero. No beefs or disputed OT reported. There is $264.11 in the ship's fund which has been turned over to the captain to be locked up in his safe. The vessel is scheduled to be drydocked, but no information has been given out. The chairman said he will inform the crew as soon as he hears anything. He stressed the importance of the SPAD contribution and also reminded crewmembers Charger is en route from Corpus Christi, Texas to New York to discharge and proceed to layup for repair of the generator. This will take place either in Jacksonville or Mobile. One particular item of note: "We must give a vote of thanks to the 4 to 8 watch deck department who responded quickly to an emergency alarm and performed the rescue extremely efficiently. The skillful and rapid rescue of the 4 to 8 oiler Mike Woods in combination with first aid was key to saving Mike Woods' life. Mike Woods has been a good shipmate on the OM/ Charger. We have received information that more than four pounds of metal was removed from his body and that The proud crew of the tanker M/V Courier (Ocean Carrier) in the harbor of Kuwait. The Courier is the only American tanker with a full American crew passing through the Persian Gulf to Kuwait. (Missing from the photo is Chief Steward Rudolf Spingar.) that this is a presidential election year, "so be sure to register and cast your vote." The secretary asked that all hands clean out their rooms and return linen and towels nen oc er. A ote f thanks was given to tne stewara aepanment for a job well done. Next ports: Osaka. Japan: Bontang, Indonesia; Nagoya, Japan. ITB BALTIMORE (Apex Marine), March 29-Chairman Scott Hudson, Secretary Rudy De Boissiere, Educational Director Spiros Perdiku, Deck Delegate Alan Barnett, Engine Delegate Thomas Corbell, Steward Delegate enneth A. Hagan. No disputed OT reported. A two-week safety course at sea was held aboard the /TB BaltimCJre by a representative from Marine Safety Services Corp. in London, England. This course put crewmembers through a 5afety test including firefighting, CPR method$, re$CUe$ from the hold with a new rescue harness, air breathing apparatus, lifeboat rescue, etc. The "SIU crew scored 100 percent in the safety tests." The educational director noted that "everywhere we look, the new ships are with us. But do we all know how to operate them? Some of us don't. I urge all of you to go to Piney Point. New ships mean more money. Don't be left out. Give to SPAD and be a winner." The fact that this is an election year was also brought up. "It's up to us to fight for the ships we deserve and the programs that we really need. It is the duty of every seaman to protect our ships, our jobs, our lives." A special vote of thanks was given to Scott Hudson and the deck gang for an excellent job-and also to Chief Steward Rudy De Boissiere and Chief Cook Kenneth Hagan "for the best food in the world." Thanks were also given to the engine department. "They are the best." One minute of silence was observed in memory of our departed brothers and sisters. Next Port: Staten Island, N.Y. OMI CHARGER (OMI Corp.), April 3Chairman F. R. Schwarz, Secretary N. Johnson, Deck Delegate Bill Burke, Engine Delegate Van Joyner. No disputed OT was reported, but the steward department requested clarification of the steward assistant's performance of daily sanitary on deck and in the unlicensed engineers' toc'sle. There is $30 in the movie fund. The OM/ his liver and kidney were seriously damaged. We're all pulling for you, Mike." Next port: New York. LNG GEMINI (Energy Transportation Corp.), April 10-Chairman A.L "Pete" Waters, Secretary Dana Paradise, Educational Director A. Thaxton. No beefs or disputed OT reported. There is $52 in the ship's fund. Arrivals pools have been started to build the fund. and all members are encouraged to participate. Things are going well aboard the Gemini, according to the chairman, who also asked all hands to chip in and help keep the ship clean and in shape. He stressed the importance of contributing to SPAD. "It helps!" The secretary noted that the ship sailed short last trip. He thanked S/A Catherine Kohs who was upgraded to chief cook for the trip and did an e)(cellent job. He also thanked S/As Andrea Conklin and Mark Kalmus for handling the extra workload. "A job well done by all." Next port: Nagoya, Japan. RICHARD G. MATTHIESEN (Ocean Ships, Inc.), March 26--Chairman Jerry L Bass, Secretary Joe Nelson, Educational Director Al Sczypiorski, Deck Delegate Johnnie Edwards, Engine Delegate John Anderson. Some disputed OT was reported in the steward department. There is $200 in the ship's fund. The bi-annual Coast Guard inspection was held in Singapore Feb. 13-17-with no problems. After the inspection, the ship proceeded to the Gulf of Oman for Consol-Ops (underway replenishment) with Navy warships. "Crewmembers aboard the Richard G. Matthiesen have been at sea for 45 days during Consol-Ops with Navy warships in the Arabian Sea {Gulf of Oman). Every crewmember has shown professionalism and a good attitude, and has been complimented for a job well done by the U.S. Navy." The bosun emphasized the importance of upgrading. A suggestion was made for the slop chest to carry U.S. stamps. Next port: Bahrain. SEA-LAND ENTERPRISE (Sea-Land Service), April 3-Chairman E. Caryl, Secretary Norman Johnson, Deck Delegate Kenneth Moore. No beefs or disputed OT reported. There is $580 in the ship's fund. With this money, the crew hopes to buy a ping-pong table and a few other items for the crew lounge. The chairman notified all members that a payoff would take place in the port of Oakland, and to be sure to check in with the boarding patrolman before leaving the ship. He also stated that with the present state of the maritime industry, it's more important than ever for all eligible members to take advantage of the sealift course at Piney Point. This course is a necessity in order to work the military ships. And who knows-with the world situation today, there could be a national crisis and the SIU could be called on to man more military vessels. The secretary noted that "all is running smoothly on the Starship Enterprise" since Sea-Land took it over from the bankrupt U.S. Lines. "The NMU did not plan ahead and reduce the crews on these ships, and they paid the supreme price. But with our excellent SIU leadership, we have jobs, jobs, jobs. And we only have Frank Drozak and his team to thank for that." The educational director also stressed the importance of upgrading at Piney Point, not only to increase your earning power, but also for a JOb and job security. ''Thanks to SPAD, we have these job opportunities for the SIU membership." A motion was made and seconded to ban all smoking in the crew rec room and mess halls. This has been done in all federal, state and city hospitals to help decrease health risks. Another request was to get ice boxes put in all rooms. Other suggestions: more pastry at coffee time, new washing machine for the unlicensed crew, keys for the rec room, new TV antenna, fresh fruit in season. The bosun will be going on vacation this trip and will be missed by all. "He is a good sailor and a good Union brother." Next port: Oakland, Calif. SEA-LAND PRODUCER (Sea-Land Service), April 3-Chairman G.E. Annis, Secretary c.c. Hollings Ill, Educational Director P. Thomas. Everything is running smoothly, with no beefs or disputed OT reported. The ship will pay off in New Orleans. Word has it from the captain that the Sea-Land Producer is going on the Caribbean Sea run for a few trips and then will lay-up. Fresh vegetables will be put aboard in Port Everglades and 28-day stores will be loaded in New Orleans. The educational director urged all eligible members to attend upgrading classes at Piney Point "if you want to move up in this game." A vote of thanks was given to the steward department for a job well done. Next port: Port Everglades, Fla. SUGAR ISLANDER (Pacific Gulf Marine), March 20--Chairman William Hamp- Cook-out time aboard the Courier: (I. tor.) are Chief Cook Jerome Jordan, GSU Arthur Lope<., Chief Steward Rudolf Spingat . In the background is Bosun E. Dabney. son, Secretary J. Bennett, Educational Director C. Hall. Some disputed OT was reported in the engine department which will try to be settled aboard ship, if possible. The ship is expected to pay off in Crockett, Calif. Members were asked to take note that the fresh water placed aboard the ship in Karachi is to be drunk at their own discretion. It was further suggested that ships traveling in the Mideast carry a reserve supply of mineral water ... just in case! The secretary said, "We have one fine crew; no problems. Everyone, including the officers, enjoy the cookouts. I have one of the best steward departments I've had the pleasure of sailing with." Next po:-t: Singapore. Official ships minutes also were received from the following vessels: ADONIS llG AQUARIUS ASPEN AURORA CHARLES SPIELMANN RLESTON COURIER FALCON PRINCESS 1ST LT. A. BOINYMAlll GREAT LAID GUS DARNELL llllDEPENDENCE OAll.AJID OVERSEAS BOSTON OVERSEAS HARRIETIE OVERSEAS JUNEAU OVERSEAS MARILYN PONCE RANGER SEA-WO ADVENTURER SEA-WO DEVELOPER SEA-LAID EXPLORER SEA.WO FREEDOM SEA-LAND INDEPEllDEllCE SEA-LAID LEADER SEA-LAID PACER SEA-LAND PACIFIC SEA-LAND PATRIOT SEA-WO PIONEER SEA·WD TRADER STOlllEWALL JACKSON LfllG TAURUS THOMPSON PASS U TRASEA LfllG VIRGO WESTWARD VENTURE Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, June 6 ...................... 10:30 a.m. New York ............... Tuesday, June 7 ..................... 10:30 a.m. Phila2elphia .............. Wednesday, June 8 ................... 10:30 a.m. Baltimore ................ Thursday, June 9 ..................... 10:30 a.m. Norfolk ................. Thursday, June 9 ..................... 10:30 a.m. Jacksonville .............. Thursday, June 9 ..................... 10:30 a.m. Algonac ................. Friday, June 10 ...................... 10:30 a.m. Houston ................. Monday, June 13 ..................... 10:30 a.m. New Orleans ............. Tuesday, June 14 .................... 10:30 a.m. Mobile .................. Wednesday, June 15 .................. 10:30 a.m. San Francisco ............ Thursday, June 16 .................... 10:30 a.m. Wilmington .............. Monday, June 20 ..................... 10:30 a.m. Seattle .................. Friday, June 24 ...................... 10:30 a.m. San Juan ................ Thursday, June 9 ..................... 10:30 a.m. St. Louis ................ Friday, June 17 ...................... 10:30 a.m. Honolulu ................ Friday, June 17 ...................... 10:30 a.m. Duluth .................. Wedne day, June 15 .................. 10:30 a.m. Jersey City ............... Wedne day, June 22 .................. 10:30 a.m. New Bedford ............. Tuesday, June 21 .................... 10:30 a.m. May 1988 I LOG I 21 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes APRIL 1-30, 1988 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac .............. : .. . . 0 Port Algonac ................... 20 0 9 TOTAL SHIPPED All Groups Class CL Class L Class NP 2 DECK DEPARTMENT 25 1 0 0 21 4 3 ENGINE DEPARTMENT 16 1 0 0 15 2 2 STEWARD DEPARTMENT 0 3 1 0 9 3 8 ENTRY DEPARTMENT 0 0 0 Port Algonac ................... 2 0 Port Algonac ................... 15 0 Frank Drozak, President Joe DiGlorgio, Secretary Mike Sacco, Executive Vice President Angus "Red" Campbell, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President Jack Caffey, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP HEADQUARTERS 0 44 Totals All Depanments ........ 0 46 15 0 3 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 25 17 70 26 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301 ) 327-4900 CLEVELAND, Ohio Dispatchers Report for Deep Sea APRIL 1-30, 1988 Port New York ............... Philadelphia . . . . . . . . . . . . . . Baltimore ............... Norfolk ...... ....... .... Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ......... .... Wilmington .............. Seattle .....•........... Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis ................ Piney Point .. .. .......... Totals ................ Port New York ......... - ... - . Philadelphia ......... ..... Baltimore ............... Norfolk ................ . Mobile ....... .. ........ New Orleans ............. Jacksonville . . . . . . . . . . . . . . San Francisco ........... .. Wilmington .............. Seattle ....... .......... Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ........ . . ....... Port New York ... . ........... Phlla<1e1pnia .............. Baltimore ............... Norfolk ................. Mobile ............. . .. . New Orleans ............. Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington .............. Seattle ............ ..... Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston .. ... ........... St. Louis ................ Piney Point .............. Totals . . . . . . . . . . . . . . . . . *TOTAL REGISTERED All Groups Class A Class B Class C 41 4 8 14 12 41 40 TOTAL SHIPPED All Groups Class A Class B Class C 9 5 38 5 2 0 5 2 8 10 7 7 5 4 4 5 13 30 8 34 15 3 13 5 5 18 0 38 29 4 33 0 7 304 22 4 5 10 9 6 15 11 1 5 98 2 2 3 5 1 1 25 13 5 25 0 56 246 0 5 4 3 1 0 0 2 0 4 8 25 3 12 5 7 3 10 1 8 0 6 0 1 0 7 6 1 0 2 60 0 34 6 29 18 21 6 5 32 1 3 194 23 18 2 3 DECK DEPARTMENT 7 4 4 2 4 0 7 4 3 4 5 8 6 1 7 17 5 4 2 5 4 0 12 9 1 4 82 6 4 0 4 61 ENGINE DEPARTMENT 0 15 5 3 2 1 3 1 0 7 8 5 2 0 1 5 9 17 1 2 16 11 18 5 9 16 0 2 137 5 2 4 0 11 2 0 3 46 6 2 2 0 9 0 0 0 30 Trip Reliefs 5443 Ridge Rd. 44129 (216) 845-1100 **REGISTERED ON BEACH All Groups Class A Class B Class C (218) 722-4110 4 0 74 6 15 3 7 1 10 6 0 5 6 8 7 8 15 4 16 63 56 54 4 58 5 0 2 22 8 50 0 6 2 10 23 8 13 0 0 HONOLULU, Hawaii 636 Cooke St. 96813 3 (808) 523-5434 2 7 4 3 8 7 8 1 2 0 3 4 8 2 12 3 0 4 0 64 461 99 37 2 0 0 2 48 2 8 5 2 1 1 3 1 1 0 4 15 0 4 3 38 13 4 7 1 9 1 14 5 6 1 4 4 0 1 9 2 40 1 2 0 5 0 0 0 2 2 4 0 11 50 24 15 25 4 6 5 0 1 0 0 0 0 1 20 1 2 7 42 11 1 2 1 5 3 1 0 17 1 0 1 1 0 4 8 13 8 13 2 5 21 1 0 2 6 0 22 0 0 8 13 1 4 4 6 9 3 10 27 1 19 3 1 11 0 2 156 65 33 111 21 8 5 13 1 3 4 2 14 1 0 4 6 5 5 1 3 2 1 0 3 0 1 3 1 2 4 0 0 1 1 2 0 8 2 4 21 24 1 0 4 0 0 96 3 0 0 0 0 50 (6 2 134 155 204 Totals All Departments ... . .. 788 378 327 3 12 10 7 3 13 4 8 3 32 12 11 10 23 6 2 6 61 7 0 0 5 141 4 8 27 3 4 14 0 0 7 2 0 8 7 13 4 3 5 4 30 19 86 22 23 6 9 23 1 0 2 1 4 7 12 3 10 0 34 2 0 9 1 (718) 499-6600 0 1 1 3 2 8 3 2 0 16 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILAD~LPHIA, 0 1 94 39 35 29 7 4 10 5 2 0 0 0 0 0 3 0 27 Pa. 2604 S. 4 St. 19148 (215) 336-3818 . 1 259 1 4 11 3 4 6 1 0 2 1 1 6 3 0 0 5 15 4 1 0 175 2 0 0 61 20 35 14 5 19 0 1 6 14 16 23 13 18 12 1 0 9 1 28 7 5 2 2 9 11 4 84 4 0 0 95 5 147 4 215 0 0 233 243 288 589 325 335 221 1,247 512 392 15 0 4t0 997-5404 NEW ORLEA S, La. 630 Jackson Ave. 70130 PINEY POINT, Md. St. Mary's County 20674 ENTRY DEPARTMENT Port New York ............... Philadelphia .............. Baltimore ......... . ..... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .......... .. .. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ..... ... ........ St. Louis ................ Piney Point .............. Totals ................. 0 0 0 0 0 0 74 33 12 4 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 0 175 11 0 7 6 6 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. "*"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of April was down from the month of March. A total of 1,470 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,470 jobs shipped, 589 jobs or about 40 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 221 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 7,473 jobs have been shipped. 22 I LOG I May 1988 NEW BEDFORD, Mass. 50 Union St 0 125 29 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 0 2 5 MOBILE, Ala. 0 0 0 0 0 (201) 435-9424 (504) 529-7546 0 0 JERSEY CITY, N.J. 99 Montgomery St. 07 28 8 2 3 7 3315 Liberty St. 32206 04) 353-0987 76 27 1 JACKSONVILLE, Fla. 294 3 2 1221 Pierce St. 77002 (713) 659-5152 32 0 0 3 HOUSTON, Tex. 1 STEWARD DEPARTMENT 18 DULUTH, Minn. 705 Medical Arts Building 55802 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �PRESIDENT'S PRE-BALLOTING REPORT May 2, 1988 Pursuant to Article X. Section l(e) of our Constitution, I am submitting at this regular May membership meeting of this election year, my PreBalloting Report. The balloting for our General Election of officers for the term 1989-1993 will commence on November l and continue through December 31, 1988. The election will be conducted under the provisions of our Constitution, as amended and effective January 15, 1985, and such other voting procedures as our Secretary may direct. I have, in consultation with our Executive Board and Port Representatives, made a careful appraisal of the needs of this Union, its membership and its currently existing constitutional ports. We have carefully considered the changes that have taken place in the maritime industry over the last few years, with a view toward meeting the ever changing demands. It is my recommendation, in accordance with our Constitution, that the following offices be placed on the ballot in the 1988 General Election of Officers for the term 1989 through 1992. HEADQU • • • • ERS 1 I 1 I President Executive Vice President Secretary Vice President in Charge of Contra~ts and ·Contract En· orcement Vice President in Charge of the Atlantic Coast Vice President in Charge of the Gulf Coast Vice President in Charge of the Lakes and Inland Waters • 1 Vice President in Charge of the WestJ oast e I Services • 5 Headquarters Representatives PINEY POINT I Port Agent I Port Employee Washington Report (Continued from Page 24.) Fish Liability and Safety The House Merchant Marine and Fisheries Committee is trying to nudge two well-heeled special interests to overcome their longstanding differences. For several years now, development of this nation's fishing industry has been hindered by a liability insurance crisis. Yet differences between trial lawyers and boatowners have made it impossible for Congress to do anything to alleviate the situation. Earlier this month, the committee approved a stopgap workers' compensation plan for seamen who incur temporary injuries while working onboard fishing vessels. The draft approved by the committee would give seamen who suffer injuries on the job the right to NEW YORK 1 Port Agent 2 Port Employees PHILADELPHIA 1 Port Agent 1 Port Employee BALTIMORE 1 Port Agent 1 Port Employee MOBILE 1 Port Agent 1 Port Employee NEW ORLEANS 1 Port Agent 1 Port Employee HOUSTON 1 Port Agent 1 Port Employee SAN FRANCISCO l Port Agent 2 Port Employees DETROITALGONAC 1 Port Agent 1 Port Employee ST. LOUIS l Port Agent 1 Port Employee In accordance with the above-mentioned Article , ection l(e) of our Constitution, I am required to recommend a bank, a bonded warehouse, regular office thereof, or any similar depository, to which the ballots are to be mailed, no later than the first regular meeting in October of this year. I will make such recommendation to the membership before such deadline. As provided for in Article XIII. Section 1, nominations open on July 15, 1988 and close on August 15, 1988. I wish to further advise the membership that various proposed constitutional amendments which shall be submitted to the membership and subject to membership action thereon, as sue only if the injuries are permanent or if the employer does not comply with the compensation provisions of the statute. Otherwise. they would be compensated at the rate of $30 a day, or two-thirds of their wage or share had they stayed employed during the voyage. ''The clock is running out,'• said Committee Chairman Walter B. Jones. Minimum Wage Raising the minimum wage to $5 .05 an hour and requiring employers to provide minimum health benefits for workers would save taxpayers millions of dollars in public subsidies, according to John Sweeney, president of the Service Employers Industrial Union. Sweeney made his assertion at a news conference, where he was joined by Rep. Augustus Hawkins (D-Calif.), constitutionally provided, will appear on the ballot at the same time balloting takes place for the election of officers later this year. The proposed constitutional amendments would give the Union's Executive Board, the body with the greatest expertise and daily knowledge of the needs of this industry and this Union, the authority to determine the number and location of constitutional ports required at any given time to serve th~ needs of this membership. The Headquarters port office would include Piney Point and Camp Springs and the Constitution would be amended accordingly. In addition to the constitutional ports, port offices could be opened and closed based on the Union• s needs, under the direction and authority of the President with staffing to be determined by the Executive Board. Also to appear on the ballot at the same time, subject to membership action as constitutionally provided, are proposed constitutional amendments to delete the elected position of port employees. Six (6) assistant regional vice-president positions could then be created and they would work under the direction of the Area Vice Presidents to service the membership in his/her assigned territory. Therefore, if the amendments are approved, the assistant vice-presidents would be chosen by the Executive Board for their first term of office. On the current ballot there would be nine (9) elected officers who would serve on the Executive Board and twenty-seven (27) additional elected positions. rr addition, constitutional amendments will be proposed to change the name of three elected positions to conform the duties of these offices with the titles. The changes would be as follows: The position of Secretary would be changed to be titled Secretary-Treasurer. The position of Vice President Government Services would be changed to be titled Vice President of Government Services and Fishing Industries. The position of Vice President in Charge of Lakes and Inland Waters would be changed to be titled Vice President in Charge of Southern Re- gion, Great Lakes and Inland Waterways. Lastly, an amendment will be proposed, again subject to membership action, to change the Union's auditing procedures from a quarterly review to an annual review. The annual financial committee audit could then be held in conjunction with the year end audit performed by the Union's independent certified public accountants. All of the proposed amendments, if approved and voted on affirmatively by the membership, subject to the Constitution, would become effective six (6) months after their passage to enable the union to efficiently effectuate the necessary changes. If the position of port employee is abolished by Constitutional Amendment then the individuals elected to serve in those positions would serve only until such time as the amendments become effective. If the position of Assistant Regional Vice-President is created by Constitutional Amendment, then the Executive Board, if approved by membership action, would be granted the authority to appoint individuals presently on the ballot to fill the newly created positions until the next general election. If any of the elected Headquarters Representatives are chosen to fill an Assistant Vice President position, the Headquarters Representative position so vacated would be abolished. Notwithstanding any changes in positions, all officers who are elected by virtue of this election will, if they so desire, be provided with employment with the Union for the duration o this term. In addition, if any constitutional or other ports or offices are closed or relocated by the Executive Board pursuant to the passage of the proposed Constitutional Amendment, the President would have the authority to reassign any and all elected or appointed officers. The foregoing constitutes your President's Pre-Balloting Report and subject to my further recommendation as to the depository to be made hereafter, I recommend its adoption. chairman of the House Education and Labor Committee, and Rep. Henry Wax.man (D-Calif.), chief sponsor of the minimum health benefits bill in the House. A similar bill has been introduced by Sen. Edward Kennedy (D-Mass.) in the Senate, where it has been reported to the floor. According to Sweeney, 11.5 million workers in the nation make less than $3. 72 an hour. An additional 24 million have no health insurance. As a result, many of these people are forced to forgo health care or else use publicly funded emergency rooms and community clinics. Organized labor has made enactment of a new minimum wage one of its legislative priorities, despite threats from President Reagan that he would veto such a bill. Earlier this year, the House Education and Labor Committee, which Hawkins heads, voted to raise the minimum wage to $5.05 an hour in several steps over the next four years. The bill, H.R. 1834, is awaiting floor action. The present minimum wage, $3.35 an hour, took effect in 1981. Fraternally submitted, Frank Drozak American Coal An amendment which would promote the use of American coal has been attached to the House version of the Department of Defense Authorization Act for Fiscal Year 1989. The bill, which was offered by Rep. Paul E. Kanjorski (D-Pa.), would halt the conversion of American bases in West Germany from coal energy to liquid natural gas pending a four year study. According to Kanjorski, relying upon natural gas would endanger American security, since most of it would come from the Siberian pipeline. May 1988 /LOG/ 23 �Seafarers International Union of North America, AFL-CIO Washiqton Report After racking up successive wins in the Wisconsin, New York, Pennsylvania, Ohio and Indiana primaries, Michael S. Dukakis has taken a big step forward in nailing down his party's nomination for president. He's now 600 delegates shy of the total needed to put him over the top. He hasn't won yet, but speculation is starting to shift towards his choice of running mates. Cautious as ever, he isn't letting on who he has in mind. But armchair political strategists-a legion in Washington-are having a field day formulating their own dream tickets. Dukakis has truly earned hi new nickname, "The Marathon Man," for having survived this year's grueling and unpredictable race for the Democratic nomination. Still, he has to clear a few more hurdles before he can claim his prize. Jesse Jackson, who nearly rewrote American political history earlier this year, has vowed to continue campaigning at least until the California primary on June 6. No doubt he will continue to articulate the issues he has raised so successfully-the growing drug epidemic, plant closings, the export of American jobs overseas by American corporations. Meanwhile, on the Republican side, it's all over but the shouting. Vice President George Bush has demonstrated his political manhood once and for all by capturing his party's nomination in record time. Polls indicate that it will be a tight race in November, with ethnic and blue-collar workers providing the swing vote. Given the widespread perception that neither Dukakis nor Bush will sail into the White House on the strength of their charismatic personalities, 1988 may well prove to be one election where issues really count. Persian Gull The Persian Gulf War continues to drag on with no end in sight. Events in the region last month threatened to spin out of control when the United States and Iran went eyeball to eyeball over mines that Iran allegedly laid in the Strait of Hormuz. The United States blew up an Iranian oil rig in retaliation. The Iranians backed down, but only after the United States had destroyed half that country's naval forces in a matter of hours. The administration went to great pains to consult Congress before the attack. As a result , there was widespread praise for the way the administration handled the affair. Shortly after the incident, the administration unilaterally redefined the American mission in that region to include all attacks to neutral shipping done in the presence of American warships. The Washington Post had this to say on that development: "It takes some getting used to that American-owned ships that fled to a foreign ftag to avoid American maritime union wages can now slip in under the wing of the U.S. Navy.'' Kuwaiti Reftagging A federal court judge has ruled the administration has the right to waive manning requirements on the 11 reflagged Kuwaiti tankers. 24 I LOG I May 1988 May 1988 Judge George H. Revercomb said that the 1950 law which the administration cited as grounds to waive the U.S. crewing standards on the ships is valid. He said the recentlysigned Anti-Reflagging Act did not repeal the 1950 Act which says navigation and vessel inspection laws may be waived if requested on national security grounds. Revercomb said manning standards are included in that authority. Five maritime unions, the NMEBA, NMU , MM&P, SUP and MFOW had filed the suit asking for an injunction against the waiver. The SIU did not join that suit, preferring instead to concentrate on legislative means to repeal the law. CDS Payback Criticizing the administration for acting arbitrarily and for usurping the legislative powers of Congress, U.S. District Court Judge Charles R. Richey ordered four ships removed from the domestic trade. The case arose after the SIU appealed a decision by the Maritime Administration to allow the owners of vessels engaged in the foreign trades to enter the domestic commerce of this country as long as they repaid the subsidies they had received from the federal government. The SIU contended that this action would cause dislocations in the domestic trades, most notably in the depressed Alaskan oil routes. Moreover, t e sai it was up to ongre to make such a decision. Richey agreed. "Rather than await the legislative outcome when it knew Congress was seriously and actively addressing the issue," he wrote, "Marad decided it would determine merchant marine policy rather than follow Congress· direction." Richey also said that the court couldn't condone new ships entering the trade when several vessels were already laid up for lack of work. The government must now decide what to do with the $150 million it received from the owners of four tankers who had decided to enter the trade. The four tankers include the Brooklyn, Bay Ridge, Arco Independence and Arco Spirit. For more information, please turn to page 2. Trade Bill The administration and the Democratic leaders of the House and Senate have squared off over the fate of the Omnibus Trade Bill. President Reagan threatened to veto the bill if it contained two provisions: a 60-day notification requirement for plant closings , and a prohibition on the export of refined Alaskan oil in excess of 70,000 barrels a day. The legislation had passed the House by a veto-proof margin. The Senate, however, passed the legislation by a 63-34 margin, three votes shy of what would be needed to override a presidential veto. In order to drum up the necessary three votes, Democratic leaders in the House dropped the prohibition on the export of refined Alaskan oil. It was not clear if they would be successful in gaining the support of the two Alaskan senators who voted against the bill. Legislative, Administrative and Regulatory Happenings Political experts were saying that Congress and the administration were involved in political hardball. By dropping the Alaskan oil provision, Democrats in the House were daring the president to veto the legislation on just the plant closing provision. Congress and the administration have wrangled over the trade issue for the past three years. According to newspaper reports, there is widespread support around the country for the plant closing provision. The issue, many analysts believe, will come back to haunt the Republicans in November. Arctic National Wildlife Reserve While American warships were patrolling the Persian Gulf to keep the sealanes open , Congress was debating whether to open up the Arctic National Wildlife Reserve (ANWR) exploration. A House committee killed three amendments that would have impeded the exploration of ANWR oil. While that came as good news to supporters of exploration, there was growing concern that time was running out for is session Congress to deal with the issue · of Congress. "There are so many hurdles, so that th smart money says time is just too short for all of them to be overcome," aid Janet Hathaway, an attorney for the Natural Resources Defense Council. Rep. Don Young (R-Alaska), a strong supporter of ANWR development, said that holding back exploration "is not rational." _. Supporters of development stres e high e met in deenvironmental standards tha veloping Prudhoe Bay oil. The fact that no ecological damage has been reported in all these years, said House Merchant Marine Committee Chairman Walter B. Jones (DN.C.), is proof "that wildlife and oil can coexist." The Prudhoe Bay field, which yields about 25 percent of this country's domestic oil production, will begin to run out over the next 15 years. Even if Congress were to approve ANWR exploration, "it would be eight years minimum before the first drop of oil reached an American refinery,'' said Young. Panama Canal Despite political unrest in Panama, the number of vessels being registered there has risen over the last year. Me~nwhile, ship registries in most other nations declined. Panama continues to have the largest total gross tonnage of vessels under its flag. This is because it allows shipowners generous tax breaks, as well as loopholes to hire foreign crewmembers. Earlier this year, The Washington Post reported that the Panamanian government was selling seamen's papers to non-Panamanians. The issue did not attract widespread attention because of all the other news coming out of that country, including a possible connection between General Noriega, Fidel Castro and the drug cartel. (Continued on Page 23.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1988 Description An account of the resource HEADLINES NORTH TO ALASKA ON SEAFARERS’ NEW KODIAK MORE JONES ACT TANKERS COULD SAIL JUDGE TOSSESS OUT CDS PAYBACK SIU’S CHARLIE LOGAN WINNERS EARN $50,000 SIU’S L.A. BOATMEN MAN CROWLEY’S TUGBOATS FISHING WITH THE SIU PLANT CLOSING RULES FUEL REAGAN’S TRADE VETO THREAT APL LAUNCES NEW SHIPS LAKERS GO BACK TO WORK- MORE JOBS IN THE FUTURE? TO BE AN AB OR NOT TO BE; THAT IS THE QUESTION AIDS GROWTH RATE OF DEADLY DISEASE MEANS AIDS IMPACT WILL BE FELT INTO THE NEXT CENTURY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 5 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/d22942f0517f5cc358a858c725a03b9f.pdf 5fec9598e57272bc6906b49b7cbe61e5 PDF Text Text OIBclal Publication ol the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Vol. SO, No. 6 June 1988 Spotlight on Inland East and Gulf Coast Boatmen at Work Services Mark Maritime Day This year's Maritime Day carried a new spirit of recognition for U.S. merchant seamen who sailed during World War II. While ceremonies every year had honored their sacrifices, 1988 was the first year they could officially be called war veterans. Earlier this year, after a decadeslong fight, World War II-era seamen won veterans' rights. So far, more than 40,000 seamen have applied for veterans' status and the benefits that go with it. (Continued on Page 4.) The SIU-crewed Beaufort Belle (Steuart Transportation) pushes a barge in Morehead City, N.C. See pages 12-15 for a special photo ' Section on the East and Gulf coasts. SIU-Crewed Tanker Inside: New Alaskan Oil Find on Tap? Page 3 Govt. SetVices Pages 6&7 Around the Lakes Pages 8&9 Around New Orleans Page 11 SHLSS News Pages 17-20 Golden Monarch Makes San Juan Payoff see-Page 5 �Pre.s ident's Report by Frank Drozak N a few months we will be marking the 50th anniversary of the founding of our Union, and I have been reflecting on the many struggles we have endured together, and the victories and disappointments we have shared. We care planning a special edition of the LOG in October to memorialize this milestone in our history. There will be features and photographs recounting our long and sometimes turbulent history: our early organizing victories, our major strikes, our early leaders, and our major beefs and breakthroughs. We want to make this an historical document that you will be proud to treasure and to show to your family and friends. We want this special issue to do something else. We hope that it will validate and affirm the many I sacrifices of our older members who stayed for the long journey as we struggled to build our organization as one which truly cares for the well-being of all of our brothers and sisters. And we hope that it will ignite these feelings in our younger members so that we can continue our traditions and build for the future. As I reflect on the many assignments I have had as an official of this organization, there are some common threads that are woven into the tapestry of my memories. From the very earliest days, when I came ashore to work as an organizer for our Union in Mobile, I learned that the SIU was an organization that put the job security of its membership above everything else. Throughout the years, as I represented this Union in Phil- adelphia, San Francisco, New York and in Alaska, I met and worked with all of our officials and most of our membership. I have seen our membership on picket lines and at political rallies. I worked with them through long nights of contract negotiations and long days of building our school in Piney Point. I have seen our members make sacrifices of their time and energy when our organization was being challenged by employers or by an anti-labor government. I came to not only respect this membership, but to love them. Every time we came to this membership with a new program or a new challenge, they responded. And that, precisely, has been and is our strength: that there is a mutual trust between the leadership and the membership of our Union, and that when called upon, we are united as one. We need look no further than to what has happened within our industry and our organization in the past 10 years. The private sector of our industry has shrunk by nearly 50 percent,and yet every single full book member of this Union is assured a good-paying job whenever he or she registers. This is because we had the foresight to prepare for the growing numbers of military support ships by providing training and upgrading to ensure that SIU members would be the best-qualified seamen available for these jobs. And, our members responded by taking advantage of the training and upgrading opportunities offered to them at Lundeberg School in Piney Point. Today, we are the largest and strongest labor union representing unlicensed seamen anywhere in the world. And we are the best-trained and most experienced seafarers for today's fast, high-technology military support vessels. All of this has been possible because we have a membership which is informed and is willing to take the risks of trying something new when the old ways no longer work. I am proud to be a member of the Seafarers International Union. And I am proud and grateful for the support of this membership. Sacco Is Named MTD Vice President Michael Sacco (below) executive vice president of the Seafarers, has been appointed vice president of Pictured in front of the Capitol during their tour of Congress, this group of upgraders includes Greg Bell, Fred Rubin, Mark Lawrence, Guillermo O'Neal, Mike "!dad Dog" Clapsahw, Steve Migliara, Mark Field, John Beard, Ralph Thomas, Bob Richard and SIU Lobbyist Liz OeMato. LOG Charles Svenson Editor Mike Hall Managing Editor Deborah Greene Max Hall Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I June 1988 the MTD by the MTD Executive Board. Sacco• s appointment came following the resignation of William F. Zenga, business manager of Local 25, Marine Division, of the Operating Engineers. Zenga, saying the pressure of duties at Local 25 required that he vacate the vice president's post, did agree to serve as the MTD National Field Coordinator. Sacco, 51, also serves as secretary-treasurer of the MTD's St. Louis Port Council. He is a member of the Executive Board of the Missouri State Labor Council, AFLCI0. A native of Brooklyn, Sacco joined the SIU in 1959. Zenga has been a member of the Operating Engineers since 1941. He is a member of the Executive Board of the New Jersey Maritime Advisory Council and the New York State Coastal Zone Management Advisory Committee. Off1etal Pubhcat1on of the Seafarers International Union of North Amenca, Atlantic, Gulf, Lakes nd Inland Waters D1stlict, June 1988 Vol 50 Afl on Executive Board Frank Drozak President Mike Sacco Joe DiGiorgio Executive Vice President Secretary Angus "Red" Campbell Joe Sacco George McCartney Vice President Vice President Vice President Roy Mercer Steve Edney Jack Caffey Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers lnterna~ional Union, Atlantic, Gulf, Lakes and Inland Waters D1stnct, AFL-CIO, 5201 Auth Way, Camp Springs, Md . 20746, Tel.. ~99· 0675. Second-class postage paid at M.S.C. Prince Georges , Md. 20790-9998 and at add1t.1onal mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746 . o. 6 �Would Keep SIU-Contracted Tankers Sailing SIU B cks The SIU and the rest of the maritime industry is awaiting action on an Alaskan oil development bill which could keep the Union's Alaskan tankers in business well into the next century. Recently the House Merchant Marine Committee and the Senate Energy Committee approved legislation which would open a small coastal strip of the Alaskan National Wildlife Refuge (ANWR) to petroleum exploration and production. Currently the bill is in the hands of the House Interior Committee. Some projections show that up to nine billion barrels of oil could be recovered in the ANWR coastal plain , a strip of land about I00 miles long and 20 miles wide, some 50 miles east of Prudhoe Bay. The area accounts for 8 percent of the total land in the ANWR. "Development there is important for a number of reasons," · said SIU President Frank Drozak. "The sup- e plies of oil on the North Slope are shrinking. Right now that accounts for about 20 percent of all domestic oil production. That oil has to be replaced for economic and national security reasons.'' Currently the North Slope fields produce about 1.5 million barrels of oil a day. By the year 2000, that is predicted to drop to only 280,000 per day. "We' ve got two choices. We can replace that oil with foreign oil and all the problems that go along with depending on a foreign source. Or we can try to replace it with oil produced here in the United States," said SIU Executive Vice President Mike Sacco. North Slope oil keeps about 40 SIU tankers sailing, out of a total of about 70 tankers in the Alaskan oil trade. As less oil is produced, fewer ships will be needed. But industry experts hope that if ANWR exploration is successful and production begins within the next IO years, the new production will take up the slack in the demand for tankers . " Obviously we are looking to prctect Seafarers' jobs, but we have broader concerns too. The ANWR has to play a role in the nation's energy future. Development there is just one way to keep us energy self-sufficient, ' ' Sacco said. The SIU backs efforts to examine alternate fuel sources and conservation. Some environmental groups have opposed the development of the ANWR. But studies have shown production in the current North Slope fields has not had a major impact on wildlife and vegetation in that area. "Provisions must be adopted which will maintain the ecology of the Arctic plain and not substantially interfere with the wildlife now utilizing that area," Drozak said. A study by the Arctic Slope Regional Corporation, an Inupiat Eskimo-owned corporation, backs the development of the ANWR. Its study shows that Alaskan native people and the area's wildlife and vegetation can co-exist with oil production in the area. "Congress will be faced with the problem of reconciling diverse goals on the national need for additional dependable energy supplies, the national need and interest in the preservation of wilderness or nearly wild lands, and the promise to Alaska natives regarding continued availability of subsistence fish and wildlife resources. ''These goals are not however mutually exclusive,'' the report said. ''Given the oil and gas exploration and production technology existing today, the ANWR Coastal Plain can be opened to leasing that is consistent with all these important requirements.'' SIU Fishermen in New Bedford One of the SIU fishing boats in New Bedford is the Elizabet & Victoria. Pictured above are crewmembers Jose Alho, Joaquim Marques, Jose Vagos ~nd Manuel Afonso. Deckhand Gilberto Nunes puts a little fresh paint on the Sao Pedro. In between trips , the Sao Pedro ties up in New Bedford. Above are Engineer Manuel Roda and Mate Antonio Pimentel. June 1988 I LOG I 3 �• Maritime Day-A 1m acr"fic s to (Continued from Page 1.) But those are the lucky survivors. More than 5 ,600 seamen died when 733 ships were sunk by enemy action in the war. That casualty rate was oniy second to the Marine Corps. Below is the dedication of the wreath verse read at the New York and New Jersey services. Almighty God, Lord of the storm and of the calm, the vexed sea and the quiet haven, of life and death; accept our prayers on behalf of all thy servants who have perished infallowing the perilous vocation of the seafarer. Bless this wreath to the memory of those whom we entrust into thy eternal keeping. Grant them the unending joys of your glorious kingdom of light and peace, in the blessed company of all your faithful people in every time and place; and grant to us the grace to abide in your will with our spirits strengthened and our faith renewed; in thy Name we ask it. Amen. In Mobile, Ala. retired MEBA member Yancy Hall prepares to throw wreath overboard. In San Francisco, Maritime Day services were held aboard the old Liberty ship Jeremi.ah O'Brien. Here, with the memorial wreath are SIU V.P. George McCartney (left) and Father John Heaney, chaplain and director of San Francisco's Apostleship of the Sea. SIU V.P. Jack Caffey {left), SIU Rep John Leiter (center) and MEBA-2 V.P. Jerry Joseph at New York's Maritime Day. Several retired merchant seamen took part in Mobile's ceremony. Pictured above are (I. to r., front row) J.P. Williams (MM&P), Phil Reyes (SIU) Mobile Port Agent Tom Glidewell, Ralph Smith (SIU), Charlie Avera (SIU), Jimmy Bartlett (SIU), (back row) Yancy Hall (MEBA) and Archie Gamble (MM&P) The U.S. Merchant Marine Academy Cofor Guard and the U.S. Navy Band at Washington's observance of Maritime Day. 4 I LOG I June 1988 In New York Harbor on Maritime Day. �The Golden Monarch In San Juan Ready for the next voyage are (I. tor.) AB Angel Velez, AB Clemente Figueroa, SIA Jose Jorge, OS Victor Mondeci and (with his back turned) AB Angel Toucet. Photos by Angel Hernandez Coming aboard for the next run on the Golden Monarch are AB Julio Mattos (left) and Relief Bosun Ruben Morales Jr. Before the payoff, Monarch crewmembers wait for their books to be checked. They are (I. to r.) SIA Joseph Simonetti, Steward/Cook Floyd Bishop, AB Benaia Berberena, QMED Genaro Esposito, OS Teodoro Quinones, San Juan Port Agent Angel Hernandez and Assisting Patrolman Miguel Alicea. AB Marvin Mason stands gangway watch on the Golden Monarch (Apex Marine) during its San Juan payoff. June 1988 I LOG I 5 �Unique Unrep for USNS A.J. Higgins and Royal Yacht Britannia by Bob Borden, PAO, MSCPAC The newest oiler to join the MSCPAC fleet, the USNS Andrew J. Higgins, has a lot of underway replenishments in her future, but it's unlikely any will be as unique or memorable as the two she had in her recent past with a famous British vessel. In March, the Higgins performed unreps with the Royal Yacht Britannia between Southern California and Hawaii, and then again when the Britannia left Hawaii enroute to Australia. The Royal Yacht was in Southern California in late February berthed at the Long Beach Naval Station while Britain's Prince Andrew and his wife Sarah were in town promoting the United Kingdom to California business executives. When the 412-foot yacht set sail for Hawaii, the USNS Higgins left Long Beach at the same time. The Britannia's ultimate destination while in the Pacific was Australia to help celebrate that country's 200th anniversary. Like any other motor-propelled vessel, she needed fuel to make her way across the world's largest ocean and the Higgins was glad to assist her. .. This is the first time I've ever had 1 an underway replenishment with a yacht," said Capt. Michael Watson, the master of the Higgins and a 26year veteran of MSCPAC. "It's certainly not a normal situation, but it was quite an experience. There was good cooperation and communication between the crews and both replenishment operations went very smoothly.•• In Hawaii, Capt. Watson and the ship's OIC, Lt. Lon Winger, attended a reception aboard the Britannia while the ship was berthed at Pearl Harbor. Noting that it was the first time in 34 years that the Britannia has taken fuel underway from a foreign fleet oiler, the flag officer of the Royal Yacht, Rear Adm. J. Garnier. said in a March message to the Higgins that he was most grateful for the two replenishments. "The Higgins' very efficient and smart cooperation has greatly facilitated the execution of a very tight program," said Rear Adm. Garnier. .. The efforts of all involved in arranging and conducting this valuable period of bi-lateral cooperation are acknowledged with gratitude and admiration." China Delegation Tours Mercy A visiting delegation of distinguished doctors, scientists and educators from the People's Republic of China (PRC) toured the USNS Mercy April 29 on the last stop of their twoweek tour of military medical facilities in the United States. The tour was sponsored by Dr. William Mayer. assistant secretary of defense for health affairs. Last year, Dr. Mayer and other DOD health officials visited several medical sites in China. The PRC delegation, led by Gen. Liu Mingpu of the PRC People's Liberation Army~ included eight senior medical and science defense officials. They were accompanied by Major Gen. William P. Winkler, Jr., MC. USA, deputy assistant secretary of defense for medical readiness, a state department interpreter, and other DOD health officials. After being wekomed aboard ship by Capt. W. T. Dannheim, USN, COMSCPAC, the visitors carefully took notes when Capt. Dannheim briefed them on the history of the ship and its humanitarian voyage to the Philippines and the South Pacific last year. Cdr. James Hanrahan, MC, USN. officer in charge of the ship's Medical .· .:~~¥ ~~i*~'lt\Ji · ~ CDR James Hanrahan of the USNS Mercy lead~ a group of visiting Chinese military doctors and scientists on a tour of the hospital ship in Oakland. 6 I LOG I June 1988 The USNS Higgins replenishing the Royal Yacht Britannia. (Photo by PH2/AC J.C. Byrne m PATSQUADONE) New Chief Staff Officer at MSCPAC Capt. James P. Breece, USNR, assumed the duties of chief staff officer at MSCPAC in early May after relieving Capt. Peter S. Roder, who plans to retire from the Navy in June. A 1961 graduate of the U. S. Naval Academy, Capt. Breece spent 10 years on active duty until he left the service in 1971 to work in the maritime shipbuilding and shipping industry on the Great Lakes. While employed in the commercial sector from 1971 to early 1974, Capt. Breece retained his commission as a selected reserve. Designated a Training and Administrative Reserve (TAR) officer when he returned to active duty, his initial assignment was commanding officer of the U.S. Naval and Marine Corps Reserve Center in Salt Lake City and the U. S. Naval Reserve Facility in Provo, Utah. Since then, some of his assignments have included chief staff officer with Destroyer Squadron Twenty Seven; executive and commanding officer of the USS Tulare; commanding officer of the USS Maultfl Kea; and most recently, commanding officer of the USS Vulcan. Treatment Facility, led the group on a thorough 90-minute tour of the Mercy and her floating hospital. Though the Mercy has hosted a number of dignitaries since she entered service with MSCPAC in late 1988, this was the first time the hospital ship has entertained a large delegation of senior foreign officials. ''The group has enjoyed their United States tour very much and to see this very unique ship is a fitting way for them to end their tour," said Gen. Winkler, who accompanied Dr. Mayer to China for 12 days in May last year. ''There's been an exchange of mutually beneficial medical information Capt. James P. Breece Before assuming his new position May 9, Capt. Breece met with Oakland department heads and toured MSCPAC offices and ships in Seattle, Long Beach, San Diego and Honolulu, with stops at the T AGOS Support Unit at Pearl Harbor and a meeting with the MSCPAC representative to CINCPACFLT. and I think that's very encouraging. It may lead to a broader exchange between our countries." Capt. Dannheim did his part for diplomacy when he presented Gen. Liu with an engra.ved USNS Mercy plaque and Mercy hats to every member of the PRC delegation. In turn, Gen. Liu gave Capt. Dannheim a handsome emblem of the PRC Navy mounted on a plaque. B.B . !support SPADI �Annual Operation Cool Barge Under Way to Alaska The annual tug and barge resupply operation to Alaska got underway from Seattle, Wash. in March and April when the initial loads of .. Operation Cool Barge'' material were put aboard barges bound for the nation's largest and most isolated state. By the time Operation Cool Barge ends in October, the MSC-contracted operation will have served 120 remote Alaskan sites with 14 million gallons of bulk fuel and about 5,000 short tons of dry cargo. "We deliver just about everything from A to Z," says LL Col. Jasper H. Rogers, USAF, the commander of the Air Force Water Port Logistics Office (WPLO) in Seattle. WPLO is the staging site for Cool Barge and other government cargo headed for Alaska, North Canada and Greenland. Before the beginning of the Cool Barge season, the spacious WPLO warehousea former auto factory with the capacity to store more than five football fields of material-held enough Cool Barge dry cargo to satisfy customer needs for a year. "We've got construction supplies for sites undergoing renovation, medical supplies for health care sites and hospitals, and food, consumer products and just about anything else for the many areas served by Cool Barge," says Lt. Col. Rogers, who has a staff of 12 full-time and several seasonal employees to receive, store and crate all of the cargo that eventually goes to Alaska and other northern sites. Operation Cool Barge cargo waits to be loaded onto a barge bound for Alaska. MSC's tug and barge contractor for Cool Barge, Alaska Puget United Transportation Company (APUTCO), is responsible for the delivery of the government cargo to Alaska. Using a combination of barges, tugs and a number of lighterage vessels, the company delivers cargo to sites unreachable by ships and only occasionally resupplied by aircraft. "Tugs and barges are still the best way to reach remote sites in Alaska,'' says Bill O'Shea, vice president of ar~tic operations for APUTCO. "It's ~ertainly the most cost effective and operationally effective way to resupply Alaska. "Even though we've been involved with Cool Barge for so long and make it look easy, it isn't," says O'Shea, who's worked with the project for 30 years. "It's still a tough, harsh operation." Craggy rocks and sandbars along the 34,000 mile Alaskan shoreline, along with 80 knot winds in the Aleutian Islands chain and ice in the Chukchi and Beaufort Seas above the Arctic Circle, help bring meaning to O'Shea's statement. Because timing is absolutely critical to the operation during the six months of .. good weather" in Alaska, Cool Barge personnel sometimes work around the clock to meet their crucial delivery schedule. Operations begin in Southeastern Alaska in late March and move to the Alaskan Peninsula, the Aleutian Chain and Bristol Bay by May. From there, dry cargo and fuel is moved into the B~~ng Sea and up the long, shallow Ku.,kokwim River during June and July. The last part of Operation Cool Barge in August and September is conducted in the Arctic before the sea freezes over for another season. Federal Cool Barge customers include the Air Force, Coast Guard and the Navy's Arctic Submarine Laboratory; the Bureau of Indian Affairs, the Federal Aviation Administration and the U.S. Fish and Wildlife Service, along with the National Weather Service and the Department of Health and Human Resources. For many, the once-a-year tug and barge arrival to remote areas of Alaska is a time of joy. ''The people still get excited when they see their cargo being delivered," says Kenneth Faris, APUTCO's administrative manager. "Whether it's a site along the coast or a village up a river, a lot of people come out to greet us, despite the fact it's become a routine, seasonal activity." Though the $6.4 million Cool Barge contract was awarded by MSC headquarters in Washington, much of the day-to-day work administering the contract is performed by MSCO personnel in Seattle and Alaska. "We're in contact with the two offices all the time during the Cool Barge season,'' says APUTCO's Faris. "Between them, there's a great deal of corporate knowledge out there and it's helped to ensure a very smooth operation." The people who depend on Cool Barge deliveries would no doubt agree. B.B. u I CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in FINANCIAL REPORTS. The constitution of che SIU Atlantic, Gulf, Lakn and lnlund Water<; District makes ,peeific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit hy (\:nified Public Accountants every three month , which are to be submitted to the membership by the Sccretary-Trtasurcr. A Quarterly fimrnc:e committee of rank and file members. elected hy the mcmhership. makes examination cuc:h qu~rter of the finances of the Union and reports fllll~ their findings and recommendations. Member:. of thi-.. committee may make disscnring repons. specific: ri;commcndati?m and ~cpnratc findings. TRUST FUNDS. All lru t f um.Is of the SIU Atlat'ltic. Gulf. Lakes and lnlaml Water~ District are administered in accordance wilh ihc provision oi various trust fund a.grccmenis. All ihese ugreements specify that the trustees in charge of these funds sh<lll equally consist of Union and management repre entatives .rnd their alternates. All expemliturcs aml uishun.ement... of trust funds arc made only upon i.ipproval hy ~1 majortt} of the trustees. All trust fun<l financial records are availahic at the hcadquaners of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts hetween the Union and the emplo}crs . Get to know your shipping rights. Copies of these contracts arc posted and available in all Union hall~. If you feel thcrl" has hcen any violation of your shipping or cniority rights as contained in the contracts between the Union and the cn,ploycrs. norify the Seafarer Appeal!>. Board hy ccrtifted nrniL return receipt reque~ted. The proper addrtss t"or this is: Angus "Red" Campbell Chairman, Seafarers Appeals Bvard 5201 Auth Way and Britannia Way Prince Georges County Camp Springs. Md. l0746 Full copies of contracts as referred to are available to you at all times. either hy writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contrncts specify the wages and conditions under which vou work and live aboard your ship or boat. Know yt)U; contract rights. as well as your ohligaliom. such as filing for OT on the proper sheets and in the proper manner. If. at any rime. any SIU T all Union halls. All mcmhers should ohtain copies of this constitution ~o as to familiarize themselves with its contents. Any time you feel any memher or officer is attempting to <.Jeprive you of <my comtitutional right or ohligation hy any methods such us dealing with charges. trials, etc., as well as all other details. then the memhcr so uffected should immediately notity headquarters. EQUAL RIGHTS. All memhers are guaranteed equal right<; tn emplO) rrnmt and as members of the SIU. These rights arc clearly sec forth in the SIU constitution and in the contructs which the Union has negotiated with the employers. Consequently, no memher may he discriminated against hccausc of race. creed, color. sex and nat1lrnal or geographic origin. If any member feels that he i" denied the e4ual rights to which· he is entitled. he houlJ notify Union headquarter·11111n1111111f11111111tl1111111n1111111111111111n1111111111111111111111111111111111111111111111111111111111 patrolman or other Union olli...ial, in your opinion, fails to protect ~our contract right~ properly, contact the neare~t SIU port <1gent. EDITORIAL POLICY - THE LOG. The Lug has traditionall> refrained from publbhing any artic:le erving the political purposes of any individual in the Union, offker or memher. Ir has also refrnme<l from publishing article deemed harmful to the Union or it!> collective membership. This esiahlished policy has been reaffirmed hy memhcr hip action at the Sepremher. 1960. meeting.; in all constitutional pons. The responsibility for LoK policy is vcsteJ in an cuitorial ho•m.l whic:h consist of the E'-ecutive Bo.ir<l of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this rcsponsihility. PAYMENT OF MONIES. No monies are to he paid to anyone in :my offici•d capacity in the SIU unks~ an official Union receipt is given for same. Under no circumstances should any member pay <lnY money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he made without supplying a receipt, or if a memher is requireu to make a payment <ind is given an official receipt. hut feels that he should not h;1vc heen rcquireJ to make such payment. this should immediately he reported lo Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds arc used to further its ohjects and purposes including. hut not limited to. furthering the political. social and economic intere!.ts of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and hoatmcn and the •1Jv;1ncement of trade union concepls. In connection with such ohjects, SPAD supports and contrihutes co political Ci.lndiJate~ for elective office. All contrihutions are volunti.lry. No contrihution may be solicited or received because of force. joh discrimination. financial reprisal. or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the ahove improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund. it involuntary. Support SPAD to protect and further your economic. political and 'locial interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. June 1988 I LOG I 7 �2nd Cook Kirk Diener stocks his galley on the India.na Harbor. The Paul H. Townsend tied up in Cleveland on the Cuyahoga River. SIU Lakes Sailors Look to 1988 Shipping Season·as More Jobs Are on Horizon TH Wheelsman Peny Willis waits for the ladder to be secured. ,.~ ·"\ .. "' Soon that small pile would grow to mountain size as the Thayer discharged her first cargo of the year in Cleveland. 8 I LOG I June 1988 Ray Kline (left) and Port Agent Jack Allen are former shipmates. N-0w, Watchman Kline sails aboard the Townsend. �Watchman Robert Allen. Time for a cup of coffee for Asst. Conveyerman Walt Lesczynski on the Reiss. De~khand Melvin Kirchoff on the Townsend. With the help of a tug, the Thayer nears its dock. Here the pair of deckhands take a line. June 1988 I LOG I a �East Coast by V .P. Jack Caffey W E have come across some last minute snags in our tentative agreement with the Seafood Producers Association in New Bedford. As soon as we get all the names and addresses of the crewmembers there, we will be sending out a copy of the Union's final proposals for ratification. We have reached a tentative agreement with Maritrans. Many of you will remember the company as Harbor Towing. Some good news concerning World War II veterans. A city bill renaming Battery Park City in honor of merchant seamen serving in World War II has been signed. There will be a ceremony June 8 at City Hall, where Mayor Ed Koch will sign the bill. We are gearing up for the November elections. This promises to be a landmark election for the maritime industry. The American-flag merchant marine stands at a crossroads. If the next administration fails to take any constructive steps to halt the decline of our industry, then there might not be an American-flag merchant marine left to save. The recently released president' s Commission on Merchant Marine and Defense stands as a blueprint for the industry's revival. The chances are slim that any action will be taken on the report during this session of Con· gress. But by being politicalJy active, we can make sure that whoever be· comes the next president understands where we stand on this issue. Great Lakes by Exec. V.P. Mike Sacco T HE Canadian Free Trade Agreement is running into fierce opposition among Canadian nationalists and trade union members who see it as a sell-out of their interests. Workers north and south of thr; border have been vigorous in their denunciation of the treaty. Thanks to the timely actions of SIU President Frank Drozak and SIU of Canada head Roman Gralewii;z;, maritime was removc;d from the treaty. So for at kast, shipping has picked up in the region. Much of that has been due to a turnaround in the steel industry. But industry experts predict a slowdown in the near-future. The only thing in question is the degree. This. of course, will have important i;onsequcncr;s for shipping up here. Meanwhile, SIU members employed on dredging jobs have been doing quitr; well. Dunbar and Sullivan is working on two dredging projects in the Saginaw Bay area, one in Point Lookout, Mich., the other in Sebewaing. Meanwhile Leudtke Enginr;cring has been working on an hydraulic electrical project in Gary, Ind. And bids will soon be opening up for the Buffalo River and Harbor Dredging project . An accident including a Greek-flag vessel tied up traffic on the Chicago River recently. Great Lakes Dredging and Dock won an emergency contract to free the stranded vessel. One last thing, the Union is looking to stimulate; work in the badly depressed tug and barge industry. 10 I LOG I June 1988 Area Vice Presidents' Report Some industry figures estimate that $400 million could be generated annually for the industry if the Military Traffic Management Command (MTMC) were encouraged to use the tug and barge industry to move military cargo. Gulf Coast by V.P. Joe Sacco S HIPPING has been very good in the Gulf. Military work has provided the bulk of our new job opportunities. The SIU has reached a contract with Crescent Towing of Mobile to extend the present contract for another year. We are also in negotiations with GATCO Towing. Tom Glidewell is handling the negotiations for the Union. The SIU has been active on the grassroots level. We will participate in the Democratic State Convention, which .will be held June 15 in Houston, Texas. In addition, we have been active in the State Fed and the various central labor bodies. Education and political activity remain the keys to turning things around for the maritime industry. I therefore urge every member who has not registered to vote to do so. Also, make sure that you take time out to upgrade your skills at Piney Point. Government Services by V. P. Buck Mercer T HERE are two issues of vital importance to the MSC membership of this organization that are remotely related and should be resolved with management. The resolution of the first problem-''reliefs"-will help curtail the number of "disciplinary actions" that have begun to pile up, which is the second issue. In the recent past, the SIU office has received a number of requests from members aboard ships to ••make sure my relief gets here." This cry is being heard more and more often these days. The; ••relief," however, shows up weeks or months later, if at all. Crewing of vessels is strictly the responsibility of MSC and MSCP AC. as is the furnishing of replacements and/or "reliefs." An unlicensed mariner is assigned to a vessel for a six-month period, after which he/she is due to be relieved, unless, with the blessings of the master, they 1;hoose to remain, thereby extending their tour-of-duty. Those wanting to be relieved are required to request a relief 30 days prior to the end of the six-month commitment. All this is fine, except MSCPAC has been unable to fulfill their commitment and furnish on-time replacements. The mariner, who possibly has personal obligations at home , cannot or should not depart the vessel until his " relier· arrives. If no replacement arrives at the ship , the mariner begins to devise ways and means of leaving the ship. Quite often, thr;y do not use goodjudgment, and leaving their ships shorthanded results in a serious "dis- ciplinary action" which is MSCPAC's way of dealing with an already serious problem. While "disciplinary action" is a necessary shipboard evil, the MSC sailor must watch his/her every move ashore-domestic or foreign-and, for that matter, at home. There is a charge of ' 'conduct unbecoming a government employee," which applies aboard ship, ashore or at home . So, between the MSCPAC's failure to furnish on-time ''reliefs'' for their mariners and the heavy obligation the mariner is under to MSCP AC, it is no wonder why disciplinary actions are running at a very high pitch. West Coast by V. P. George McCartney W ORLD WAR II created an unprecedented demand for American shipping, which made it easier for maritime unions like the SIU to organize new workers. Wages and working conditions which had been depressed ever since the ill-fated strike of 1921, improved dramatically. Yet as the war drew to a close, it became obvious that maritime unions would have to work twice as hard just to stay even. Signs of an anti-union backlash were becoming apparent. In addition , the transition from a war to peace time economy would inevitably have far-reaching repercussions for American seamen. An agent's conference in New York in March 1945 helped prepare the SIU for the post-war era. The structure of the Union was streamlined and strengthened. A new position was created, Director of Organizing, whch was filled by New York Port Agent Paul Hall, who later became president of the Union. Under Hall's direction, a strong foundation was laid. Successful organizing drives were conducted against such companies as Isthmian and Cities Service. The Union gradually assumed a leadership role, both in the maritime industry and in the labor movement. Throughout the 1950s, the SIU was able to build upon the organizing gains that had been made during the immediate post-war era. Wages and benefits were continually upgraded. New union halls were erected. An emphasis was placed on education and training, which made it possible for the Union to adopt to the technological changes which were sweeping the maritime industry. The SIU saw itself thrust into the national limelight on an issue of central importance: combatting organized crime on the waterfront and in the labor movement. Paul Hall worked closely with AFL head George Meany in making sure that American workers were represented by clean, democratic unions. Throughom: the '50s, the SIU often found itself at odds with its traditional rival, the National Maritime Union. The competition between the two outlived the merger between the AFL and CIO in 1955. Still, the SIU and the NMU were able to work together on the more important issue facing American seamen: the mass exodus of American shipping companies to flag of convenience registries. Despite some victories in the courts, the unions' promising efforts to sign up FOC vessels was stopped dead in the water by a 1963 Supreme Court ruling. Legislation which the SIU helped pass in 1954, the P.L. 480 " Food for Peace" program, made it possible for the SIU to improve the wages and benefits of its membership during a time of retrenchment for the maritime industry. The Union was successful in beating back efforts to dismantle the program. By 1962, the SIU had become a key player on the national scene. In recognition of the productive role the SIU had played in numerous areas, the SIU's president was appointed to the Executive Council of the AFL-CIO by the Federation's president, George Meany. This marked a new stage in the Union's development. It was the beginning of the SIU's leadership in maritime labor-in organizing, in bargaining, in training and education, and in political action. .· · ·• .t. On their way for a tour of Capitol Hill, these SIU upgraders stopped at the Supreme Court. The group includes Wayne Halsall, Charles Polk, Piney Point Port Agent Al Raymond, Dan Spooner (Manpower), Jimmy Hendrix, Steve Migliara, Kevin Struzik, Richard Worthy, Melvin Layner, Tom Warner, Owen Duffy, Mike Peck, Dave McGrath, Richard Buchanan and Jim Floyd. �SIU's Sam Houston, Atlantic Spirit Pay Off in Busy New Orleans The Sam Houston ties up in New Orleans. Here is part of the Atlantic Spirit's crew. From the left are Chief Cook I. Johns, Chief Steward Keno, QMED 0. Flores, New Orleans Bosun R. Garay, Patrolman Nick Celona, and AB Bonefont. i m~rt i~ AB Ivey Cox, sailing on the Sam Houston, is an old friend of Frank Mongelli, the late vice president of the SHLSS. part of the rrew of the Sam Houston (Waterman) dudng its payoff in New Orleans, (I. tor.) AB N. Bryant, ABC. Carter, AB M. Zimbro, AB D. Miller, Messman R. Hall and Steward/Baker Nick Andrews. The Atfuntic Spiril. The counter is always a busy pla<.:e at the New Orleans hall. Here Port Agait Ray Singletary (right) discusses business with long-time member Mr. Boone. June 1988/LOGI11 �.., Healthy· Gulf and East Coas Is Backbone of Boatmen' The Monitor (Crowley) is a deepsea tug w and Puerto Rico. Above are (I. to r.) AB Hutchins, 2nd Mate Lee Wallace, Cook J Mate Bill Smith. Onboard the Peggy S are Asst/Eneineer James Thomas (left) and Mate Alan Thomas Sr. Shamokin Capt. Hilton S. Foster Sr. (right) is preparing to retire next year. The crew of the Titan (Sabine) is pictured above while it is tied up at Lake Chades. The crew is (I. to r.) Deckhand Larry Gaston, Chief Engineec Allen Bcunet, Capt. Joseph CourniH and Deckhand Curtis S. Abshire. 12 I LOG I June 1988 In Texas City, the crew of the Joe M. Po Pictured above are (I. to r.) SIU Rep Jo Robert Jardell and Sidney Thomas and T �·::·· ' tug/to :~ harge/dredge ~ a w: ··~*wr-..:· ; I :0:~:~ =·-~· :..; =·::::::;.=:~::";:-i~:·~~::..:?-.::.:J*~~x!~~~w~::::..: ~ Inland Work Job Security In Lake Charles, the crew of the Hermes (Sabine) poses (I. to r.) Capt. Richard Mantalvo, Asst. Engineer Gary Boyless and deckhands Charles Durgin and Kenny Moore. On the James Justice (Orgulf) are Lead Deckhand Jay Brown and Deckhand Robert Shaw . Engineer John Tanner (foregound) and the rest of the Peggy S crew load new line aboard the tug. .;;,:;.\3;+;, Higman) takes a break at the Amco docks. rnold 1 Tankerman Tom Brown, captains rm an Dominic Bailey. June 1988ILOGI13 �East and Gulf Coast Boatmen at Work In Morehead City, N.C., the SIU-crewed Beaufort Belle (Steuart Transportation) pushes a barge into the Texas Gulf Terminal. Capt. Melvin Willis on the bridge of the Beau/ort Belle. SIU Boatmen in Morehead City also work fo1: Carteret Towing. Pictured above are Engineer James E. Willis, Enaineer Linwood A. Calhoun, Capt. Brian K. Willis, Capt. Mark E. Price and Engineer Morri~ W. Mace • Allied Marine's Sea Robin recrewed recently after a months-long lay-up. Pictured above onboard in Norfolk, Va. are (I. to r.) SIU Rep Richie Wilson, AB Thomas Quirante, Cook Dave Laffan, Mate Mike Forrester and Capt. Erik Eriksen. ... June Hughes is the cook on the James Juslice. 14 /LOG I June 1988 The crew of the Beaufort Belle is (I. tor.) Capt. Melvin Willis, Deckhand Mike Taylor, Cook Paul Jones, 2nd Engineer Steve Hopkins, and Mate Wallate Main. �Aboard the tug Petrel are (I. to r.) Mate Jimmy Taylor, Engineer Jimmy Smith, AB Willie Owens and Cook James Ambrose. The tug Petrel, owned by SIU-contracted Allied Marine, is ready to tie up at the Allied dock in Hopewell, Va. - On the Shamokin, the crew goes over some of the latest contract proposals. From the left are Capt. Hilton S. Foster Sr., Chief Engineer Robert Fulford, SIU Rep Richie Wilson and AB/Cook Russel Hudgins. The BC 10 (Texas Gulf Marine) is a spare boat used when needed in Morehead City, N.C. With the Pamlico laid up for repain, SIU Boatmen operated the BC JO. Pictured :drove are (I. to r.) SIU Rep Danny Griffin, Engineer Gerald Huneycutt, Capt. Jack ThomH •md Mate/CMk Ty Saunders. A pair of SIU-crewed tugs, the Ocean Star (Sheridan Transportation) at the dock and the Petrel. Personals Capt. H.H. Hiss Salvatore T. Nevola, your chief mate aboard the SS Mart in Van Please call or write Blackie San- Buren when she was torpedoed in chez, Star Rt. 2. Box 753, Satsuma, 1945, would like you to get in touch Fla. 32089. Phone number: (904) with him. Please call him collect (516) 959-6177. 328-5916. Frank Smith Deckhands George D.-vis (left) and Marshal Saunders Jr onboard a Texas Gulf Barg~ in Moorehead City. - June 1988 I LOG I 15 -:;-- - �Deaths Pe Correction Due to an editor's error, several pictures of new pensioners in last month's LOG were incorrectly placed in the Deaths column. Below are their pictures. The LOG regrets the error. Joseph R. Hales John James E. Lewis Thomas J. Henry Claude R. Newman Charles S. Oski Peter C. Schaefer John J. Terry Charles Williams Joe A. Worrell Jene Legg Inland Gloucester Fishermen Dominic Parisi Donald A. Sutherland James A. Davis Inland James Davis Harold Hess Alvis Hughes Arthur Lewin James Sammon Charles Ussun George Tolliver MAY 1-31, 1988 •TOTAL REGISTERED All Groups Class A Class B Class C New Y{)rk ............. . ......... . . Pnilaoe1pnia ......•................ Baltimore ............ .......... . . . Norfolk ..................... . Mobile .............. . . .. ........ . New Orleans ...................... . Jacksonville . . . . . . . . . . . . . . . , . . . . . . . San Francisco •........ , , . , ........ . Wilmington ....................... . Se;ittle .............. . Puerto Rico .................... Houston ..... . Algonac _ ...... . ............. . St. Louis ........................ . Piney Point ....................... . Totals ........................ , .. 0 Mobile ......•.................... New Orleans . . . . . . . . . . . . . . . . . . . . . Jacksonville ............... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle .......................... . Thomas H. Holt Puerto Rico ...................... Houston ......................... Algonac ......................... St. Louis ....... ........... ...... Piney Point ....................... . . . . . Totals .......................... . 1 7 54 0 1 3 0 3 0 0 3 MQne Jr. Harry Constantine Raymond J. Glespen James R. Kelly C.L. Granger Desmond T. Kenny CArl E. Lamb Ralph R. Nay George E. Pretare Floyd Simmons Milton A. Lirette Harold E. McCoy 16 I LOG I June 1988 Class B 0 0 6 0 2 0 0 0 1 0 0 0 4 0 0 0 0 4 20 0 0 0 2 0 0 0 0 0 0 5 1 0 3 2 0 10 0 0 0 0 0 0 6 4 10 0 0 0 1 0 3 0 0 99 0 0 0 0 0 0 27 0 0 7 , 0 0 0 0 0 0 0 16 0 0 3 0 0 0 1 24 . . . . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . 0 0 0 Puerto Rico ...................... Houston . . . . . . . . . . . .......... .. Algonac . . ............... .. St. Louis ................... . .... Piney Point .......... . .. .. ........ Totals .......................... All Groups Class A Class c 0 3 0 3 0 26 63 0 1 60 0 0 0 0 0 12 1 0 0 0 0 66 0 0 0 49 6 14 0 200 4 0 1 2 0 0 19 0 1 1 0 3(; 0 0 0 28 1 0 88 0 5 0 0 0 0 2 0 0 0 0 5 0 3 0 15 1 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 6 2 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 10 0 0 0 0 0 0 0 27 0 0 0 0 1 5 0 2 5 0 0 42 0 0 0 20 0 0 32 0 0 0 10 2 1 80 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . Claren~e ••REGISTERED ON BEACH 5 2 0 0 7 0 0 17 0 0 0 2 0 Baltimore ........................ Norfolk ......... ....... .. ....... . ........ Mobile.... ......... New Orleans . . . . . . . . . . . . . . . . . . . . . . TOTAL SHIPPED All Groups Class A Class B Class C 0 Pon New York ........ ................ . Philadelphia .......•.... ........... Sammy M. Evans Support SPAD ENGINE DEPARTMENT New York ............•............ Phila<Jelohia ...................... . Baltimore , , ...................... . Norfolk ............ ...... ....... . William Dean The use of the nation's domestic waterways system is once again recognized as an efficient, cost-effective alternative to the truck and rail movement of cargoes shipped by the Military Traffic Management Command (MTMC), according to a story _written by Dave Kameras in the May issue of Currents. ''Some estimates exceed $400 million annually in potential revenues to be earned by water carriers from MTMC shipments," writes Kameras. "The industry awaits these developments eagerly.'' 0 Port Raul Giron Military Domestic Cargo DECK DEPARTMENT Purl Edward F. Fabian Treaties ratifying two conventions of the International Labor Organization were signed by President Reagan. This was the first formal U.S. adherence to new ILO standards in 35 years. The president's action followed ratification of the two treaties, and brought success to the SIU's long fight to win ratification. One of the two treaties, Convention 147, requires nations to establish minimum standards for working and living conditions for crews on seagoing vessels registered under their flag. Dispatchers Report for Inland Waters Deepsea J. Albertson ILO Ralph Arendian William Adams Homer Baldwin Lawrence Belanger Great Lakes Ray C. Brue Arvis Benson Robert Brunner Barney Dahl Peter Canessa Ward Johnson Herlies A. Henry S. Anthony Conti Robert E. Matheson Kasprzynski Evans Jr. James Derrickson Edward Murphy Allen Dunn Pedro Erazo Herlies Evans Floron Foster Raymond Gomez Charles Gray Forest Boldrin Henryk Kasprzynski Edward Moore King Koo King Sea Koo John Kulas Morinosuke Kamikihara Walter Laughridge Way Lee Richard Leiby Robert Liegel Manuel Madarang Richard Martinez James Meeks JQhn J. Kulas James Sammon Jr. Juan Mojica Great Lakes Gordon T. Luckett Lewis (Continued from Page 24.) Edward Moore Frederick Peet Marcus Peralta Doyle Platt Casimiro Raguinan James Stewart George Tolliver Osby Taylor 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 2 0 0 71 0 20 351 140 17 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 12 4 3 0 0 2 Totals All Depanments ............... . 135 26 30 61 0 0 0 0 0 0 . . . . . . 3 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 15 8 0 1 0 4 0 1 0 40 0 0 8 0 0 0 0 22 0 0 7 ·"'Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. �< - ., ~ • :: • • ~~ ~· • • ~·,...., 1'' ~ • • .. . .... .. • ~ #~ ;~ '~ ~ SHLSS Hosts Distinguished Guests On May 24 and 25, SHLSS hosted guests from the U.S. Virgin Islands Governor's Council. The council's main interest was in stimulating the Virgin Islands' job market for merchant mariners. Escorted by UIW officials Steve Edney (National Director), Amos Peters (UIW Caribbean Region V.P.), and James Coppin (UIW Caribbean Region Assistant V.P.), were U.S. Virgin Islands officials, Ms. Gloria Canegata (Dir. of Job Training & Partnership Administration) and Dr. Aubrey Roebuck (Assist. Commissioner of Education). Welcomed by Major Ken Conklin, the contingent was given a VIP tour of all the SHLSS's facilities, induding the Farm and the Seafarers Addiction and Rehabilitation Center. Dr. Aubrey Roebuck and Ms. Gloria 4 Canegata listen attentively as Man· ....... power Coordinator Bart Rogers e plains the intricate workings of the Manpower Office. The Virgin Islands Governor's CQun- llllrii..... cil delegation tours the Manpower 1111111""'" Billing Office. Left to right; Bart Rogers, Gloria Canegata, Amos Peters--UIW, Jamts Coppin-UIW t Steve Edney- UIW, Jackie Knoetgen--SHLSS Dean of Edu~ation, Bill Eglinton-SHLSS Vocational Director, and Gay Fowler-Office Manager. ~ Gloria Canegata lectu.-e~ SHLSS vo· ...... cational instructors during their Cooperative Vocational Education course. These instructors are working towards their Advanced Professional Certification in T.-ade and Industrial Education frnm the Univer· sity of Ma.-yland. Officen from Progressive Driver ..... Services, Inc. a11d thtir UIW chief 11111""""" shop steward toured SllLSS facilities with Manpower Coordinatu.-, Ba.-t RQgers. Pie· tu.-ed, left to .-ight are; Brian DohertyAtlantic Coast UIW V.P., John Luttro-UIW Shop Steward, Doug Harmon-Presidtnt of Progressive Driver Services, Inc., Michael Reese-Vice President of Progressive Driver Services, Inc. June 1988ILOGI17 �SHLSS course Graduates Lifeboat Class #426 First row (I. to r.) Warren Barroner, Darrell Weathenpon, Carlos CaIToll, Anthony Dagy, Francis Dyer, Luigi Malta, (second row) Ben Cusic (instructor), Troy Robin, Steven Hoskins, Michael J. Sopczak, William Thomas, Richard Keenan, Patrick Barton, Jeffrey Fry, Richard Rose and Byran Shepard. Upgraders Lifeboat Kneeling (I. tor.) Muharam Husin, Robert "Pit Bull" Milan, Abraham Daif, (second row) Ben Cusic (instructor), Jerry Hobbs, Elizabeth Martinetti, Aron McCallon and Herb Curry Jr. MSC Lifeboat Kneeling (I. to r.) Gilbert Galcia, Ali Said, Juan M. Sanchez, (second row) Ben Cusic (instructor), Lenin Delgado, Jean Battle, Jose Ocasiom, Angel Luis Perez Jr., (third row) Gerald Soriano and Joseph Wise. Recertified Bosuns Front row (I. tor.} Fareed A. Khan, Bennie R. Hobbs Jr., Edward M. Cain, Joseph Artis, Mike Russo, Eddy Stivaeard, (second row) Carrol Heick, James O'Mara, Robert Newby, Pete Hulsebosch, Louie Zizzo and Claude Dockery. Sealift Class First row (I. to r .) Allen Bright, John McCabe, Keith Shanaberger, Jim McGinnis, Charles Wharton (second row) Bill Hellwege (instructor), Eddie Cain, James O'Mara, Bennie R. Hobbs Jr., Louie Zizzo, Fareed A. Khan, Eddy Stivaeard, Roy E. Matteson, (third row) Carrol Heick, Joseph Artis, Pete Hulsebosch, Kevin Struzik, Joey Clements, Mike Goins, Robert Newby, Chuck Dockery and A. Hansen. Sealift Class First row (I. to r.) V.L. Kirksey, A Ian Bright, John McCabe, (second row) Harry Alonzi (instructor), Hansen, Mike Goins, Kevin Struzik and Lorenzo Nelson. Diesel Engine Front row (I. to r.) William Behan, Owen Duffy, (second row) Ede Malzkuhn (instructor), Don Malozzi and Floyd Acord. Welding Front row (I, to r.) Stephen Migliara, Cizi Grycko, Melvin Layner, (second row) Michael Peck, Charles Polk, Bob Hamil and Bill Foley (instructor). ~ Scalift Cla.ss (L t() r_) Stt:pht:n Migliara, Michael Peck, Elizabeth Martinettit Bobby "Pit Bunt' Milan and Michael Mc- llwain. - College Programs Class (I. to r .) Jeffrey L. McPhenon, Greg Linkom and Mike Harat. NQt pktured are Steve Parker, and John Thompson. 18 I LOG I June 1988 Ja~k Freeman Canadian Seamanship Training Program First row (I. to r.) Ken LeBlanc, Rickey Kelland, Michele Bertrand, Jill Vance, Gary Lambert, Daniel Desjardins, Jerry Hryckowian, (second row) Bruce R. Kelland, Mary Catherine Bonnar, Wieslaw Witczak, Elvis Jones, Fred Gagne, George Finney, David Power, Brain Laramee, (third row) Lloyd Doe, Terry McCormick, Robert Playford, Derek Mitchell, Survine Anthony, Stephane Descheneaux, Joseph Clark and Jim Moore (instructor). �Engine Upgrading Check·ln Date Completion Date July 11 Marine Electrical .Maintenance Refrigeration Systems .Maint. & Op. May 23 August 22 June 27 October 3 September 29 July 1 September 30 August 19 November 11 Refrigerated Containers-Advanced .Maint. August 8 September 2 Pumproom Maint. & Operations August 1 September 19 September 9 October 28 Variable Speed DC Drives September 5 October 14 Electro-Hydraulic Systems November 7 December 16 Automation November 21 November 21 December 16 June 24 November 11 Course QMED -·Any Rating Programs Geared to Improve Job Skills And Promote O.S. Maritime Industry May-December 1988 The following is the current course schedule for April 1988 December 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Co~rses Fireman/Watertender & Oiler Welding December 16 Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ble. Although every effon will be made to fill the requests of the members, the classes are limited in size - so sign up early. Hydraulics May 30 October 17 Third Asst. Engineer/Steam or Motor Open-ended (Contact Admissions Office for Starting Date) The course schedule may change to reflect the membership's needs and the needs of the industry. *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. SIU Representatives in all ports will assist members in filling out the application. Recertification Programs PLEASE NOTE: All members are required to take firefighting when attending SHLSS. Completion Date Steward Recertification Check-In Date July 5 Bosuns Recertification September 26 November 7 Course Deck Upgrading Courses Check· In August 8 Course Date Completion Date Able Seaman June 13 July 25 September 19 October 31 July 22 September 2 October28 December 9 Radar ObServer Unltd. July 18 July 29 Rada Open-ended, 3 days (Contact Admissions Office for starting date.) For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks in length and offered on the following dates: Open-ended, 1 day (Contact Admissions Office for starting date) High School Equlvalency (GED) efresher/Renewal Radar Rer;ertificatlon Lifeboat May 30 June 27 July 25 August 22 September 19 October 17 November 14 December 12 June IO July 8 August 5 September 2 September 30 October 28 November 25 December 23 LNO - Self Study Safety Course (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon com,p lction of course must take Sealift Operations & Maintenance. Steward (Jpgrading Courses course Assistant Cook Check· In Date Completion Date Open-ended (Contact Admissions Office for starting date)• Cook and Baker Open-ended (Contact Admissions Office for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chlef Steward Open-ended (Contact Admissions Office for starting date)* A t E uca ion Co rses Course English as a Second Language (ESL) Check-In Date Completion Date July 5 August 15 August 29 October 31 October 10 December 12 July 5 August 29 October 31 August13 October 7 December 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April 11 . April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course June 6 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. Co ege Pro ra s Sche ule Check·ln Course Date Associates in Arts or Certificate Program May 23 *All students in the Steward Program will have 2 weeks of Sea lift August 8 familiarization at the end of their regular course. October 17 or 98 Completion Date July 15 September 30 December 9 June 1988ILOGI19 �,.,._ ...............................•........................................................•....•...••••.....•••.......••...••••.•..••••.•.• Seat are rs Harry Lundeberg School of Seamanship Ur:grading Application i Name (Last) (first) Date of Birth (Middle) Address Mo./Day/Year (Street) (State) (City) Deep Sea Member D Telephone (Zip Code) Inland Waters Member D (Area Code) Pacific D Lakes Member D If the following imformation is not filled out completely your application will not be processed. Social Security II _ _ _ _ _ _ __ Book II_ _ _ _ _ _ Seniority______ Department _ _ _ _ __ Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces 0 Yes D No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ __ No D (if yes, fill in below) Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No 0 (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training _ _ _ _ _ _ _ __ _ _ Primary Language Spoken - - - - - - - - - - - - I Am interested in the Followir'lg Course(s) Checked Below or Indicated Here if Not Listed ENGINE DECK o FOWT D AB/Sealltt o Towboat 011erator Inland D Cel.-tlal Navigation D QMEO-Any Rating Cl Mastvr ln,pvct'd Towing Vessel O bt Class Pilot (orgMizM o Third Male o Radar Observer Unllmhed STEWARD ~elf study) ALL DEPARTMENTS D Welding D Llfebgatm1m (M\.15t be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. 0 Variable Speed DC Drive Systems (Marine Electronics) D Marine Elvctrlcal Maintenance O Pumproom Maintanance & Operation D Automation D Refrigeration Systems Maintenance & Operations O Diesel Engine Technology D A~si~tant Engineer/Chief Engineer un Inspected Motor Vessel CJ Orglnal 3rd/2nd Assistant Engineer Steam gr Mgtor 0 R'frlgerated Containers Advanced Maintenance O Hydraulics o Electro-Hydraulic Systems 0 Assistant Cook Utility D Cook and Baker o Chief Cook 0 Chief Steward 0 Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree 0 Certificate Programs ADULT EDUCATION DEPARTMENT 0 Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) 0 ABE/ESL Lifeboat Preparation With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE S I G N A T U R E - - - - - - - - - - -- - - DATE _ _ _ __ _ _~-~---RETURN COMPLETED APPLICATION TO: R v. 2/U Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 •••••••4! .....................................................................................................................,-::;::;;...~-........., 20 I LOG I June 1988 �ADONIS (Apex), April 16--Chairman Carlos Canales, Secretary Frank Costango, Educational Director M.J. Brennan, Deck Delegate W.T. Byrne, Engine Delegate Robert Johnston, Steward Delegate Charles Brown. No beefs or disputed OT reported. The repair lists should be turned in so that the necessary work can be completed. There is $42 in the ship's fund . LOGs were brought onboard at the last U.S. port by the boarding patrolman and were passed out to all departments. It was noted that as soon as the freezer is repaired, ice cream will once again be available. A discussion was held on the rumor that the Union is going to close some of the hiring halls, change the shipping rules and ship by telephone. A vote of the crew present showed a majority would be against such a move. Next port: Beaumont, T~xas. But if members have a beef, they should go through their department delegate as a first step. There is $218 in the ship's fund . Clarification on the clothing allowance for the deck department was requested as was clarification on the reimbursement policy for living expenses when caught ashore due to canceled launches or an early sail. Members also expressed the desire to have a Union official visit the ship at least once every year. They also would like information on an economic price adjustment for 1987. Repair of the crew VCR is The captain thanked everyone for the·r help in cleaning the ship for the Japanese public health inspection in Okinawa. Out of a possible 95 points, "we got a perfect 95 and a two-year health certificate. " The educational director stressed the importance of upgrading at Piney Point. He noted that the SIU must have enough qualified members to man the ships, otherwise "we will lose the jobs to the licensed personnel. " Next port: Long Beach , Calif. SEA-LAND KODIAK (Sea-Land Service) , March 28-Chairman William C. Feil , Secretary Ken Hayes, Educational Director C. Cunningham , Deck Delegate Earl Brannan, Engine Delegate Jan Haidir, Steward Delegate Richard Sanderson. Some minor beefs in the deck department and some disputed OT in the engine department was BAYAMON (Puerto Rico Marine), May 1-Chairman Edward Ellis, Secretary Paul Stubblefield, Educational Director David Able, Deck Delegate D. Brown, Engine Delegate James Combes, Steward Delegate Charles Ratcliff. No disputed OT. Payoff will be May 3. The chairman is checking the time of arrival so that a patrolman can be on hand for payoff as early as possible. The ship's movies have not been changed in more than six weeks and some loose tiles need to be fixed in the mess area and in the private rooms. Otherwise, all is running smoothly aboard ship. A vote of thanks was given to the steward department for the fine food and good service. Members were reminded to return to the ship a little early since it has been leaving right on time. Next port: Jacksonville, Texas. COVET (Cove Shipping), May - Chairman C.F. Pryor. Secretary W. Braggs. Educational Director F. Kiaemgy, Deck DelegateJ. Poleate. Engine Delegate T. Koubek, Steward Delegate H. Jones. Some disputed OT was reported in the deck and engine departments. The captain wa ked to put out the draw before arrival in Baton Rouge. Th e chairman reminded cr@wmemb@rs to coop@rate in h@lping ke@p the ship in tip-top condition and also stressed the importance of contributing to SPAD. Two new washing machin@s have be@n requisitioned for the crew. A reminder also went out that when traveling, crewmem· b@rs should ch@ck on transportAtion rtttes l'.1etore leaving the Union Mii. Ne)lt port~ Baton Rouge. La. 1ST LT. JACK LUMMUS (A.MSEA.) , April 4--Chairman Marl< Stev~ns , se~re­ ta.ry K. oormOdy, Educational Director/Engine Delegate Randy Tannis, Deck Delegate Gary Coats, Steward Delegate Ellen Jobbers. No beefs or disputed OT reported . being looked into. Ttte Lummus has been anchored off the Republic of Korea for one month and will depart April 15. Next port: Guam. PU RT p Rco e. May 1-Chairman A.. Armada, Secretary J.R. Colls, Educational Director W. Ste· vens, Deck Delegate T. Trikoglou, Engine Delegate R.L. Oppel, Steward Delegate A..L. O'Neill. No beefs or disputed OT reported. Payoff will take place as soon as the boarding patrolman comes onboard. There has been scme talk cf a layup in June or July. One man got off sick in Puerto Rico and remained there in the hospital. A replacement was called in Baltimore. The steward department was given a vote of thanks for a job well done. Next port San Juan, P.R. SEA-LAND HAWAII (Sea-Land Service) , April 15-Chairman Robert F. Garcia, Secretary R. Linasan , Educational Director S. Pardon Jr. No beefs or disputed OT reported . There is $170 in the VCR fund. reported. There is $48 in the film fund. The bosun suggested that all members keep up to date on the maritime industry situation. He said they should study the issues and make their viewpoints known to their ena ors and re rese a ·ves. Any beefs should be taken to the department delegate or to the ship's chairman, not directly to the skipper. Many complaints were voiced over the life jackets. They ware assembled in Haiti and appear to be made for very small people. Members find them useless and cannot work in them . Clarification is needed on tying up and on cleaning the lounge. Also, a copy of the work rules is needed , and a shelf should be set up in the library. Next port Tacoma, Wash. I would like tc apologrne to the Sea-Land crew who made a large retirement pennant for me that l tlll>ew overboard, besides not attending the retirement pa.rty. I had been very uptight about the treatment we were given aft.er World War II, the innuendos about draft status, pay and other things. I thought that the two yea.rs retll'ement credit for being in the military was adding insult to injury. To my Union brothers who were lost or disabled, God bless you. I hope you made it to Valhalla. Tc the mcthers and fathers , your sons were men amongst men. To the wives and sweethearts, your ma.n had guts. To the children, I am sorry your dad was not with you while you were growing up and denied the funds for a. proper education, like the sons and daughters of the military were given. Vin.cent J. Meehan Sasebo, Japan M-13 STAR OF TEXAS (Seahawk Management) , April 30-Chairman Gene Paschall, Secretary I.A. Fletcher. No beefs or disputed OT. Three men were logged and fired in the deck department for refusing the captain's order to turn to on overtime. The ship will go into drydock on arrival in Galveston. The chairman reminded all members to be sure to register to vote in the upcoming elections and to support the SIU's political programs by contributing to SPAD. Everyone was asked to leave their rooms in order. A hearty vote of thanks was given to the steward department for a fine job. Next port: Galveston, Texas. USNS H. H. HESS (T-AGS 38), April 10-Chairman David R. Park, Secretary D.R. Cook, Deck Delegate James Hoban. No beefs or disputed OT reported. With regard to contract negotiations, the chairman noted that any changes or alterations to the contract should be submitted in writing to Deck Department Delegate James Hoban, who will then submit it to SIU Vice President "Red" Campbell. Members were advised that any trash thrown over the side should be biodegradable and weighted. It was further suggested to get rid of styrofoam cups and plastic drinking cups. Other suggestions made were to have linen handed out the day before berthing inspection and to change the time of the Union meeting so that steward department personnel can attend. Next port: Pearl Harbor, Hawaii. Official ships minutes also were received from the following vessels: AMBASSADOR ATLANTIC SPIRIT OVERSEAS NATALIE SEA-LAllD INDEPENDENCE SEA·LAllD lllNOVATOR SEA-LAND PACIFIC SEA-LAND TRADER SUGAR ISLANDER Monthly Membership Meetings Port 'A Public Apology . . . ' SEA-LAND LIBERATOR (Sea-Land Service), April 17-Chairman R. O'Rourke, Secretary C. Modellas, Educational Director W.C. Barrineau , Deck Delegate Erik Jensen, Engine Delegate C. Dunn. No beefs or disputed OT reported. One wiper was hurt in the engine room and got off in Kobe, Japan. His replacement came aboard in Hong Kong. The chairman talked about the importance of voting in the upcoming national elections-especially of backing a candidate who is pro-maritime. He also stressed the importance of contributing to SPAD. Next port: Oakland, Calif. Date Deep Sea Lakes, Inland Waters Piney Point . ..... . .... . .. Tuesday, July 5 . ... .... . .... .. . . ..... 10:30 a.m . New York .... . .......... Tuesday , July 5 ...................... 10:30 a.m. Philadelphia .......... .. .. Wednesday , July 6 . . ....... .. . . .... . . 10:30 a.m. Baltimore .......... . .. . .. Thursday , July 7 . ........... . ........ 10:30 a.m. Norfolk ................. Thursday, July 7 ........... . ......... 10:30 a.m. Jacksonville ..... .... .. .. . Thursday , July 7 ..... . .. . ............ 10:30 a.m. Algonac ... . ... ..... .. .. . Friday , July 8 . . . . .. . ... .. .... . ...... 10:30 a.m. Houston ................. Monday, July 11 . .......... .... . .. . . . 10:30 a.m. New Orleans .. . .. . ...... .Tuesday , July 12 .... . . . . .. ... . .... ... 10:30 a.m. Mobile .... . .... .. ... .. .. Wednesday , July 13 ..... . .... .. ... . .. 10:30 a.m. San Francisco .. ... . . . ... .Thursday, July 14 .... . ....... . .. . .... 10: 30 a. m. Wilmington ........ . ..... Monday, July 18 .. . ... . . . ..... . .... . . 10:30 a .m. Seattle . . ......... . ...... Friday, July 22 ...................... 10:30 a.m. San Juan ... . .... . .... .. . Thursday , July 7 ... ... . . . ... . ..... .. . 10:30 a.m . St. Louis ............... .Friday , July 15 .. . . ....... . ......... . 10:30 a .m. Honolulu . ___ . . .. _.... _ . . Friday , July 15 ..... . ...... . . . .. ... . . 10:30 a.m. Duluth .................. Wednesday, July 13 ............ . ..... 10:30 a .m. Jersey City .... .. . . .. . . ... Wednesday , July 20 ......... . ........ 10:30 a.m. New Bedford ............. Tuesday, July 19 ..................... 10:30 a.m. June 1988 I LOG I 21 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes MAY 1-31, 1988 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port 0 Algonac ......... . ........ . DECK DEPARTMENT a 36 7 28 Port Frank Drozak, President Joe DiGiorgio, Secretary Mike Sacco, Executive Vice President Angus "Red" Campbell, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President Jack Caffey, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP a 16 2 0 10 2 5 2 ENGINE DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . 0 7 2 0 Port 0 Algonac . . . . . . . . . . . . . . . . . . . 3 10 7 2 STEWARD DEPARTMENT 0 1O 5 ENTRY DEPARTMENT 0 0 0 Port Algonac . . . . . . . . . . . . . . . . . . . 0 11 17 Totals All Departments. . . . . . . . O 49 22 0 56 O HEADQUARTERS 19 0 10 16 0 41 22 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ""Total Registered" means the number of men who actually registered for shipping at the port last month. """Registered on the Beach " means the total number of men registered at the port at the end of last month. ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio Dispatchers Report for Deep Sea MAY 1-31, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ............... Philadelphia ... ...... ..... Baltimore .... . .......... Norfolk ................. Mobile ..... ............ New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle .... . . ...... ..... Puerto Rico .............. Honolulu ..... .... . ...... Houston . ............... St. Louis ................ Piney Point .............. Totals ............. Port New York ............... Philadelphia . ............. Baltimore ............... Norfolk ...... . . . . . . . . ... Mobile .. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington . . . . . . - . . . . . . S!i!~ttle ..... - .. - - . . . . . . . Puerto Rico . Honolulu. ........ ' Houston . . . . . . - . • • • • • ' ' I St. LOUIS. Piner: Point . •,, • • • o . • •, Trl!D ll .... •••• j • •I I • I I I I I I •••'I I I I I I , , o I I I I I I If It , , I I I I I I I I I• I 53 3 4 8 2 8 7 1 6 10 6 11 6 2 9 8 3 3 285 90 9 9 12 29 29 27 18 38 21 2 31 0 30 6 9 9 9 22 21 21 16 24 6 0 14 0 2 7 2 4 6 0 6 1 7 6 , 4 3 4 0 1 5 8 1 3 1 6 2 14 1 5 0 3 5 0 6 60 0 1 0 1 0 5 • •• ••I I I I • o o I I I • •••I I I I I It I I I I I I I I I If I I I 12 2 4 9 4 22 18 21 11 0 3 0 0 1 8 15 1 20 1 16 20 0 3 6 1 2 12 , • o I I I I I I I I 5 • • • o I I I I It 4 I 254 52 • ·••••••I 33 0 2 189 • • 5 2 150 •• • 37 2 4 12 12 25 34 26 11 30 21 3 0 0 2 Port New v~rk .. PhilMelphia . Baltim~re .. NMOll< .... Mobile ... New Orleans Jar;ksonville . ..... .... San Francisco. - . ... . . . . . . . Wilmington . . . . . - ... Seattle .... Puerto Rir;o . . . . . . - . . . . . . . Honolulu ................ Houston .. ....... .... St. Louis ........ ........ Piney Point , ... , .... ... . . Totals ... . ........ TOTAL SHIPPED All Groups Class A Class B Class C 7 8 45 12 23 3 0 1 1 2 6 , rn 0 0 0 0 1 1 3 1 2 0 22 11 13 5 152 6 62 3 36 110 21 23 5 4 3 1 0 3 14 0 0 8 10 0 0 1 0 14 3 4 13 1 2 Port New York , , ............ Philadelphia , .. ... . ....... Baltimore , , ....... . .... Norfolk .. , . , ............ Mobile .. , , , , , . , ...... New Orleans , . , . , , .... Jacksonville . .... , .. , , , . , . San Francisco ......... , ... WilmingtM . . . . . . . . . . ' ' ' . Seattle ... Puerto Rico .............. Honolulu . , , ............. Houston .. St. LOUIS . . . . . . . . . • , , • , • , Piney Point . ............. Totals 111 aepanments ...... 737 • • • •Ii • • Totals All 0 • • • • •. t o t • • t • • I • • I o • I I • I I o •'I It If 0 I • I 2 3 3 3 10 3 23 12 14 7 3 7 0 0 2 4 6 10 8 5 5 63 8 1 6 2 2 1 6 , 7 17 19 0 12 6 1 137 3 1 88 44 ENGINE DEPARTMENT 3 0 1 1 2 0 3 2 1 0 3 2 2 3 6 2 1 5 1 2 1 0 1 5 2 0 0 0 1 1 34 17 STEWARD DEPARTMENT 6 0 0 0 0 0 0 0 3 1 1 1 1 5 2 1 5 6 1 11 4 1 26 8 1 19 0 4 DECK DEPARTMENT 9 5 2 6 9 0 6 2 1 2 4 6 10 4 5 4 7 1 4 5 3 0 12 5 10 5 1 0 2 2 6 6 3 12 0 0 2 0 1 23 0 17 1 0 3 4 0 0 6 56 . 1 27 ENTRY DEPARTMENT 4 15 2 3 6 3 7 6 7 8 5 6 52 3 0 2 158 1 192 82 125 362 304 596 303 1 0 3 1 7 9 5 1 0 1 99 3 0 Trip Reliefs 9 0 3 3 2 1 3 9 3 10 4 4 4 0 2 **REGISTERED ON BEACH All Groups Class A Class B Class C 80 6 13 17 15 58 47 55 30 62 20 6 43 0 7 57 459 0 0 0 0 53 4 11 11 14 0 2 1 2 1 1 0 0 2 0 0 41 27 34 19 31 10 1 33 0 2 9 291 4 33 0 0 1 0 3 0 13 0 4 2 69 3 5443 Ridge Rd. 44129 (216) 845-1100 , 4 6 3 25 16 78 22 29 6 9 24 0 3 16 3 5 7 5 8 12 8 9 4 1 10 2 2 3 95 9 1 5 4 2 16 3 10 6 7 0 6 4 0 3 76 6 1 2 2 1 3 6 15 4 10 0 2 2 1 4 5 0 16 1 2 0 2 3 1 4 46 2 0 1 1 0 7 4 5 0 2 2 0 0 27 2 0 0 0 0 3 2 7 3 3 0 27 0 1 0 259 83 0 1 47 0 34 33 5 5 8 7 3 0 0 8 1 0 0 0 0 0 0 0 0 0 0 3 4 7 3 28 5 56 20 34 11 6 0 0 14 0 0 15 10 23 13 15 rn 95 11 1 22 4 37 13 3 0 208 7 1 4 136 0 0 226 256 311 224 165 1,235 510 431 2 1 5 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. '· 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgome . 7302 (201) 435-94 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. nion St. 027 40 (617) 997-5404 3 0 25 6 705 Medical Arts Building 55802 (218) 722-4110 3 0 99 0 DULUTH, Minn. *"Total Registered .. means the number of men who actually registered for shipping at the port last month. "Registerea on the Beach" means the tMal number of men registered at the port at the end of last month. NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of May was down from the month of April. A total of 1,266 jobs were shipped on SIU-contracted deep gf!a vessels. Of the 1,288 jobs shipped, 596 jobs or about 46 percent were taken by "A" seniority members. The rest were tilled by " B" and "C" seniority people. A total of 165 trip relief jobs were shipp~d- Sinee the trip relief program began on April 1, 1982, a total of 7,638 jobs have been shipped. 22 /LOG I June 1988 51 O N. Broad Ave. 90744 (213) 549-4000 �On Columnist, Shaken, 0 ~ (Editor's Note; The following series of articles was written by San Francisco Chronicle columnist Jon Carroll. We are publishing them here with permission of the writer and the Chronicle in the hope that the message will help someone to recover from alcoholism.) On Saturday, April 9, accompanied by my wife and mother-inlaw, I checked into the Center for Chemical Dependency at Alta Bates Hospital in Berkeley. (The center has since moved to Herrick Hospital.) At the time of my admission, it was suggested by the nurse that I might want to register under a pseudonym. I chose "Herman Melville." An hour later, half-drunk and all scared, I was greeted by my roommate, a young black musician. "Herman," he said, jovially. I had by that time forgotten all about my pseudonym. I thought he was introducing himself. "Jon," I said, sticking out my hand. He looked at .me. "Kenneth," he said. At that moment, I believe we were both convinced that we were about to share a room with a crazy person. At the time of my admittance, my blood pressure was 188/120, despite the fact that I was already taking medicine for hypertension. Both my red blood cell count and white blood cell count were substantially below normal. My liver enzyme numbers, on the other hand, were somewhere above the ozone layer and approaching outer space. The nurse gave me enough Valium to sedate an elephant and sent me to bed without supper. My self-diagnosis at the time was that my diffo;ulties were caused largely by the consumotion of large amounts of vodka per day. Medical expert~ were quick to confirm my assumption _ Hi, I'm Jon. I'm an alcoholic. I don t like the phrases .. recover· ing akoholic or ••recovered alcoholic. Akohoism is a progrt;ssivt;, im;urable and fatal disease. You would no more speak ofa "recover1 11 11 ing alcoholic'' than you would of a ··recovering diabetic. (I don't want to enter the newly heated debate about whether or not alcoholism is a disease; that's not what this column is about. But I would present three pertinent facts: (First alcoholism is the nation's No. 3 killer, ranking behind only heart disease and cancer on the Malady Hit Parade_ Second, the American Medical Association has recognized alcoholism as a disease since 1954. Third, the largest group of sober alcoholics in the world, Alcoholics Anonymous, which has more than I million members, bases its program on the disease model.) But this column, and the ones subsequent, is not about AA. Anonymity is a good idea; I do not choose to mess with it. The Center for Chemical Dependency is not run by AA; indeed, AA runs no treatment centers of any kind. CCD does use the 12-step program developed by AA, but it also uses everything from aerobics to psychotherapy. Nor will these columns detail the history of my chemical dependency. I figure that's pretty much my own business. If you're looking for spicy details, God knows there are enough drunk celebrity as-toldto horror stories in your local bookstore. Finally, these columns are not about temperance. My only reaction to real social drinkers is one of envy . If you can stop whenever you want, if you can leave a wine glass half-full or have just one cocktail, more power to you. I can't. Thirty-one days later, when I left the hospital, my blood pressure was 106/72. My red and white blood cell counts were normal. One liver enzyme count was still slightly elevated; there's a lot of cleaning up to do down there. I had gained five pounds and the rest of my life. What happened in between? 1 ' My Short Time In the Big House I did not know what to expect. There I was at the Center for Chem- the Rocks ical Dependency at Herrick Hospital, a voluntary and indeed grateful patient, just coming out of two and half days of alcohol detox. (Note to beginners: Try never to get yourself into a situation in which you have to endure detoxification from alcohol. It's sort of like 48 hours of continuous dentistry, only all over your body.) If I thought about it at all, I supposed that we would wander around in bathrobes sipping tea. We would sit in the day room and watch television and quarrel over soap operas. We would be taught some sort of craft, perhaps, like knitting. Nope. CCD was a cross between a very good high school and a very bad summer camp, with a little bit of ashram thrown in. I found out later that it had a reputation as a tough program, and it was. Not tough in the Synanon sense-you didn't have to sit in a chair while people screamed ''slime-sucking hairball'' at you for long periods of timebut strict and demanding. You had to be at every scheduled event on time-late twice, and you lose your precious five-hour Sunday pass. No smoking or drinking coffee during meetings or other events. No leaving the room during meetings or lectures. Nurses could and would report overheard conversations; nurses could and would enter rooms at any time. No caffeine. No chocolate. No television. Outgoing calls between 6 and 11 in the evening only. No leaving the unit unescorted except to visit a halfway house or go to a funeral-no weddings; they drink at weddings. In other words. the Constitution as we kow it was suspended at CCD. We were being brainwashed, and they needed our undivided attention. And the loony thing is; We gave it to them. We ~ould have walked out of there whenever we wanted. Pack ·your clothes; snap your wrist band; by-by. But we didn't; we stayed there and went to all the lectures and group meetings; did the homework; read the literature; carried out assignments that went against some of our strongest instincts for social self-preservation. Because our lives had become unmanageable; because we were addicts; because we wanted to alter that situation. Naturally, there was a certain amount of, uh, ambivalence about this lifestyle, a certain amount of circular self-doubt; Remind me once again what the hell I'm doing here . . . oh, yeah, right, vodka and despair. Gee, but I feel fine now ... oh, yeah, right, that's because I'm here. When a likely target of opportunity appeared on the horizon, however, the therapeutic community (that was us) did take the opportunity to fire a few shots across its bow. Like the food. The food was not good. The food was bad. Every week a dietitian would lecture us on good nutrition; she would hand out documents. Some particularly healthy vegetables rated five stars on the chart. None of these vegetables ever appeared on our menus. Sometimes, what we ordered on our menus did not appear on our plates. Sometimes, the plates themselves did not appear. It was like the hospital was at war with itself. I finally figured out why the food was so lousy: It was supplied by Marriott, which owns Host International, the people with a stranglehold on airport cuisine, the masters of captive audience cookery. ©Copyright San Francisco Chronicle. All rights reserved. Next month: The democracy of addiction • . ;·······································:······································~ I SEAFARERS TRAINING & RECREATION CENTER Reservation Information Your Holiday at the SHLSS Vacation Center: What It Will Cost Name: -------'----------------~ S.S.11 _____________ Book 11 _ _ _ __ The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday in Southern Maryland at your home away from home. Address:~~------------------------------Telephone# • Number in Party Date of Arrival: 1st Choice ROOM RATES: Member Spouse Children $30.00 per day $5.00 per day $5.00 per day MEALS: Member Spouse Children $8.50 per day $4.00 per day $4.oo per day 2nd Choice 3rd Choice (Stay is limited to 2 weeks) Date of Departure Send to; NOTE: No lodging or meal charge for children under age 12. Seafarers Training & Recreation Center Piney Point, Md. 20674 (Phone: 301-994-0010) •.•••••.....•......•............................................................ · So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks. June 1988 I LOG I 23 �Seafarers International Union of North America AFL-CIO Washington Report More than 100 of the nation's top maritime leaders gathered for this year's annual Merchant Marine Memorial Service at the Department of Transportation. The service coincided with the official observation of National Maritime Day. National Maritime Day was created in 1933 to promote public awareness of this nation's maritime heritage. It marked the anniversary of the first transatlantic voyage by a steamship, the SS Savannah, May 22, 1819. The Merchant Marine Memorial Service is the only national memorial which honors those American seafarers who lost their lives in service to their country. During World War II alone, 733 American vessels were sunk, and 5 ,638 merchant seamen and officers were lost as a result of enemy action. June 1988 skilled mariners within the next few years. One of the most damning criticisms came from Dr. Alan Cameron, a member of the president's Commission on Merchant Marine and Defense, which recently issued a set of recommendations aimed at reviving this nation's flagging maritime industry. Noting that the members of the commission had spent a year collecting information on the American-flag merchant marine and interviewing representatives from all segments of the maritime industry, Cameron was astonished that the Fletcher study did not even refer to the COMMAD report. A former dean of the Fletcher School, Cameron noted that "if this study had been presented to me, I would have sent it back, because it does not display even a minimal acquaintance with maritime literature or sources, either at the primary or secondary level." Fletcher Study Defense Commission The timing could not have been more ironic. On the same day that the nation was honoring the contributions that American seamen have made to the defense and economic development of this nation, the Fletcher School of Law and Diplomacy unveiled a study which called for the elimination of all federal subsidies to the American-flag merchant marine. The report, entitled "New Directions for United States Merchant Marine Policy: Problems and Perspectives," said that this country's maritime industry had declined to the point where it was no longer feasible to pump any more money into subsidies. The authors of the report, two graduate students from the prestigious Fletcher School of Law and Diplomacy in Medford, Mass., called for an expanded role for the Effective U.S. Control fleet. Emphasis was placed on repealing Subsection F of last year's Tax Reform Act, which made American-owned but foreign-registered vessels subject to federal income tax for the nrst time. The recommendations contained in the study were fairly predictable in light of the fact that it was funded by the (Ole) Skaarup Foundation, a flag·of·convenience think tank. What was not predictable was the near-unanimous rejection of the study by most segments of the maritime industry . "It's full of more holes than a well used dart board," wr6te The Journal of Commerce in a front page story on the seminar. Many members of the audience and some panel members were even more blunt ... It's categorically bad, amateurish, biased, an undergraduate piece of work and most disappointing," said Admiral Harold E. Shear, for· mer head of the Maritime Administration. One b ight note emerged from the day's proceedings~ many of participants praised the high quality of American crews and the successful efforts of American maritime unions in improving shipboard productivity. Andrew Gibson, former head of Marad and now the chairman of Automar, an SIU -con· tracted company, said that American seamen were "the ft.nest in the world, bar none." Two representatives from the military, Brig. General Edward Honor and Ret. Navy Vice Admiral and former MSC Commander Kent Carro11, also praised the quality of American seamen, but warned of a possible shortage of Another major criticism of the report wa its failure to adequately discuss the strategic role played by the American-flag merchant marine in the defense of this nation. It was a busy Maritime Day. On the same day that the Fletcher study was unveiled, hearings were being held on Capitol Hill concerning the recommendations issued by the president's Commission on Me:-chant Marine and Defense. It was the second of four scheduled hearings. While there was mixed reaction to certain recommendations (i.e., shipbuilders were against allowing American operators to build foreign, while many operators strongly supported the concept), there was overwhelming support for the report's central thesis: 'There is a clear and growing danger to the national security." said the report, "in the deteriorating condition of America's maritime industries. 'There is today insufficient strategic sealift, both ships and trained pesonncl, for the United States using only its own resources as required by defense planning assumptions, to execute a major deployment in a contingency operation in a single distant theater such as Southwest Asia. Without decisive action, the situation will worsen substantially by the year 2000. ''Major government effort is urgently required , indeed overdue, to revise our national objectives, policies and commitments in order to reverse the decline of the maritime industries." 24 /LOG I June 1988 Trade Before embarking to the Soviet Union for a summit with Mikhail S. Gorbachev, President Reagan found time to veto the Omnibus Trade Bill because it contained a modest plant closing provision. The veto was easily overriden in the House. Most observers believe, however, that the vote in the Senate will fall short by one or two votes. The legi lation had contained a number of important provisions relating to the maritime industry. ''Despite our objections to one or two provisions in the bill," said Frank Pecquex, director of the SIU's legislative department. "we were strongly in favor of it being pa sed. Something has to be done to reduce the inequities in the international trading system." Legislative, Administrative and Regulatory Happenings "We have a tremendous anomaly," said Al May, executive vice president of the United Shipowners of America. "Never in the past 20 years have the U.S. carriers been in as good a position to expand and prosper." What is needed, in the opinion of May and most other maritime officials, is an effective maritime policy and a more equitable trading system. Sewage Sludge Bill Despite efforts to weaken ex1stmg cargo preference laws, the House of Representatives joined the Senate in strengthening the provisions of the Jones Act by passing S. 1988 which was signed into law June 7. The legislation spells out Jones Act coverage for the transportation of sludge and other "valueless" material within the 200-mile Exclusive Economic Zone. •The SIU strongly supports expanding this promising area of employment opportunities,'' said Augie Tellez, headquarters representative, at the Union's June membership meeting. Alaskan National Wildwife "It is hard to see why absolutely pristine preservation (of the Alaskan National Wildlife Reserve) should take precedence over the nation's energy needs," said The New York Times in a lead editor.al. The editorial, written after news of a negative Interior Department study was leaked to the public, made the following observation: ''The amount of oi that could be recovered from the Wildlife Refuge is not known. But it seems likely that the coastal plain ... CO!Ilt(yrts~rJ!!!!l"-­ several billion ba .. Most [members of Congress] are willing to accept a little environmental damage in return for a lot of oil. Hence the relevance of the experience at Prudhoe Bay, which now yields 20 percent of total U.S. oil production. "No species is reported to be endangered. No dramatic permanent changes in ecology are forecast. Much of the unpredicted damage has arisen because more oil has been produced than originally predicted. Even so, the total acreage affected by development represents only a fraction of 1 percent of the North Slope wilderness.'' Liner Subsidy There is near-unanimous agreement that any improvement in the maritime industry is tied to resolution of the liner subsidy question. Yet according to The Journal of Commerce, ''prospects for passage of maritime subsidy reform legislation this year appear to be very dismal. ..Five bills, including a Reagan administration proposal, are pending, but sources on both sides of Capitol Hill say the legislation is dormant. '•Earlier this year, the House Merchant Marine and Fisheries Committee held a series of hearings on the reform proposals that underscore the differences and difficulties of achieving a consensus ... The only remaining glimmer of hope for action on subsidy reform this year appears to be the effort by the Commission on Merchant Marine and Defense to get an endorsement of its recommendations from executive agencies." (Continued on Page 16.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1988 Description An account of the resource HEADLINES EAST AND GULF COAST BOATMEN AT WORK SERVICES MARK MARITIME DAY SIU BACKS NEW ALASKAN OIL EXPLORATION EFFORT SIU FISHERMAN IN NEW BEDFORD MARITIME DAY- A TIME TO HONOR THE SACRIFICES THE GOLDEN MONARCH IN SAN JUAN UNIQUE UNREP FOR USNS A.J. HIGGINS AND ROYAL YACHT BRITANNIA NEW CHIEF STAFF OFFICER AT MSCPAC CHINA DELEGATION TOURS MERCY ANNUAL OPERATION COOL BARGE UNDER WAY TO ALASKA SHLSS HOSTS DISTINGUISHED GUESTS ONE COLUMNIST, SHAKEN, ON THE ROCKS THE SIU IN WASHINGTON FLETCHER STUDY DEFENSE COMMISSION SEWAGE SLUDGE BILL ALASKAN NATIONAL WILDLIFE TRADE LINER SUBSIDY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 6 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/8f7c8ccaf0fc4238a299dd0efc7ea316.pdf b5b58b6bc130f3d7ec25810d880d5a91 PDF Text Text Official Publication of the Seafaren International Union • Atantlc, GuU, Lakes and Inland Walen District • AFL.CIO Vol. 50, No. 7 July 1988 MICHAEL SACCO IS NAMED PRESIDENT OF SIU he executive boards of the Seafarers International Union of North America and the SIU's A&G District unanimously elected Michael Sacco president to fill those offices which were left vacant by the death of Frank Drozak. Sacco, who is 51, will fill out the remainder of Drozak's SIUNA term, which expires in 1992. Elections for officers of the A&G District will take place in November and December this year. He also assumed the presidency of the 8.5 million member Maritime Trades Department of the AFL-CIO under that organization's constitution. The SIU executive board also named Joseph Sacco, 50, as executive vice president. Others named to the SIU A&G executive board were Thomas Glidewell, now in charge of the Gulf region, and John Fay, who will head up the Great Lakes and Inland Waters District. Other member o the executive board of the SIU · elude Joe DiGiorgio, secretary, and the following vice presidents: Angus "Red" Campbell, Contracts; Jack Caffey, East Coast; George McCartney, West Coast; Roy "Buck" Mercer, Government Services, and Steve Edney, United Industrial Workers. Michael Sacco Before being named executive vice president earlier this year to coordinate the activities of headquarters and the ports, Michael Sacco had served as vice president of the SIU's Great Lakes and Inland Waters division since 1976. He also served as vice president of the Seafarers Harry Lundeberg Schol of Seamanship during that institution's most important period of growth, 1968-1978. As vice president of the SHLSS, Sacco was involved in every aspect of the school's development, from fashioning curriculums to teaching and counseling. Among other things, he helped establish an inland boatman's division and a steward and bosun recertification program. Sacco is an executive board member of the Missouri State AFL-CIO, and served as the secreatary-treasurer of the MTD's St. Louis Port Council. Sacco joi ed the SIU in 1959 and shipped on U.S.flag merchant vessels during the early years of the Vietnam War. After serving in a succession of union posts, he was named vice-president of both the SIUNA and the SIU, where he worked closely with former presidents Paul Hall and Frank Droz.ale. A native of Brooklyn, N.Y., Sacco served in the U.S. Air Force from 1954 to 1958. He is married. He and his wife Sophie have five children. Frank Drozak Dies at 60 Inside rank Drozak, SIU president since 1980, died at Merchant Marine Memorial Dedicated Page 3 his home June 11 following a long bout with cancer. He was 60 years old. Drozak's career with the SIU spanned more than 40 years. He first shipped out from Mobile, Ala. in 1945. Elizabeth Means See SPECIAL TRIBUTE Pages 13-20 Payoffs Pages 4 & 5 In the Gulf With The American Eagel Pages 8 & 9 SIU, UIW, SIU-Pacific District Pension and Welfare Reports Pages 28 & 29 r;, - . ,- . ·- -_ -,.- • -. -. . The former bosun fought in organizing drives in the 1950s, including the Cities Services and Isthmian beefs. He worked as a port agent in New York and Philadelphia. He spent several years on the West Coast coordinating the SIU's Vietnam sealift programs and became an SIU vice president in 1972. He as.sumed the Union's presidency in 1980 following the death of Paul Hall. He was re-elected to the post twice. He is survived by his widow, Marianne Rogers Drozak; a daughter, Sarah Frankie Bell; three grandchildren; a brother, David, and a sister, Mary Alice Walraven. Drozak was buried June 16 at the Seafarers Haven Cemetery in Piney Point, Md. Frank Drozak as he addressed the SIUNA Convention last August in Piney Point, Md. �Presiden 's Report by ichael Sacco SIU Mourns Its Loss We will remember him as a seaman and unionist with great heart and dedication. HE passing of Frank Drozak is a great loss to the Seafarers International Union of North America, to all of its members in the ._,eafaring, fishing and allied trades and to the trade union movement generally. We will remember Frank with gratitude for his unswerving efforts to call attention to the need for preserving this nation's maritime capability and for his constant search for ways and means to protect and expand job opportunities for his Union's membership. Frank assumed the leadership of our Union in a most difficult period, one in which U.S. shipping declined as a result of abandonment by the Carter and Reagan administrations. He recognized that the changing character of world shipping required recognition of the need for the industry to be competitive - not always a popular stance but a courageous and honest one. Frank tackled his responsibilities witllall his heart in the best traditions of his legendary predecessors, Harry Lundeberg and Paul Hall. * * * * * A Time To Move T As the ships were disappearing, the guts and spine were being removed from the Maritime Administration, which in effect went from being the watchdog of the nation's maritime interests to liquidator of what was left. Here we are now at the brink of a new administration. At this point, no one can tell what's in store for U.S. shipping. In these days of non-issue campaigning, no one knows where candidates stand on specifics. But that doesn't mean that the industry can afford to sit still and wait. It had better get itself together, and I mean all of it-all of management and all of labor-and begin discussing and examining ways and means of using all resources available, to be certain U.S. shipping is not allowed to continue downward without a mighty effort on our part to tum things around. It can be done, it's been done before. It's going to take good sense and hard work on the part of every section of the industry. The alternatives make it an absolute must for us to take a good hard shot at the challenge. We of the SIU stand ready to do our share! With the Reagan administration winding down eight years of handling the nation's affairs, the maritime industry has got to feel a sense of relief. Coming on the heels of the Carter administration which never could live up to expectations that it understood the importance of private shipping as an element of the nation's strength, the Reagan years have seen the industry suffer what undoubtedly was the worst overall decline in history. From a few months of promise in 1980 and 1981, when Ronald Reagan himself spoke of the essentiality of a strong U.S. maritime industry and issued a 7-point program for its survival, the picture turned to gloom and despair as his administration quickly and methodically set about dismantling this vital asset. The numbers tell the story. The U.S. private shipping fleet tumbled from 531 vessels in 1981 to 387 as of this year. Teamsters' Presser Dies Jackie Presser, president of the International Brotherhood of Teamsters, the nation's largest union, died July 9. He was 61 years. Presser had been suffering from brain and lung cancer. His death was attributed to cardiac arrest, according to officials at the Lakewood, Ohio hospital where he died. Just last fall, Presser led the Teamsters back into the fold of the AFLCIO, after more than 30 years outside the Federation. The former jukebox delivery boy had recently taken a leave of absence from his post due to illness. Presser took his first union job after he returned from Navy service in World War II. He became a Teamsters' organizer in 1952 and rose through the ranks in Ohio Teamsters locals and in 1976 joined the International leadership. He became Teamster president in 1983. Late last month the U.S. government filed suit against the Teamsters seeking to oust Presser and others and put the union under control of a court-appointed trustee (see editorial page 31). AMERICA WORKS BEST WHEN WE SAY... July 19 8 No Otho Pu icat1on ol Seaarers I rnatJOna Lruon of , A ntic. Gu I. Lakes d lnlmd W ers 0 strict Afl.r 0 Vol. 50, No. 7 Executive Board Mike Sacco President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I July 1988 Joe Sacco Joe DiGiorgio Angus "Red" Campbell Executive Vice President Secretary Vice President John Fay George McCartney Thomas Clidewell Vice President Vice President Vice President Roy Mercer Steve Edney Jack Caffey Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf. Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Navy Honors SIU Crews The crews of three SIU-contracted ships have been cited for their meritorious service to the 6th Marine Amphibious Brigade. The unit conunendation for the entire brigrade includes the SS Sgt. Matej Kocak, SS Major Stephen Pless and SS PFC Eugene Obregon, all three operated by Waterman Steamship Corp. The award covers the period from July 1983 to July 1985. The citation, from the Secretary of the Navy reads: "For meritorious service in connection with the stand-up of the first Maritime Prepositioned Ships (MPS) Squadron from 26 July 1983 to 19 July 1985. During this period, the 6th Marine Amphibious Brigade, Fleet Marine Force, Atlantic, Camp Lejeune, North Carolina enacted plans for receiving, unloading and, subsequently, embarking 9,000 primary end items and 2,862 containers aboard the ships of MPS- I. Through the Management Decision Support System, MPS-1 ships were strategically loaded and provided time saving steps to match up personnel and equipment during the off-load phase. The unit's personnel established plans that would integrate MPS effectively and efficiently into the Marine Corps mission in any global real world contingency. Through the concentrated and dedicated efforts of the 6th Marine Amphibious Brigade, a unique new "Force in Readiness" was provided to the Navy/Marine Corps Team for use by the National Command Authority in the defense of freedom worldwide. By their resolute determination, professionalism, and complete devotion to duty, the officers, enlisted personnel, and civilian employees of the 6th Marine Amphibious Brigade, Fleet Marine Force, Atlantic, Camp Lejeune, North Carolina reflected credit upon themselves and upheld the highest traditions of the Marine Corps and the United States Naval Service. Those cited include: Rooks, C. Sanders, D. Seymour, L.A. Sholar, J.M. Von Rabenstein, C. P. Wells, E. A. Zisis, W. Obregon Kocak Ashman, W. E. Clements, J. W. Deparlier, E. L. Downey, M. S. Fachini, A. Gailas, T. Grimes, Jr., A. J. Hawker, P. M. Higginbotham, B. D. Bartlett, F. L. Bouganim, H. Bowers, P. L. Brown, M. B. Corelli, G. Holmes, M. C. Huggins, W. C. Jensen, H. C. Kelly, L. Perdikis, S. Dinnes, S. J. Johnson, G. F. Lofton, C. J. Lukacs, R. F. Martin, C. H. Martinez, F. V. McDuffie, F. L. Stiller, J. R. Strickland, M. W. Todd, J.E. Walker, Jr., W. A. Weekley, W. C. West, D.R. Zeagler, S. Pless Babin, Jr., L. C. Briggs, Jr., J. Bush, T. J. Byrne, W. S. Callahan, W. T. Davidson, W. L. King, P. G. Martinez, A. E. Mazzara, G. Pierce, J. J. Sosa, J. A. Sparra, A. W. Timmons, D. L. Merchant Marine Memorial Site Dedicated in California Ground was broken in San Pedro, Calif. for a major U.S. Merchant Marine Memorial site, financed in part by a $10,000 donation from the SIU. The groundbreaking took place during Maritime Day ceremonies. The sculpture, which will be the centerpiece of the memorial site, was designed by the late Jasper D' Ambrosi. He died after finishing the model of the statue, but his two sons, Mark and Michael, completed the work. The 17 Y2-foot bronze statue will sit on a 5foot base. The sculpture ~epicts two merchant seamen climbing a Jacob's Ladder following their rescue at sea. The statue will be placed in the John S. Gibson Jr. Park in San Pedro, in front of the Los Angeles Maritime Museum and the entrance to the Ports of Call Village. ~ This is model of the statue which will be placed at the San Pedro memorial site • .... In theme with the ceremonies, an anchor was used to break ground for the Merchant Marine Memorial. This an artist's rendention of what the memorial will look like when it is completed. T July 1988 I LOG I 3 �Port Elizabeth Means Payoff for Seafarers On Sea-Land's Many Ships The Sea-Land Long Beach On the Sea-Land Long Beach at payoff are (seated, I. tor.) FWT Padilla, FWT Alicea, (standing) FWT Miranda, AB Jordan, Oiler Graydon, Oiler McAneney, Electrician Calloe and AB and Deck Delegate Santiago. Here's part of the crew of the Sea-Land Leader at payoff. They are (I. to r.) Chief Cook Clarence Wiley, AB Tom Kilbride, Vassilios Catranos, QMED Douglas Cooper, QMED Edgar Nattiel III, DEU Joseph Bonefont, QMED Vincent Carrao, S/A Ernest Dominguez and Bosun Leon Curry. On the Sea-Land Adventurer are (I. to r.) Bosun Arthur Harrington, AB Bill Dawson, AB Herb Mink and DEU Ali Mohsin. Onboard the Sea-Land Expedition are Chief Steward Lovell McElroy (left) and Chief Cook Raul Gotay. 4 I LOG I July 1988 On the Sea-Land Expedition are (I. tor.) Bosun John Le Vasseur, Electrician W. Walter, DEU George Vistakis, DEU Charles Jackson. Eng. Utility Alfonso D. Bombita Jr., AB J.R. Cavanaugh, AB Jimmie Leaz, OMU E. "Loggy" Young and AB Jim Foley. �Part of the crew of the Sea-Land Integrity at payoff. They are (I. tor.) AB Ishmael Bryab, AB P. Sambula, Partolman John Leiter, QMED Marvin Lamberth and GSU Jackson Fong. The Sea-Land Integrity Rigging the gangway on the Sea-Land Integrity . .............................................................................. SEAFARERS TRAINING & RECREATION CENTER Reservation Information Name:~~~~~~~~~~~~~~~~~~~~- Your Holiday at the SHLSS Vacation Center: What It Will Cost S.S.# Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Telephone# The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday in Southern Maryland at your home away from home. Number in Party Date of Arrival: 1st Choice ROOM RATES: Member Spouse Children $30.00 per day $5.00 per day $5.00 per day MEALS: Member Spouse Children $8. 50 per day $4.00 per day $4.00 per day 2nd Choice 3rd Choice (Stay is limited to 2 weeks) Date of Departure Send to: Seafarers Training & Recreation Center Piney Point, Md. 20674 (Phone: 301-994-0010) NOTE: No lodging or meal charge for children under age 12 . So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks. ......•..•••............•.•......................•............••.•...••..•..... July 1988 I LOG I 5 �Program Can Cut Expenses A Look at SIU Preferred Provider Health Care • For several years, the Seafarers Welfare Plan has been implementing an overall medical benefits cost con..ainment effort. The program includes the Claims Department Medical Audit Program, participant audits and the Seafarers Preferred Provider Program. The purpose of these cost containment programs is to ensure that Seafarers and their families continue to obtain quality medical care and, at the same time, help the Plan combat the continuing rise of hospital and medical costs. The various cost containment programs will be explained in periodic articles in the LOG. This month the Seafarers Preferred Provider Program will be examined. The Seafarers Welfare Plan has chosen clinics and hospitals in the ports of Seattle, San Francisco and Honolulu to participate in the programs. In the near future, this network will expand and eventually include the majority of ports across the United States. WHAT IS A PREFERRED PROVIDER HOSPITAL? For the purposes of this project, a Preferred Provider Hospital is a medical facility which agrees to provide services to Seafarers and their families for a negotiated reimbursement rate. Generally, there will be only one Preferred Provider Hospital in each port. WHAT IS THE PURPOSE OF THE PREFERRED PROVIDER ORGANIZATION (PPO)? The purpose of a PPO is to give Seafarers and their families an opportunity to be served by one facility which will become aware of the needs of men and women working in the maritime industry, and the particular needs of their families _ This arrangement will allow mem· bers and their dependents who are in need of medical attention to use a hospital which is familiar with the Seafarers Welfare Plan and the claim's payment procedures. This arrangement also allows the Plan to have a continuing relationship with a hospital, so that if there are disputes which come up concerning payment of claims, they may be resolved quickly and with a minimum involvement of the members or their dependents. Since the closing of Public Health Hospitals in 1981, Seafarers have used many different facilities in their home ports as well as when they were in unfamiliar U.S. ports. Establishing a PPO arrangement with one hospital will offer Seafarers the opportunity to get medical treatment at a hospital which will provide excellent care and will welcome Seafarers and their families . HOW WILL TIDS PROGRAM WORK? As with any other hospital admission, in order to use a particular facility you must use a doctor who has priv6 I LOG I July 1988 ileges at the hospital. Most of the PPO hospitals will have outpatient clinics as part of their facility. By choosing a doctor from that clinic, should it become necessary for you to be admitted to a hospital, you should have no trouble being admitted to the PPO facility. For example, if you are having back trouble, you would go to the clinic at that facility and ask to make an appointment with an orthopedist. If you feel this doctor suits you, he would become your regular doctor. And if you should need to be admitted for an operation, you would receive treatment at the PPO facility. If your doctor does not have privileges at the PPO facility, the chances are you will not be able to use the PPO hospital when you or your family need in-patient treatment. As the PPO hospitals are among the biggest in the city, there will be many doctors in each specialty to choose from. In non-emergency admission situations, you or your dependent would go down to the hospital's admissions section to check into the hospital. At that time the hospital staff would provide you with a Seafarers benefit application to be filled in. Once this application and other hospital forms are complete, in most cases, this would be all that is required of the member or his dependent. The hospital will forward all forms and bills directly to headquarters _ At the time of admission, the member's eligibility will be checked by telephone with headquarters in Camp Springs. By checking eligibility before services are provided, it will be determined at the outset who will be responsible for payment, and this will prevent disagreements later on. In some instances, the PPO hospital will also be the clinic performing the fit-for-duty and other employment-related physical examinations. Your Port Representatives will notify you of any changes concerning the clinics. • using a facility which is familiar with our organization and whose staff is familiar with the unique needs of our membership and their families. • streamlined claims procedures for members and dependents using this facility. • use of these hospitals will allow the Plan to monitor the claims to make sure the hospital is offering their services efficiently and maintaining high standards of quality of care. • if the hospital sees that many Seafarers and their families are using the facility, the hospital and Plan will be able to maintain the reasonable rates for services. This, in tum, will allow the Plan to keep a lid on rising health care costs and use these savings to the benefit of members and their dependents. The following hospitals have contracted with the Seafarers Welfare Plan to provide clinic and hospital services; Virginia Mason in Seattle, St. Mary's Hospital in San Francisco and Straub Clinic and Hospital in Honolulu. Future LOG articles will feature these facilities to inform Seafarers and their families of the services and special features of each preferred provider facility. This program is an ambitious one, and in order to make it work it needs the full support of the SIU membership and their families. The Welfare Plan would like to hear about your experience with the existing clinics or your thoughts about this type of program. Please write to: PPO Coordinator SIU Headquarters-4th Floor 5201 Auth Way Camp Springs, Md. 20746 ~ Personals Larry Albert Lynch Please contact Floyd Mullins collect at (209) 537-2717. In Memoriam DEEPSEA Wilfred Bennerson William Anderson Harry Bammarito Joseph Basch Gay Bentley Frederick Brown John Calhoun Curtis Clark William DeGroat Daniel Enos Frank Gages Ramiro Gonzales Norman Hall Dobromir Kosicki Francisco Nadal Raymond Orso Leo Strange Edward Sellers Robert Smith Reginald Thomas Chester Miller WILL I BE ABLE TO USE THIS HOSPITAL IF I DO NOT HAVE ELIGIBILITY FOR WELFARE COVERAGE? It is possible for you to use the PPO facility if you do not have eligibility for welfare benefits; however, you would be responsible for the payment of the hospital bills just as you would be at any other facility. INLAND Niblet Oliver Guy Reagan MUST I USE THE PREFERRED PROVIDER HOSPITAL? The use of the PPO hospital is voluntary. If a member or dependent chooses a facility other than the PPO hospital, there is no effect on the benefits which will be provided by the Plan. There are, however, many advantages to using the PPO hospital such as: • obtaining services at a facility which offers quality care for a reasonable cost. Stanley Marvel Glen Wheeler Patrick Scanlan Larry Walker Norfleet Burke Anthony Conti William Culpepper · Albert Windley GREAT LAKES Edward Murphy John McDonald �~ I 11 I i ~i ·~ .;.~· · a geA re ge~ ,. . .="·".:;;:;r-:=~::'&.~!r:rmxx:·~;.:;;.::;...:,:;~i....,~~ID Rivers Shrink in Face of Massive Drought The worst drought in years has seen the Mississippi River shrink to some 20 feet below normal levels, and dozens of tugs and barges have become stuck, halting traffic up and down the river. ••It's having a tremendous effect here, slowing down shipments, and some boats have been laid up," said St. Louis Port Agent Tony Sacco. Most of the problems have happened on the upper portions of the river. New Orleans Patrolman Nick Celona said operations around that Gulf port are pretty much normal. Channels in the river have become both more narrow and shallow as the lack of rain dries up the river. New limits on the number of barges allowed in a tow have gone into effect. The Army Corp of Engineers has seven dredges working the river. As tows become stuck, traffic is tied up along the river. At one time late last month, more than 1,800 barges were trapped on the Mississippi near Greenville, Miss. after a tow hit a sandbar. Most of the navigation problems are at sharp, Z-shaped turns in the river where tows must move to the extreme Dixie Orders New Chemical Barges SIU-contracted Dixie Carriers has ordered three modern and sophisticated chemical barges which could boost their business on the Gulf-Intercoastal Waterway. The barges are the ··most unique in the inland trade, .. said Dixie President Joe Pyne. They will be able. to carry any type of non-pressurized chemical. The barges are basically scaled-down versions of parcel tankers. Each barge will be double-skinned with a capacity of 2,000 meteric tons and will be 218 feet long and 52.5 feet wide. They will have six stainless steel tanks. which is the preferred tank material because it cleans easily. Also each tank will have its own pump, further reducing the chance of contamination. Dixie will operate the barges under contract from a Norwegian shipping company. Pyne said the use of these parcel barges could be a growth area for the inland industry. side of a navigable channel in order to change direction. As they make that move, they risk running aground into the side of the channel and destroying the channel wall. Some problems have been reported along the Ohio River, but the Corps of Engineers said that river's system of locks and dams, along with water released from various flood control reservoirs, has helped keep barge traffic moving. Barges have been forced to carry lighter loads, however. There is little relief in sight, and both rivers will probably drop even further unless major rainfalls occur. One barge industry leader said it would take a hurricane to bring the river levels back to normal. While most attention has focused on the rivers, the Great Lakes have also been affected by the drought. No where near as serious as the river levels, lower lake levels have forced ships to reduce their loads by about a foot to 15 inches less to be able to navigate along the Cuyahoga River and other Lake Erie terminals. 3,500 tons in some areas. In Cleveland, vessels hauling ironore, stone and coal are loading about Orgulf's Peter Fanchi Onboard Orgulf's Peter Fanchi are (front, I. tor.) Tom Baver, lead deckhand, deckhands Paul Sturmamatc and Doug Haston (rear) Deckhand Darren Curry and Cook Dorlis Armstrong. Dispatchers Report for Inland Waters JUNE 1-30, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ...... ... .. .............. Philadelphia ....................... Baltimore .. __ ..................... Norfolk Mobile ........................... New Orleans . . . . . . . . . . . . . . . . . . . . . _. Jacksonville .... . . . . . . . . . - . . - . - - . - . San Francisco ............... _. ..... Wilmington ........................ Seattle ......... _................. Pueno Rico Houston .......................... Algonac . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis ......................... Piney Point ... .................. ... Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . o o o, o o o o o o ••••••• o , o , o , o o o o o o I o I o I o I o I o I I Io I I I I I I Port New York ...... ... ............. . .. Philadelphia Baltimore ......................... Norfolk Mobile ........................... New Orleans ....................... Jacksonville ....................... San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ........................ Seattle ........................... Puerto Rico Houston ........................ - . Algonac .......................... St. Louis ...... ....... ........ .... Piney Point ........................ Totals .. ... ................. ..... o o o o o o o o o o o O o I I I I If o o o o o o o o o Oto o 0 I I I I I I If I I I I O I I I I I I I I I I I I If f I I I I I I I It It Port New York ......................... Philadelphia ....................... Baltimore ......................... Norfolk .......................... Mobile ........................... New Orleans ....................... Jacksonville ....................... San Francisco ...................... Wilmington ........................ Seattle ........................... Puerto Rico Houston .......................... Algonac .......................... St. Louis .. _...................... Piney Point ........................ Totals ........................... I I I If I I I I 0 0 0 O 0 O O '' •'' '' 0 2 7 47 0 0 0 0 3 0 0 1 22 0 0 82 0 1 0 6 0 0 0 0 0 0 0 1 14 0 0 0 0 0 2 0 0 0 0 0 1 0 0 0 0 5 TOTAL SHIPPED All Groups Class A Class 8 Class C DECK DEPARTMENT 0 0 0 0 3 0 28 5 0 0 1 0 0 1 0 1 15 0 6 0 0 0 9 0 1 0 5 0 0 0 54 0 0 15 0 0 4 0 0 2 0 8 28 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 22 3 0 0 0 4 0 0 0 0 0 0 0 0 7 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 11 4 2 115 15 30 0 0 16 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 0 4 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 12 0 0 0 0 0 1 16 STEWARD DEPARTMENT 0 0 0 0 0 0 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 3 0 20 0 0 4 0 1 0 '"'"REGISTERED ON BEACH All Groups Class A Class B Class C 0 4 5 58 0 0 0 0 50 0 0 2 54 0 0 28 173 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 14 0 0 0 0 25 0 0 0 31 0 1 0 22 0 0 0 0 31 0 0 0 17 1 0 72 0 0 0 6 0 1 0 0 6 0 0 0 11 0 0 0 0 24 0 0 0 7 0 0 0 0 0 0 0 72 3 0 0 0 0 0 3 0 0 0 0 21 0 9 0 0 3 0 6 0 42 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2 0 0 0 0 0 0 5 0 4 1 0 2 0 0 0 0 0 0 0 0 2 56 20 16 74 17 30 301 116 60 0 33 0 0 0 16 0 0 13 0 0 0 4 0 0 11 0 0 0 0 0 0 TAKE CARE OF YOURSELF Totals All Departments ................ Support SPAD *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. July 1988 I LOG I 7 �Gulf ·convoy American Eagle's Dangerous Voyage Includes Look at Life in the Middle East Being part of a 15-ship convoy in the Persian Gulf was all in a day's work, said Michael Meany, who recently signed off the American Eagle after a six-month stint as chief steward. Still, it got a little hairy at times, especially when the Syrian-flag tanker nearby was under attack from an Iranian frigate. The 15-ship convoy (3 Americanflag, 12 foreign) was part of an effort by the American government to relocate a base from Sudan to Bahrain. The American Eagle had to travel through the Suez Canal down the Nile to get to Sudan. "It was an incredible trip," said Meany, who took pictures of his experiences: the Suez Canal, a picturesque Sudanese marketplace, and most vividly, a helicopter mission onboard the American Eagle. "I'm really glad we had that sealift course at Piney Point,'' said Meany. "Everything wound up being pretty much routine, and we didn't have to use much of our training, but it sure was good to know what to do in case there was a real emergency.'' The warship accompanying the convoy was the Samuel Roberts, said Meany. He became friendly with one of the crewmembers who came onboard, Signalman Serge Kingery, who was on the ill-fated S.S. Stark. During a stop in the Sudan, crewmembers went ashore and visited this marketplace. The Seafarers onboard tht Attttrican Eagle worked closely with its U.S. Navy escorts during tbe Gulf voyage. Here a sailor is transferred back to the escort ship Samuel Roberti via helicopter. Photos by Mike Meany Not every vessel in the Gulf is a commercial or warship. Chief Steward Mike Meany (left) and Chief Cook Brantley Young. 8 I LOG I July 1988 �The U.S. Navy warship Samuel Roberts protected the convoy. GSU Larry Aldries takes a break on deck. A mosque in Bahrain AB F. M. Rose Crewmen from the Roberts come aboard the Eagle. Life along the docks is a world apart from modern American ports. Above, workers find shade for an afternoon break. Below, it takes dozens of workers to move cargo by hand. Chowtime's a welcome break on the Eagle. July 1988 I LOG I 9 �This Bud's for the USNS Navasota by Bob Borden, PAO, MSCPAC I a tough way to earn a cold beer, but the crew of the USNS Navasota recently took advantage of an MSCPAC instruction that allows the consumption of beer while on high-tempo operations in the Indian Ocean. Since early February, the Navasota has been underway supporting ships operating in the waters of the Arabian Sea and those headed for the troubled Persian Gulf. Her performance has drawn praise from units refueled by her, including a personal note to the ship's master, Capt. C. L. Becker, from Commander, Cruiser Destroyer Group Three, who said: "Many thanks to you and the outstanding crew of the 'Battle Oiler.' Truly, without you, our operations would not have been possible." T'S After the Navasota completed her first 45 consecutive days at sea operating in the Indian Ocean, the ship held a fantail cookout. In accordance with MSCPAC Instruction 4440.7A, which explains the policy of consuming beer at sea, the crew and military detachment were allowed a maximum of two beers. Navasota personnel had to wait another 45 days at sea before they could enjoy one more cookout with beer. The final event took place in mid-May before the ship returned to Subic Bay in the Philippines. Capt. Becker said both cookouts with beer and soft drinks were a success and a welcome break from the ship's busy operational schedule in the Indian Ocean. Key parts of MSCP AC Instruction 4440. 7 A include the following guidelines for drinking beer at sea: MSCPAC New Briefs. -Chief Cook Calvin Williams, a longtime MSTS and MSCPAC employee, retired in May after 42 years of government service. Williams will always remember his first month of employment with MSTSPAC. A couple of weeks after he was hired in August 1950, he was serving on the hospital ship the USNS Benevolence. when it was struck by another ship and sunk five miles west of the Golden Gate Bridge. Williams stayed afloat in a life preserver for two hours before he was picked up by a rescue boat. After that incident. he wasn•t sure if he wanted to remain with the maritime organization. He finally returned to his Bay Area hotel, only to see it burning to the ground with all hi possessions inside his room. LLWith no money and no clothes, I didn't have a choice about a career after that,•• joked Williams. "I had to stay with MSTS." Williams was joined in a small cer· emony at MSCPAC in May with Nina J. Olsen and Donald L. Gould. Olsen , a computer specialist at MSCPAC , received a pin and certificate for her • • 20 years of government service. Olsen's entire government career has been spent at MSCPAC. Gould, a deck engine machinist, was recognized for his 40 years of government service. After spending a few years in the Navy, Gould joined MSTSPAC in 1951 as a fireman. He spent the next 18 years aboard the USNS Sultan until the troop ship was laid up in 1969. -Comptroller employees Robert Sciba and Eva Lee were named that department's Employee of the Month for April and May, re pectively. Sciba, a five-year MSCPAC purser who ' s served aboard the Mispi/lion, Ponchatoula, Passumpsic , Mizar and Mercy, was praised for training new junior purser candidates in "real" purser situations. Ms. Lee, a fiscal accountant. was selected for Comptroller Employee of the Month because of her quality work performance, her pleasant manner and her willingness to assist ashore and afloat customers. -Capt. Nathan E. Smith, who served as temporary master aboard the USNS Joining in a small retirement ceremony at MSCPAC are (I. tor.) George Grier, Capt. W.T. Dannheim, Calvin Williams and Donald Gould. 10 I LOG I July 1988 USNS Navasota • The instruction applies only to MSCPAC vessels operating in the Indian Ocean. • Before a ship departs for Indian Ocean operations, the beer is purchased from a Navy exchange. The amount of beer purchased depends on the ship's complement and the 45 day increments of the underway schedule. • Beer is issued only after the ship has accumulated 45 consecutive days at sea and is not scheduled to arrive in a liberty port prior to 50 days at sea. • Only two beers per person will be issued during "Beer Call." Beer is not allowed to be traded or sold among crewmembers. A list is used to record all beer issues . • Issuance of beer at sea is normally accompanied with a cookout or barbecue. Beer is opened when issued. Canned soft drinks are made available to non-beer drinkers. Kilauea while the ship was deployed to the Indian Ocean from October to January, received a Special Act award from MSCPAC in recognition of his outstanding performance aboard the ammunition ship. During the Kilauea 's Indian Ocean voyage, the ship's air operations moved 2,078 passengers, 780 tons of freight and 389,905 pounds of mail without a single accident or incident. The Kilauea and HELSUPPRON FIVE DET FOUR received Battle Group Alpha's "Most Valuable Player" award during the ship's deployment. Capt. Smith was at MSCPAC headquarters in early June to receive his Special Act award and a $1,500 check for his superb performance aboard the Kilauea. engraved MSCPAC plaque and 72 hours of special liberty. -MSCPAC's Sailor of the Quarter for afloat and ashore billets (January-March 1988) was announced recently by Capt. W. T. Dannheim , USN , COMSCPAC. ETI John Gemmell of the USNS Passumpsic was recognized for his revitalization of an undermanned electronics shop. Through Gemmel's training of work center personnel to get them thoroughly familiarized with shipboard systems, the Passumpsic was prepared for a high level of operational readiness. RM2 Cynthia L. Hughes was named the ashore SOQ for her outstanding performance of duty while serving as communications leading petty officer and NWPL custodian at MSCP AC. Her knowledge of the NWPL enabled her to assist in the establishment of several military department libraries. Both sailors received a certificate of achievement, an -The second annual MSCPAC golf tournament was held in Alameda June I. Low gross winner was Lt. Rod Linville who shot an even par 71. Low gross runnerup was Bob Borden with a 74 . Linville also captured low net honors. His l I handicap gave him a net 60. Low net runnerup Was Capt. Harry Lara, the former MSCPAC transportation chief, with a 61. -MSCPAC staffer George Bruno, head of the tanker branch and a Naval reserve captain in command of MSCO Concord 220, participated in the Navy's physical readiness test in early June and showed why he's getting better with age. Bruno , 46, surpassed the " Outstanding Level" for 17-19 year-olds males, the highest mark on the physical readiness test. He completed 96 situps, 73 pushups and ran 1.5 miles in 11 minutes. -Chief Engineer Steve W. Cox, a 27year federal employee, died May 22 after a bout with cancer. Cox, 60, is survived by his wife, Anita, who resides in Incline ViJlage, Nevada. -Utilityman John J. Wilson, with three years of federal service, suffered a stroke aboard the USNS Ponchatoula and died May 22. Wilson, 69, is survived by his two children. -AB Earl W. Sandidge Jr., a 30-year federal employee, drowned near Norfolk, Va., on April 14. Sandidge, 58, was last assigned to the USNS Zeus. He is survived by his two children. �MSCPAC On Exhibit in Oakland Labor Briefs JOSLIN, Ill. (PAl)-IBP, Inc. agreed to recognize the Food and Commercial Workers as the representative of l, 700 workers at IBP's meatprocessing plant here after the Illinois Labor Dept. said a majority of workers had signed union authorization cards. UFCW President William H. Wynn expressed hope that IBP' s acceptance of the card check rather than forcing a more time-consuming election process "heralds the start of an improved relationship between the union and IBP, built on mutual cooperation and understanding and benefiting both the workers and the company.'' The UFCW aJso represents 2,800 workers at IBP's Dakota City, Neb., plant. ..... A 20-foot MSC container which displayed captioned photos telling the story about the Military Sealift Command was used at two separate events in May. Hundreds of people attending Oakland's World Trade and Maritime Day on May 21 took a look inside the van and left with a colorful MSC poster. In the spirit of the Unified Transportation Command, MSCPAC shared space inside the container with MTMCWA. Earlier in the week, the same display was used at the National Defense Transportation Association's symposium held at the Presidio in San Francisco. FORT COLLINS, Colo. (PAl)-Workers at Anheuser-Busch's new brewery here voted 222 to 53 for a union shop. The Teamsters said the victory was particularly rewarding because Colorado is a right-to-work state. Colorado is the only right-to-work state in the nation that allows a union shop when employees under contract approve it by a 75 percent margin. AnheuserBusch recognized the IBT as bargaining agent in February 1988 after the union provided proof that a majority of the workers sought its representation. Personals Mike Bullen Please contact John Thompson-bosun, USNS Antares, Sealift Terminal, 9810 August Rd., Jacksonville, Fla. 32226. Cecil Ayers Perry Ellis would like to get in touch with you. Please write him at P.O. Box 123201, Ridglea Post Office, Fort Worth, Texas 76121. Raymond Hill MADRID, Spain (PAl)-The International Metalworkers' Federation OMF) Central Committee meeting here expressed support for the striking Inter- Raymond Hill would like to hear from any of his seafaring friends. Please write to him at Route 3, Box 4444, Hagerstown, Maryland 21740. national Jai-Alai Players Association, Jack Sommers the Auto Workers' "'Washington Re- Please contact an old shipmate, James Peterson, at 1483 Judson Way, Chula Vista, Calif. 92011. port" said. The IJAPA voted to affiliate with the UAW in June after striking eight companies in Florida, Connecticut and Rhode Island in midApril. The UAW said unfair labor pradic;es against the players have included threatening Basques with the loss of their visa status and return airline tickets to Spain. About 70 percent of the UAW-represented Jai Alai players come from the Basque country. WASHINGTON (PAl}-The AFL-CIO Industrial Union Dept. 's Committee on Pension and Benefit Fund Policy has commissioned a study of benefits in the 21st century. Clothing and Textile Workers President Jack Sheinkman, who chairs the committee, said the study will be directed by Howard Young, an actuary who recently retired from the Auto Workers and now teaches at the University of Michigan. The study will focus on the impact of political, population and other changes on benefit structures and needs as the proportion of Americans over age 65 greatly expands in the next century. WASHINGTON (PAl)-The Associated Clerical, Office, Laboratory and Technical Staff of the University of Maine (ACSUM), a National Education Association affiliate, won $2.7 million in pay equity raises for most of the 1,000 clerical workers at the university. After an ACS UM study demonstrated sex and race bias in the university's job classification system, the employees worked with the university administration to develop a bias-free system with pay equity raises that will be implemented this summer. Are You M·ssing lmpo ant Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. ------------------------------~---~------------------------Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT HOME ADDRESS Social Security No. Phone No. ( Your Full Name Street Apt. or Box# Book Number ) Area Code D State City SIU D UIW D Pensioner ZIP Other-------- UIW Place of Employment _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ This will be my permanent address for all official Union mailings. This address should remain In the Union file unless otherwise changed by me personally. (Signed)------------------ -----------------------------------------------------------~ July 1988ILOGI11 �Where to Find WW II Vets Information The Veteran's Administration has issued the following list of agencies and their addresses for WW II merchant marine veterans seeking disability compensation and medical benefits for service-connected injuries and illnesses. Records of merchant seamen trained by the U.S. Maritime Service. Requests for information should include the name the seaman used during training, date of birth, and social security number. Write: National Personnel Records Center Civilian Records Branch 111 Winnebago Street St. Louis, MO 63118 Information Sources for World War II Merchant Seamen Seeking Benefits and Services from the Veterans Administration for Service-Connected or Service-Aggravated Injuries or Illnesses. The Veterans Administration (VA) may pay disability compensation and provide medical services to World War II merchant seamen with veterans status under Public Law 95-202. Merchant seamen must be able to document their claim for compensation by providing substantiating information. The following is a list of facilities that maintain merchant seamen records. The records may contain material relevant to a compensation claims case. Medical information on merchant seamen treated at U.S. Public Health Service Hospitals (former marine hospitals). Requests for information should include the name the seaman used as a patient, date of birth, social security number, Z-number, location of hospital where treatment was received, approximate date(s) of treatment, kind of information being requested, how it is to be used and where the information should be sent. If request for information is on behalf of a merchant seaman who is deceased or incompetent, a death certificate or proof of incompetency must be provided. Requester should al o state their relationship to seaman. Write: Health Data Center GWL Hansen's Disease Center Carville, LA 70721 The U.S. Coast Guard has information on specific vessels a merchant seaman may have served on. Requests for information should include u:s. Coast Guard Z-number, date of birth and name the seaman used when sailing. Write: Commandant U.S. Coast Guard (GMVP·l) 2100 Second Street, SW Washington, DC 20593 Academic, medical and training records of seamen who were enrolled as cadets at the U.S. Merchant Marine Academy. Requests for information should include name the seaman used as a cadet, date of birth, social security number and dates of enrollment. Write: U.S. Merchant Marine Academy Kings Point, New York 11024-1699 Attn: Director of External Affairs Attn: Director Information on merchant seamen who received medals and decorations. Government files may contain information about the basis for which the medal award was given. Requests for information should include the full name of the seaman, U.S. Coast Guard Z or Book number, and World War II home address. Write: U.S. Department ofTransPQrtation Maritime Administration-MAR 250 Office of Maritime Labor & Training 400 Seventh Street, SW Washington~ DC 20590 Vessel Status Cards that identify vessels owned or operated by the War Shipping Administration (WSA) and articles of vessels owned or controlled by WSA that suffered war damage may be available at Maritime Administration. Requests for information should include the name of the vessel. Write: U.S. Department of Transportation Maritime Administration-MAR 573 Chief, Division of Statistics 400 Seventh Street SW Washington, DC 20590 Attn; Seamen Awards Seafarer. International Union of North Amcnca. AFL-CIO July 1988 LccJJlalivc . lldmini>trativc Dnd Regulatory Happening< (Continued from Page 32.) differential subsidy funds for 12 foreign-built container vessels. The bill is ''vitally necessary if the U.S. merchant marine is to be competitive for the essential trades of the United States," said Inouye, who noted that the bill would not hurt other U.S. liner operators nor would it affect e.xisting cargo preference laws. It is not, he emphasized. a substitute for reform of the liner subsidy program. Minimum Wage The House of Representatives is expected to vote on the Fair Labor Standards Amendments of 1988 later on this month. The legislation would raise the minimum wage to $4.55 in three stages by 1991. The minimum wage has remained static since 1981 while inflation has increased dramatically. "It is only fair that this legislation be passed," said SIU's Sacco. "The SIU strenuously opposes any move to weaken the bill through the passage of amendments authorizing a sub-minimum youth wage.'' 12/LOG/July 1988 Procedure and Charter Bill The House Merchant Marine and Fisheries Committee has been holding hearings on H.R. 4662, which would authorize the federal government to build vessels for charter to private industry. The legislation has divided the maritime industry. Some operators feel that it could give the industry a badlyneeded boost in the arm. Others are convinced that it would upset the domestic trades. Sewace Sludge At the very same moment that seg, ments of the maritime industry were celebrating passage of a bill clarifying the Jones Act to include the transportation of sewage sludge, legislation outlawing the carriage of such products was being introduced in both the Senate and House of Representatives. The SIU has strongly backed enactment of the Sewage Sludge bill. The Union also felt that there was a tremendous opportunity for growth in the industry. In addition, the legislation marked the first time that the Jones Act was unequivacably applied to the 200 mile exclusive economic zone. Trade Bill Prospects for passage of a trade bill picked up dramatically when Democrats in the House and Senate decided to introduce a separate piece of legislation dealing with the issue of plant closings. Most Democrats, as well as the labor movement and many local governments, remain committed to the concept of plant closing legislation. The political reality, however, is that the Democrats can't muster the necessary two-thirds vote to override President Reagan's veto of the Omnibus Trade Bill. By separating the two bills, Democratic leaders are convinced that they can win the necessary two or three votes needed from Republican lawmakers who face difficult re-election campaigns this year and who won't be on record as opposing plant closing legislation. The stripped down trade bill contains several items of interest to the maritime industry, including one which would enhance the powers of the Federal Maritime Commissioner to pursue matters involving unfair trade against American shipping companies. Unfortunately, the legislation does not contain an auto-carriage provision, which was deleted injoint conference. And it does not contain a ban on the export of refined Alaskan oil, which was dropped in the unsuccessful attempt to gain the three votes needed to override the president's veto in the Senate. �Frank Drozak Is Dead at 60 F rank Drozak, the tenacious, twofisted bosun who led the Seafarers Union during one of maritime's most tumultuous periods, died of cancer at his home in Alexandria, Va. on June 11, 1988. He was 60 years old. Drozak was buried in a simple ceremony at Seafarers Haven, a cemetery for seamen which he had built across the river from the Seafarers Harry Lundeberg School of Seamanship. He now rests alongside such friends and co-workers as Frank Mongelli, E.B. "Mac" McAuley, Jimmy Golder and Bob Vahey. "Piney Point was his port, his safe haven," said SIU SecretaryTreasurer Joe DiGiorgio in a moving graveside eulogy. "Frank Drozak's leadership, compassion and guidance will be sorely missed," said Mike Sac.co, who was sworn in as president of the SIU after a unanimous vote of the Union's executive board on June 15. HHis death will leave an immense void in the maritime industry," said Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee. "We are better and thi5 labor movement is strong because he came among us, 11 AFL-CIO Secretary Treasurer Thomas R. Donahue said in his heartfelt eulogy during final service~ at the Seafarers Harry Lundeberg School. "I am sure that Frank Drozak will take his place among such figures as Paul Hall, Joe Curran and Harry Lundeberg," said Shannon Wall, executive vice president of District 1-NMU. "Maritime has lost one of its own," said Rep. Helen Bentley (D-Md.) in a statement included in the Congressional Frank Drozak Record. "Frank's death brings sorrow to trade unionists around the world, at sea and ashore," said AFL-CIO President Lane Kirkland. "He will be remembered by the national leaders who relied on his counsel, as well as by union members in every craft whom Frank helped rescue in a thousand strike emergencies." uring his eight years as SIU president, Frank Drozak was a leading spokesman for workers' rights. He opposed the administration's repeated attempts to cut federal spending for maritime and social programs, saying that this would weaken this nation's sealift capability and create a two-tiered society of haves and have-nots. His agenda was shaped by an historical accident. He asswned office during D the 1980 presidential campaign. He died just as the Reagan "Revolution" was winding down, when the shipping industry was still mired in a decade-long depression. Under Drozak's stewardship, the SIU was able to sign up hundreds of new jobs for its members in the military sector, expand membership services through the implementation of innovative programs and upgrade its training and educational facilities in Piney Point. These accomplishments occurred during a time when the American-flag merchant marine had declined by more than one-third, from 600 vessels in 1980 to 360 today. Institutions like U.S. Lines and the National Maritime Council, which many in the maritime industry thought would last forever, have simply ceased to exist. nder Drozak's stewardship, "the SIU operated a formidable political apparatus,'' wrote Robert F. Morison in The Journal of Commerce. "The Seafarers, small in number compared to the other national unions, ~onsistently U - continued next page With Joan lngrao, exqcutive necretary-treaaurer of the AFL-CIO Mmitimo At the Democratic National Committee's Platfonn Committee in January 1980 urging a commitment to a strong national maritime :policy. Trades Department, one of his mentors, his strongest ally in tho labor movement, and a close friend. In Nicaragua in 1982 meeting with l~bor leaders and pledging support for a free and democratic trade union movement in Central America. Special Section At the House Merchant Marine and Fisheries Committee in 1984 urging national support for ailing U.S~flag merchant marine. July 1988 / SEAFARERS LOG/ 13 �What They Are Saying... rank Drozak guided the Maritime Trades Department through eight of the most difficult years we have ever encountered. He never wavered from our true course of bringing a better life to working people through the trade union movement. He was particularly effective in the legislative and political fields, which are so vital to the MID and its 44 affiliated unions. Time and again his testimony was instrumental in convincing Congress of the rightness of our cause. His contributions to the MID, as well as the entire labor movement, will long be remembered. -Jean Ingrao, Executive Secretary-Treasurer F Maritime Trades Department, AFL-CIO ranked high on the list in dollars donated to congressional and presidential campaigns." Because of this, the SIU played an important role in preserving the ban on the export of Alaskan oil and in fighting back repeated attempts to weaken the Jones Act. Drozak was considered one of the architects of the Cargo Preference Compromise of 1985, which preserved the P .L. 480 program in the face of fierce attacks from agricultural groups. As a result, American-flag cargo preference With Riley Regan of the National lrultitute on Alcoholiam At the SIU-SJ)Omored seminar on alcohol nddietton mid treatment at Piney Point in February 19'76. requirements for certain kinds of government-impelled cargoes were raised from 50 to 75 percent, safe-guarding thousands of jobs for American seamen and shoreside workers. During the last two years of his life, Drozak was instrumental in forging coalitions to remove transportation from the provisions of the Canada Free Trade Agreement, in fighting for a Trade Bill that would give American shipping companies equal access to foreign markets and in speaking out against attacks on the integrity of the American registry, most notably, the reflagging of 11 Kuwaiti tankers. rozak was a vice president of the AFL-CIO and a valued member of the Federation's ex· ecutive council. He was also head of the 8.5 million member Maritime Trades Department. He was only the third person to head the Seafarers International Unio11 of North America, following two legendary leaders, Harry Lundcberg and Paul Hall. He was ~lso president of two SIUNA D With Mrs. Harry Lundeberg and west coast maritime labor leaders Paul Dempster, SUP president and Ed Turner, former president of the Marine Cooks and Stewards at the rededication of the memorials to Lundeberg and Andrew Fureseth in San Francisco in March 1981. affiliates - this Union, the SIUAGLIWD, and the United Industrial Workers Union, which represents workers in a diverse number of fields, from the service and industrial sectors to transportation, government, fish canning and steel. In his various capacities, he was an ardent spokesman for working people both here and abroad. At the request of AFL-CIO President Lane Kirkland, he traveled extensively to other cowitries Nicaragua, Australia, Zimbabwe, among others. He was a member of the A. Philip Randolph Institute, the Coalition Against Apartheid and the United Way. He received a life achievement award from Histadrut, the Israeli organization. As president of the MTD, Drozak led a successful 11-year fight to gain recognition for the role that American seamen played in World War II. He worked tirelessly for ratification of ILO Convention 147, which set minimum international standards for seamen. It was the first ILO convention to be signed by the United States in more than 35 years. He was a leading spokesman for the fishing and fish processing industry. He helped reorganize the Atlantic Fisher- With national labor leaders at the White House for a briefing by President Ronald Reagan in July 1981. With Presidential candidate Walter Mondale at SIU headquarters in August 1984. With President Jinuny Carter on the White House lawn in the Summer of 1980. 14 /SEAFARERS LOG/ .July 1988 Special Section �With NMU President Shannon Wall at SIU-sponsored unity meeting in Miami Beach in February 1982. men,s Union in New Bedford, incorporating it directly into the SIU He led a long and bitter strike in New Bedford to protect the rights of the newly-reorganized fishermen there. At the same time, he worked with allies in Congress to try to resolve thorny problems relating to vessel safety, liability insurance, and fishing rights on the Grand Banks. He strenuously opposed attempts by tug and barge companies which tried to deprive certain groups of workers of their legitimate right of union representation by unilaterally reclassifying them as supervisory personnel. He worked for passage of a port development bill to stimulate activity in the dredging industry and opposed the imposition of user fees, which he viewed as posing a serious threat to the economic health of the inland waterways industry. He worked to enact legislation to reduce the burdensome requirements heaped on the maritime industry, which is regulated by more than 75 federal agencies. At the same time, he opposed the administration's broader policy of deregulation, saying that it would lead to a breakdown of safety standards in the transportation industry. With SUP President Paul Dempster, left, and Marine Firemen President Whitey Disley at a San Francisco Port Council meeting in April 1984. With upgrading Seafarers at rozak was a strong proponent of grassroots political activity. During one battle to save the Cargo Preference Act of 1954, he flooded Capitol Hill with dozens of whitecapped seamen who made unannounced visits to their elected representatives. He was constantly seeking new ways to bring labor's message to the public at large. It was a message he had spent his whole life trying to communicate. D e started his career in 1945 in the port of Mobile, Ala. He was one of four children. Both he and his twin brother Paul sought to escape the poverty of Coy, Ala. by going to sea in the waning days of World War II. Drozak joined the SIU in its first decade of existence, when Paul Hall, then director of organizing, was in the process of transforming the Union into one of the most powerful forces on the waterfront. Drozak upgraded to bosun, the highest unlicensed rating in the deck department. He participated in many of the Union's early beefs, including the Isthmian and Cities Service organizing campaigns. He caught the attention of Cal Tanner, then port agent in Mobile, who assigned him to the shore gang in that port. From then on, it was a steady rise through the ranks of the SIU. In 1959 he came to New York as acting port agent. In 1962, at the request of SIU President Paul Hall, he headed the H SHLSS in April 1979, where he was keynote speaker at the launching of the SIU's industrial relations program. SIU's fight against the Teamsters in the port of Philadelphia. The Teamsters had just been expelled from the AFL-CIO by George Meany. SIU head Paul Hall was in the forefront of the fight to prevent the Teamsters from developing a lock on the transportation industry through raids on unions affiliated with the APL-CI 0. Steve "Blackie,, Cardullo, national director of the SIU-affiliated United Industrial Workers Union, had just gone over to the International Brotherhood of Teamsters, taking six other UIW and SIU officials with him. Drozak and a team of SIU stalwarts spent months sleeping on the floor of the Philadelphia hall and walkiilg picket lines. They were exposed to the daily threat of physical violence. They persevered, and as a result of their efforts, hundreds of industrial workers in the port of Philadelphia remained covered by SIU/UIW contracts. In 1963, Drozak briefly headed the Union's lifeboat training program in Brooklyn, N.Y. He was named Philadel- - continued on next page With the recertified Bosuns at SIU headquarters in October 1984 in one of his continuing dialogues with the membership. Special Section July 1988 I SEAFARERS LOG I 15 �phia port agent in 1964. In 1965 he went out to the West Coast to oversee the Union's Vietnam sealift, where he developed a program to insure qualified crewing of SIU-contracted vessels. His experiences during this vital period in our nation's history was to lead to a lifelong commitment to developing procedures to enhance the SIU's manpower system. "It doesn't make a difr ~rence if we have the contract," he would often say. "If we can't man the vessels, then we won't get the jobs." n 1972 he moved to SIU headquarters, then in Brooklyn, where he became vice president in charge of contracts. His close personal relationship with SIU President Paul Hall continued to grow. He assumed many of the day-to-day duties of running the Union, which freed Hall to work on a national and international level. One of the reasons why Hall had called Drozak to headquarters was ·that he had suffered a near-fatal heart attack two years before. Though Hall fully recovered from that ordeal, he was determined that nothing should interfere with the smooth operation of the SIU, not even his own death. When Dro7.ak fell ill in 1988, he was to repeat this process by calling SIU Vice President Mike Sacco to I What They Are Saying... he passing of Frank Drozak is a great loss to the Seafarers International Union of North America, to all of its members in the seafaring, fishing and allied trades and to the trade union movement generally. We will remember Frank with gratitude for his unswerving efforts to call attention to the need for preserving this nation's maritime capability and for his constant search for ways and means to protect and expand job opportunities for his union's membership. Frank assumed the leadership of our union in a most difficult period, one in which U.S. shipping declined as a result of abandonment by the Carter and Reagan administrations. He recognized that the changing character of world shipping required recognition of the need for the industry to be competitive--a not always popular stance but a courageous and honest one. T - Mike Sacco, President Seafarers International Union of North America Washington to coordinate the activities of headquarters and the ports. In his capacity as vice president of the SIU, Drozak attracted nationwide attention for his efforts to mobilize support for the re-opening of the Seatrain Shipyard in Brooklyn. Robert Blackwell, former head of the Maritime Administration, ranked this as one of Drozak's "most remarkable accomplishments." In 1978 Drozak's brother Paul, who had led the fight to sign up workers in the tug and barge industry, died of cancer at the age of 50. Later, as president of the SIU, Frank Drozak would fight to preserve his brother's lega~y when tug and barge companies like ACBL, Dixie and SONAT Marine tried to rid themselves of union workers. When SIU President Paul Hall was felled by an inoperable brain tumor in 1979, Drozak gave this Union a strong presence during a potentially troubling period. Because of their close relationship, there was a smooth transition. Drozak immediately stepped in for Hall on the national level. Within months, he was playing a leading role in securing support for Jimmy Carter, who during his tenure as president had demonstrated a strong. commitment to the maritime industry. Among other things, Carter had come out in support of a cargo preference bill, signed into law legislation redocumenting the S.S. Independence under the American flag, consistently backed a healthy maritime budget, established the Strategic Petroleum Reserve, signed the Deep Seabed Hard Mineral Resources Act with "man-American" provisions intact and worked hard for the enactment of the Outer Continental Shelf Lands Act art er lost the 1980 election to Reagan by a substantial margin, in large part because of a sense national frustration brought on by the Iranian hostage crisis. Control of the Senate passed to the Republican Party for the first time in more than 20 years. The combination of these two events helped pave the way for the socalled Reagan "Revolution," which transformed the face of American politics during the early part of the decade and which had profound implications for American seamen. The entire labor movement was faced with a new environment distinctly unfavorable to the interests of the working people. Federal programs which had promoted numerous American industries and provided a minimum safety net for millions of American workers C Explaining the need for a Fair Trade policy to a young citizen during hearings on U.S.-Japan bilateral agreements. Speaking at Maritime Day memorial services in Washinaton. D.C. in May 1980. With MEBA-2 President Ray McKay, SIU of Canada President Gralewicz and SIU of Canada Executive Secretary Andrew Boyle at a meeting of the ILO Maritime Commission in Geneva in October 1984. 16 I SEAFARERS LOG I .July 1988 Leading the Seafarers on a march to support the United Mine Workers in Washington, D.C. in May 1980. Special Section �Participating at maritime meetings of the International Labor Organization in Geneva in the Summex- of 1984 with Ake Selander, deputy secretary general of the International TransportV\Torkers Federation. were axed. The National Labor Relations Board was packed with conservative appointees, which made it impossible for workers to receive an impartial hearing. Maritime, like many other American industries, was hard hit. The Construction Differential Subsidy Program died. In addition, the administration tried to gut the Title XI Loan Guarantee Mortgage Program and the Capital Construction Fund. The USPHS hospital system, which for 200 years had provided seamen with quality medical care, was shut down. Under Drozak's direction, the Union looked into imaginative ways to effect savings within the Seafarers Welfare Plans without having to cut back on the benefits provided seamen. In New Orleans Seattle, for example, a preferred provider program was set up which guaranteed seamen in those ports better medical coverage for less money. From the moment he took office, Drozak was aware that the maritime industry was faced with a grim prospect for the future. The shipping boom of the '70s, which grew from the Vietnam War and was nurtured by the Merchant Marine Act of 1970, was nearing an end. A depression in the oil industry and an explosion of corporate takeovers would soon create a desperate situation in the tug and barge industry as well. In the early part of the decade, before the scope of the Reagan "Revolution" became truly known, Drozak lobbied for a plan to revive the near-moribund bulk trade. He called on Congress to enact the Boggs Bulk Bill, which would have set aside a certain percentage of bulk products for American-flag carriers. The Reagan administration strenuously opposed this bill as well as other efforts to stimulate the bulk trade. It dismantled existing programs aimed at stimulating domestic coal production and tried to discourage the use of bilateral trade agreements. Drozak also moved to revitalize the passenger vessel industry, which the Carter administration had helped to resurrect. He was successful in enacting legislation to reflag the S.S. Constitution, thereby creating several hundred more jobs for SIU seamen. In addition, the tax code was revised to allow the deduction of expenses incurred on shipboard conventions. Disunity in the maritime industry, however, prevented passage of legislation which would have added more passenger vessels to the American registry. Lack of unity was also a major stumbling in the enactment of a new liner subsidy reform program. - continued next page and With SIU President Paul Hall, Johnny Yarmola and Bob Vahey at the AFL-CIO Convention in May 1976. With other members of the Nationwide Coordinating Committee in Washington in .June 1968. It was his first national political involvement. At right is former SIU legislative representative Phil Carlip. With NMU Vice President Mel Barisic and IIA President Teddy Gleason at Maritime Day ceremonies in New York in May t 976. Special Section Being installed (4th from left) as a vice president of the SIUNA at the Union's 12th Convention in 1965. .July 1988 I SEAFARERS LOG / 17_ �Eulogy In a lighter moment with his wife, Marianne (top photo) and best friends Ray and Dolly McKay. At a meeting of the MTD Executive Board in February 1982 (bottom photo). hile fighting to protect his members from jurisdictional attacks by other unions, especially the licensed ones, Droza.k was determined to narrow whatever differences he could. Albert E. May, executive director of the United Shipowners of America, said that lithe big thing Frank did in Washington was to pull everyone together. That's something he'll be W remembered for," Drozak sought to extend that sense of unity to its logical conclusion. The ILA rejoined the Maritime Trades Department in 1981, and the Military Sealift Transport Union merged with the SIU in 1982. Merger talks with the NMU were entered into in 1986. When these talks fell apart because of the NMU's insistence that the A&G District break its formal ties with the other affiliates of the SIUNA, Drozak responded by forming the Seafarers Maritime Union. His goal always was to promote and protect the job security of the membership of the SIU. uilding upon the legacy of Paul Hall, he made education a priority. During his tenure as president, the SHI.SS instituted a new associate arts program and expanded the alcoholic rehabilitation center to include treatment for drug addiction. Sophisticated new equipment like the Haaglund Crane and a bridge simulator were installed. The Army and Navy and other groups started to train at the school. In his speeches, columns and taped messages, Drozak urged our members to B 18 / am standing in today for Lane Kirkland, who would certainly be here if he could to say farewell to a friend and colleague who was also a fellow seaman, and to express more eloquently than I, his affection for Frank and his deep sympathy to Marianne, to the other members of Frank's family, and to the union and the sailors he served. Lane once remarked that the brotherhood of the sea rests on a deep understanding of the basic facts of life that also underlie trade unionism. Seamen understand more readily than others, he said, how much human beings have to depend on each other; they see in their daily life how each member of the crew is responsible to some degree for the lives of his shipmates, the safety of the vessel and the success of the voyage. Nobody ever had a more highly developed sense of the brotherhood of the sea than Frank Drozak. He learned in his teens, shipping out in time of war, that all of us are in the same boat and that the only way to keep it afloat and on course is to make it sea worthy for all. He carried that view ashore with him when he began his career of service to his fellow Seafarers. He extended it, as he grew in experience and responsibility, to include workers in every craft and trade and all the members of our society, the whole family of man. It is a credit to the members of the Seafarers International Union that they keep electing leaders like Frank Drozak - and Paul Hall and Harry Lundeberg and Andrew Furuseth-who are determined never to permit this organization to become an exclusive little parish, but to make it as inclusive as possible, to keep it right in the center of the channel of trade unionism, and to make it a force for strengthening democracy throughout the land. One expression of that determination is this Harry Lundeberg School of Seamanship, which is not merely one of the finest trade schools in any industry, but a rescue operation that gives youngsters from city ghettos and rural backwaters a chance to learn and to become full-fledged participants in this society. This school and those opportunities were among the abiding prides and passions of Frank's life. Another expression of that determination to keep the SIU a strong, central, trade union force, is the unfailing support that this Union's officers and members give to the work of the labor movement as a whole, from the highest councils of leadership to the loneliest picket lines. I recall no plea for help, at the local, state, national or international level that didn't have Frank's and the SIU's quick response. And I know of no union that has devoted more of its resources, or used them more effectively, in labor's legislative and political campaigns - and in that, as in everything they shared, Frank and Marianne were clearly an effective team. In all areas of trade union activity, because of the quality of its leaders and the solidarity of its members, the SIU has exerted influence far beyond its apparent strength, and I have no doubt that that will continue. This is an institution that was built for long hauls and heavy weather, and each of its leaders has strengthened it and left behind leadership capable of taking the helm. Frank Drozak was a dear and strong voice on the AFL-CIO Executive Council and its committees not just on maritime issues (though surely he was clear on those) but equally on matters of defense policy, international affairs, economic policy, trade, organizing, pension investment, and a host of other concerns. In the International Transport Federaton and at the ILO, he was a voice for America and for American seamen within the world fraternity of sailors, and in our AFL-CIO Ad Hoc Maritime Committee he worked with his fellow maritime leaders to try to find unity of action. Frank always called it the Ham Hock Committee. He was by any measure a leader--tough, energetic and hard- working, and a staunch ally of every friend of working people. He'll be sorely missed on our Executive Council, in the Maritime Trades Department, in this great Union and throughout this trade union movement. But we are better and this movement is stronger because he came among us. - Thomas R. Donohue I AFL-CIO Secretary- Treasurer upgrade their skills. In order to make upgrading more palatable, he improved the facilities at the Seafarers Harry Lundcberg School. A beautiful new hotel and recreation center was built. So was a new library and a museum to house the records of our Union's rich history. Lectures were videotaped and piped into the students' rooms, so that they could more readily absorb the material they had to learn. Conscious of the fact that the Reagan administration was cutting back benefits for American workers, Drozak toiled to pick up the slack. Among other things, he implemented a new program to house pensioners at Piney Point. Shortly after taking over the helm of the SIU, Drozak took steps to improve services to the members. He relocated the headquarters building to Camp Springs, Md. He completely computerized the Union's records. Not only SEAFARERS LOG I July 1988 did this facilitate the processing of claims, but it laid the foundation for a stronger, more efficient Manpower and Shipping department. t was Drozak's belief that the problems facing the American maritime industry were part of a larger problem. He felt that the international trading system was inherently unfair and that something needed to be done to protect the security of American workers. He called on Congress and the administration to enact an industrial policy. If they didn't, he predicted a mass exodus of jobs overseas. All that American workers would be left with, he said, were "Mickey Mouse jobs in places like McDonald's paying minimum wage rates." The prototype for this, he said, was the formulation of the Effective U.S. I Control Doctrine, which decimated the American-flag merchant marine and jeopardized the fleets of our NATO allies. He was one of the authors of an historic study calling for the reorganization of the American labor movement: "The Changing Situation of American Workers and Their Unions." Acting on the recommendations contained in the report, he made a concerted effort to beef up the Union's organizing department. During his long career in the maritime industry he had witnessed firsthand drastic changes in automation and technology. Unless the SIU and the members of the Union adapted to the rapid changes that were engulfing the industry, he said, they would be left behind. Absent help from the federal government, he believed that the only avenue Special Section �... With AFL-CIO President Lane Kirkland and Secretary-Treasurer Thomas Donahue at his election to the AFL-CIO Executive Council in November 1981. At one of the SIU Crews Conferences at Piney Point in 1975. With Stephen Leslie on his election as president of the Maritime Trades Department, AFL-CIO, in February 1980. on a hospital ship only to declare itself the winner. There was a widespread feeling in the private sector that the procurement process had not been conducted properly. Marine Transport Lines, an NMU-contracted company, filed suit on this issue. Drozak joined others in the maritime industry in calling for a reform of the procurement process. open for growth was in the mi1itary sec· to.r. He .rcpc"tcdly Q!kd on the kderal government to contract work out to the private sector. This would have a threefold effect, he said. le would ina-ease the sealift capability of this wuntry by securing an adcquatdy·sizcd pool of skilled mariners. It would save the American taxpaye.rs hundreds of millions of dollars. And it would save che AmericanOag merchant marine. R ed Campbell, vi~ president in charge of contracts, said, uFrank Drozak's enduring legacy is chat he enabled chis Union to stay afloat during one of the darkest periods in the history of the maritime industry. The United States is quickly approaching the point whe.re it will have co decide if it wants a mer- he turning point came in 1984, chant fleet capable of meeting its security needs. n This same conclusion was reached by the Commission on Merchant Marine when an amendment attached to the Department of Defense authorizations bill mandated that the Military Sealift Command go through an A-76 bidding process. As a result of this, the Union was able to sign up hundreds of new jobs on more than 70 military vessels. It was a slow process, made possible by the high quality of SIU crews. In 1984, for example, an SIU crew onboard the Southem Cross made a strong impression on the military, earning a letter and Defense, which recently released a seven-point program aimed to revitalize the maritime industry. "There is a clear and growing danger to the national security," it said, "in the deteriorating condition of America's maritime industries." Echoing a theme that Drozak continually hit upon, the report noted that uThere is today insufficient strategic sealift, both ships and trained personnel, for the United States using only its own resources as required by the defense of commendation for its flawless performance in NATO exercises. Drozak did everything he could co cake advantage of the job opportunities planning assumptions, to execute a · major deployment in contingent operations in a single theater such as South- T that were opening in this area. The SHLSS retooled its curriculum to include a sealift course incorporating training for helicopter operations and underway replenishments. New trainees were cross-trained so that they could handle chores onboard deck and in the engine room. Drozak brought management, labor and government together at Sealift conferences, the first of which was held in May 1986 at the SHL5S. One potentially disturbing development occurred late last year when the Military Sealift Command put out a bid Special Section west Asia. Without decisive action the situation will worsen substantially by the year2000. "Major government effort is urgently required, indeed overdue, to revise our national objectives, policies and commitments in order to reverse the decline of the maritime industry." "There is a great deal of irony in the timing of Frank Drozak's death," said SIU Vice President George McCartney. "The man who did so much to promote the interests of merchant seamen through political action will not be around for what will probably be the most important election in the history of the maritime industry." "Whatever administration replaces this one will almost certainly decide the fate of the American-flag merchant marine," said Joe Sacco, executive vice president of the SIU. - continued next page Speaking at the Metal Trades Department meeting in Anaheim, California in October 1985 with Metal Trades President Paul Burnsky (top photo). With Jack Otero, vice president of the Transportation Communications Union at the AFL-CIO Convention in October 1985 (bottom photo). July 1988 /SEAFARERS LOG/ 19 �At his last Union meeting on April 4, 1988 in Piney Point as he welcomed Mike Sacco aboard as executive vice president. P ...... erhaps the most moving tribute to the memory of Frank Drozak occurred on Maritime Day, several weeks before his death. On the same day the nation was honoring the contributions that American seamen have made to the defense and economic development of this nation, the Fletcher School of Law and Diplomacy unveiled a study which called for the elimination of all federal subsidies to the American-flag merchant marine, a development that would doom the maritime industry. The report was denounced by almost all segments of the maritime industry. "It's full of more holes than a well used dart board,» wrote the The I oumal of Commerce in a front page story. The study was unveiled at an all-day seminar. Many of the members of the audience were blunt. "It's categorically bad, amateurish, biased, an undergraduate piece of work and most disappointing," said Admiral Harold E . Shear, former head of the Maritime Administration. For SIU members, the high point of the day came when Andi;ew Gibson, former head of the Maritime Administration and now chairman of Automor, an SIU-contracted company, said that the American Seafarers who crewed his vessels "were the finest in the world, bar none." If that is true, it is because of the vision and determination of one man: Frank Drozak, who kept alive the legacy handed to him by Paul Hall and Harry Lundeberg. rank Drozak is survived by his wife Marianne Rogers Drozak, a daughter, Sarah Frankie Bell; three grandchildren, one of whom was born just days before his death; a brother David; and a sister, Mary Alice Walraven. F A solemn bles sing 11s he lli laid to ra;t. And a last tribute from an old and trusted friendSIU Secretary-Treasurer Joe DiGiorgio. 20 I SEAFARERS LOG I July 1988 Special Section �Dliaes• of Ships Nee•inas BELLATRIX (T·AKR 288), lnterna· tional Marine Carriers), May 20-Chairman Hurmon B. Butts, Secretary Vincent Sanchez Jr., Educational Director Alfred Ragas. No beefs or disputed OT reported, although there was some disputed division of wages in the steward department. Because of poor mail service, no communications have been received from headquarters. A motion was made for the company to have sufficient amount of money on hand for draws in all ports and to forward mail to the ship. Members would also like clarification, in writing, as to the maintenance requirements and the 12-hour clause that's in the contract. As it presently stands, the members are confused. A vote of thanks was given to the steward department for a job well done. Next port: New Orleans, La. GROTON (Apex Marine), May 15Chairman Neil Matthey, Secretary Marvin Deloatch, Educational Director Alan Gard· ner, Deck Delegate Lionel Shaw, Engine Delegate Ricardo Vasquez, Steward Delegate Abduh Azez. No beefs or disputed OT reported. Everything is running smoothly aboard the Groton. The ship will pay off in Stapleton, N.Y. on May 18. The chairman stressed the importance of contributing to SPAD to help keep our political activities moving forward. And the secretary urged all members who qualify to attend the upgrading courses at Piney Point to learn new skills-your key to job security. The educational director reminded members to vote this year in the presidential election. He also said that if members know that tMy will M at sea. during tM elections, they should plan ahead to get an absentee Mlll)t. TM erew gave rM steward aM chief cook a vote of thanks for the fine food they. serve. And the steward. in turn. gave a Vl')te l')f tMnt<s tl') tM crew for tMir great cooperation. Next port: Stapleton. N.Y. OMI WABASH (OMI), May 1-Chair· man H. Thrower, Secretary P. Shauger, Deck Delegate J. Cunningham, Engine Delegate G. Venus, Steward Delegate C. F@urtado. No b@@fs or disputed OT r@· ported, although there was some problem with the launch service in Panama and being restricted to the ship there. There is $117 Trom arrival pMls wn1en nas Men given to the captain to put in his safe. There will be a payoff this trip. The repair list will be posted on the board. A request was made for more milk in the night lunch (so that members can have dry cereal at midnight when getting off watch). Next port: Bayway, N.J. OVERSEAS JUNEAU (Maritime Overseas), May 12-Chairman Errol Pak, Educational Director James Fair. No beefs or disputed OT reported, although there was a question in the engine department regarding earning rest period on weekends and holidays. Is rest period payable on premium days? A Question also was brought up about the sanitary for the crew. A letter from HeadQuarters Rep Carl Peth was read. However. the eaptain has said he will have to dispute any OT claims in lieu of sanitary. The chairman urged all crewmembers to respond to the proposal (March '88 LOG, p. 3) on shipping and registration. He also urged all members to become politically active in this election year. Any information on candidates, registration and volunteer work can be obtained from the field rep at any SIU port. The educational director stressed the importance of upgrading at Piney Point to further job opportunities. A vote of thanks was given to the steward department. Next port: San Francisco, Calif. SAM HOUSTON (Waterman), May 22-Chairman H. Leake, Secretary G.T. Aquino, Educational Director P. Walker. No beefs or disputed OT reported. There is $140 in the ship's fund. The bosun stressed how important it is for all jobs aboard a ship to be filled so that the ship does not have to sail short. The amount of money lost in this manner affects all members with regard to benefits and reflects poorly on the Union. The steward read and posted the notice regarding pollution of the seas by ships. Many changes will be made beginning January 1, 1989. No more plastic of any kind may be discharged less than three and often up to 12 miles from shore. This will also include material that floats and any food waste or non bio-degradable products. All members were reminded that this is an election year. "We need the help of any politician who will work for us. If you can give these people even a few hours of your time, they will appreciate it very much." A vote of thanks was given to the stewa.rd department. TM stewa.rci ciepanment, in turn, thanked all hands who helped keep tne rec room. mess room aM pantry clean. One minute of silence was observed in memory of our departed brothers and sisters. Next pM'. Ale><a.nctria. Egypt. SEA·LAND FREEDOM (Sea-Land), April 30-Cl'1alrman LE. Watson. Secretary L.A. Lamphere, Educational Director D.L. Struthers. No beefs or disputed OT reported. One man i$ getting off in tM deck department after one relief trip, and th@ r@gular AB is du@ back. Som@ clarifi· cation is needed from the patrolman regarding watchstanders. Payoff will take place upon arrival in Tacoma, Wash. There is no snip's fund at present. but it was agreed that a collection . should be taken up for an arrival pool in Yokohama so that money will be available for some new movies. It was mentioned that the vents by the gangway give off a toxic gas and are a health hazard. Something should be done about the problem. Members were asked to be considerate of others aboard ship, and the crew members voted unanimously against national shipping . They want to leave the jobs in the respective ports and not have to compete nationwide. A request was also made to put the photos of the deceased members back in the LOG. Next port: Yokohama, Japan. SEA.LAND MARINER (Sea-Land), May 2&-Chairman David B. Atkinson, Seeretary Lois v. Ware, Educational Di- To the crewm.embers of the OMI Charger: I want to express my a.eep heartfelt gratitude to a group of professional, q_Uick thinking men who were instrumental in bringing me out of the engine room after the generator explosion on March 25, 1988, in Corpus Christi. I thank God, the doctors of Memorial Medical Center and the crew for me being alive today. All of you who stopped by the hospital Intensive Care Unit and. met W1tn my W1fe an.a father, many thanks for your concern. I would like to hear from you guys. Please drop me a. line. Your Shipmate, Michael wooa.s 9905 woodland Drive Silver Spring, MD 20902 rector A. Bell, Deck Delegate Robert E. McGonagle. No disputed OT. The steward department did have a beef regarding the shortage of soups put onboard, necessitating the chief cook to spend many extra hours making soup. The crew would like to stand on record that they would like the shipping rules to remain as they are-with no national registration. Crewmembers also requested a microwave for the rec. room. A vote of thanks was given to the steward department for the excellent soup and salad bar and the good menus this voyage. Next port: Tacoma, Wash. SEA-LAND QUALITY (Sea-Land), May 8-Chairman B.G. Williams, Secretary Norman Duhe, Educational Director D. Baker. No beefs or disputed OT reported, althoµgh some clarification was requested by the engine department as to the duties of the QMED and DEU on docking and undocking. The chairman said that the crew had taken over the Sea-Land Quality in the shipyard in Vancouver, British Columbia, and it has been a hard job. It's a big ship with a small crew, "but as usual, nothing a good SIU crew cannot handle." A vote of thanks was given to the steward department for a job well done. LNG TAURUS (Energy Transportation Corp.), May 22-Chairman Ulus S. Veach, Secretary J. Gibbons, Educational Director Bruce Smith, Deck Delegate John Wells, Engine Delegate Barry Harris, Steward Delegate W. Watson Ill. No beefs or disputed OT reported. There is $950 in the ship's fund. Funds are being raised to purchase a refrigerator for the crew's quarters and a scale for the exercise room. While passing through Singapore this trip, prices will be checked on these items. The bosun discussed the importance of adhering to safety procedures at all times while working a.Mard ship. He noted that the company had sent out a videotape on the threat oT AIDS aM urgM all to see it. He also reminded members to upgrade their skills at Piney Point. The secretary asked the erew to help in keeping the lounge elean and to help maintain the sanitary condition of the galley. "This is your home away Tram name." The educational director talked about the importance of contributing to SPAD and to the Maritime Defense Fund-to keep jOb$ flowing. A vote of thanks was given to the blackgang for installing the new washer and dryer. A vote of thanks also went to the steward department for a job well done, and for the pool party. The members aboard the Tau· rus ask tl'1at the LOG reinstate the practice of using pictures in the final departures and pensioners sections. Next port: Arun, Indonesia. STUYVESANT (Bay Tankers). May 22-Chairman Robert Whytock, Engine Delegate Richard Groening, Steward Delegate L. Taylor, Secretary Henry Manning. No beefs or disputed OT reported. The chairman noted that everything is running pretty smoothly at this time. The secretary said he would be getting off this trip. "It's been nice sailing with all of you." There is now a refrigerator in the crew lounge for use by all crewmembers. The educational director reminded all eligible members to upgrade. They should fill out the proper forms and send them to the school at Piney Point. The repair list has been filled out, but three months have passed and still a number of repairs haven't been made from last time. The TV and VCR both need repair, and the variety and quality of movies onboard have been poor. The steward department was given a vote of thanks for a job well done. USNS DUTTON (LSC Marine), May 8-Chairman Frank Coburn, Secretary Tracey McFarlane, Deck Delegate Robert Carson, Engine Delegate Jim Scott, Steward Delegate Michael Baker, Treasurer Bill Ware. No beefs or disputed OT reported. The new Coast Guard ruling on alcohol was received at the last port and was posted on the bulletin board for all to read. The two washing machines for the unlicensed crewmembers should have been fixed in Abidjan, Ivory Coast, but the price was too high and the wiring was different, so they will be fixed in Rio, the next port. A motion was made and seconded to renegotiate the new LSC contract to a fourmonth tour of duty instead of a six-month tour. A question was asked regarding survival suits and why they were no longer in the rooms. The answer was that since the ship is on the equator, the water is warmer. When the ship returns to the 33rd parallel or above, survival suits will again be issued. A number of other questions were askedregarding painting of the lower decks, replacing the door to the generator room to the crew·s lounge and putting a water fountain in the gym room. A motion was made to hold the next meeting in the Navy crew mess. Next port: Rio de Janeiro, Brazil. Official ships minutes also were received from the following vessels: ALTAIR PATRIOT AMERICAN CORMORANT AMERICAN EAGLE ASPEii CONSTITUTION COVE TRADER FALCON LEADER GOLDEN MONARCH OMI CHARGER OMI MISSOURI PRIDE OF TEXAS ROBERT E. LEE SAii JUAN SEA-LAND INDEPENDENCE SEA-WO INTEGRITY SEA-LAID LEADER SEA-LAID PERFORMANCE SEA-LAND PRODUCER ULTRAMAR Monthly Membership Meetings Deep Sea Lakes, Inland Port Date Waters Piney Point .............. Monday, August 8 .................... 10:30 New York ............... Tuesday. August 9 ................... 10:30 Philadelphia .............. Wednesday, August 10 ................ 10:30 Baltimore ................ Thursday, August 11. ................. 10:30 Norfolk ................. Thursday, August 11. ................. 10:30 Jacksonville .............. Thursday, August 11. ................. 10:30 Algonac ................. Friday, August 12 .................... 10:30 Houston ................. Monday, August 15 ................... 10:30 New Orleans ............. Tuesday, August 16 .................. 10:30 Mobile .................. Wednesday, August 17 ................ 10:30 San Francisco ............ Thursday, August 18 .................. 10:30 Wilmington .............. Tuesday, August 23 .................. 10:30 Seattle .................. Friday, August 26 .................... 10:30 San Juan ................ Thursday, August 11. ................. 10:30 St. Louis ................ Friday, August 19 .................... 10:30 Honolulu ................ Friday, August 19 .................... 10:30 Duluth .................. Wednesday, August 17 ................ 10:30 Jersey City ............... Wednesday, August 24 ................ 10:30 New Bedford ............. Tuesday, August 23 .................. 10:30 a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. - July 1988 I LOG I 21 - �Safeguard Your Shipping Rights T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your respon- sibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the SIU Atl~ntic, Gulf, L~lc.es ;md Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The consritution requires a detailed audit by Certified Puhlic Accountants every three months, which are to be suhmineu to the membership by -- the Secretary-Treasurer. A quarterly finance committee of rank and file mcl'r\bers. elected by the membership , makes eKamination each quarter of the finances of the Union and reports fully their findings und iecommenda· tions. Members of this committee may make dissenting reports, Sl'CCific recommendations and separate findings . TRUST FUNDS. All trust funds of the SIU Atlantic. GulL Lakes and Inland Waters District are administered in acconlance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates . All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds . SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or :seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Boanl hy certified mail. return receipt requested . The proper address for this is: Angm "Rtd" Camp~ll Chairman, Seafarers Appeab Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times. eirher hy writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These comrncts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights. as well as your obligations. such as tiling for OT on the proper sheets and in the proper manner. If. at any time. any SIU 22 I LOG I July 1988 NOW YOUR RIGHTS all Union halls. All memhers should ohtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or ohligation hy any methods such as dealing with charges, trials. etc .. ;i.s well as all other details. then the memher so affected should immediately notify headquarters. EQUAL RIGHTS. All memhers are guaranteed equal rights in employmt!nt and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no memher may he discrimi· nated against hecause of race. creed. color. sex and national or geographic origin . H any memher feels that he is denied the equal rights to whkh he is entitled. he should notify Union headquarters. 11111111mu1 1111111n1111111n1111111n1111111n1111111111111111n1111111111111111n1111111n1111111111111 patrolman or other Union offi:ial, in your opinion. fails to protect your contract rights properly. contact the nearest SIU port <igent. EDITORIAL POLICY - THE LOG. The Lug has traditionally refr~_ined from publishing any article serving the political purposes of any individual in the Union. officer or memher. It ha~ al~o refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. I 960. meetings in all constitutional pons. The responsihility for Log policy is vested in an e<litorial hoard which consists of the Executive Board of the Union . The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memhcr pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he nrnde without supplying a receipt. or if a memher is required to make a payment um.I is given an official receipt. hut feels that he should not have heen required to make such payment. this should immediately he reporteJ to Union heaJquartcrs. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its ohjects and purposes including. but not limited to. furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and hoatmen and the advancement of trade union concepts. In connection with such ohjects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force. joh discrimination, financial reprisal, or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the above improper conduct. notify the Seafarers Union or SPAD ~y certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic. political and social interests, and American trade union concepts. If at any time a member fttls that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately ootify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �In Memoriam • • • F rank Drozak always wanted seafarers to better themselves but realized that their lifestyles and educational needs were unique and required a flexible school setting to meet those needs. Frank believed that the SHLSS was the best way to provide seafarers of all ages with the education they required. He wanted the membership to be professional seafarers and to have the respect which they deserved from the industry. Frank was an innovative planner and a pillar of strength in recommending new courses at the school to enable the Union to provide highly trained and skilled personnel to meet the requirements necessitated by automation and technological changes in the industry. This far-sighted planning enabled the SHLSS to meet the multiple demands of both the commercial and military fleets under SIU contract. To provide top quality vocational training, Frank pushed for the development of new vocational courses to meet industry needs. He also understood and encouraged the tie between vocational and academic education, and took pride in the school's adult education, GED and college programs. Frank continually stressed that education for seafarers was their key to the future. These were more than words to Frank; he put these words into action at SHLSS. --------------- ~~ ~/~ ~~ Frank Drozak and the SHLSS . . . Ken Conklin SHLSS Vice President .& At the microphone, SIU President Frank Drozak welcomed more than I 00 union and university educators to the Annual AFL-CIO Education Conference at the SHLSS on March 18, 1986. At right is Dorothy Shields, AFL-CIO education director. Shown here ftanked by SIU officials, Frank Drozak was present at the 1981 dedication of the SIU's new library and museum named in honor or his late predecessor, Paul Hall. Left to right: Jimmy Mllrtin, Cllrl Peth, Augie Tellez, Jack Caffey, Leon Hall, Tom Glidewell, Jack Allen, Joe Sigler, un· identified, Ed Kelly, Mike Sacco, Frank Drozak, Joe DiGiorgio, Leo Bonser, Ed Turner, George McCartney, Angus "Red" Campbell, Frank Mongelli, Ken Conklin, Buck Mercer. At the Second Annual Sealift Confer· ..... ence in June 1987, Frank Drozak made his point to Capt. Frank Johnson of Strategic Sealift. Lane Kirkland speaking at the 1981 ...... dedication ceremonies. Left to right: Mrs. Hugh Carey, Gov. Hugh Carey (D•N.Y.), Frank Drozak, Lane Kirk· land, Irena Kirkland, Mrs. Paul Hall. July 1988 I LOG I 23 �SHLSS Upgrader Achieves onny Herrera is a man who knows what he wants and then goes after it with gusto! This may sound like the typical line you may hear in a beer commercial, however, it aptly describes this remarkable man and his recent experience here at Piney Point. Sonny, who is from Galveston, Texas, and went through his Bosun Recertification in 1985, recently completed the SHLSS GED (High School Equivalency) course of study. The following interview gives a good insight into Sonny's new experience of being a student and achieving a life-long goal. Q. What motivated you to enter the program? A. Well, you see, I only have an eighth grade education, and I felt a little ashamed about that. Most people nowadays have at least a couple of years of high school behind their belts. Anyway, I thought about it a lot and came to the conclusion that my shame was actually the result of my own pride and my fear of learning. That fear simply disappeared once I really got into the pro- S -"' gram, because here at the school I am with my peers, and the teachers made for a really supportive atmosphere. Q. Has your learning experience been anything at all like you thought it would be? A. At the very beginning there were everal times when I really wanted to back out. It was hard getting used to studying again and I was really having a hard time with the math. But I'm not a quitter. I had something to prove to myself. Eventually it got easier as I progressed. The instructors were very understanding by not giving me any more than they knew I could handle. During my six-week course of study I was surprised at the number of guys who expressed curiosity about the program to me. It was like they wanted to have that knowledge, but were afraid to take the plunge-just like me at first. Q. What is your advice to others who only thought about the possibility of taking the course? A. I'd say go ahead and take it. It's better to at least try than not to do GED student Sonny Herrera (left) listens as instructor Robert Wheeler emphasizes a point in his lesson. anything at all. I found that it raised my self esteem and took away my fear of learning. With that fear gone, I found myself taking an interest in a wider range of things. I was naturally drawn to the library and learned how to find all kinds of information which interested me. With advancing your education, you not only improve yourself as a person, you also improve your everyday skills of math and reading which SH LSS Shows its Colors nder the experienced guidance of SHLSS instructor Casey Taylor. three SHLSS trainees; Ed Ott. Mario Amalfitano and John Morales participated in an SIU/SHLSS Industrial Display tT by the Washington , D.C. Recreation Department during the maritime "Sail-By" which also included the Revolutionary War Sloop Replica Providence and Barquentine Galeza of Philadelphia. These three young and knot-tying demonstration at the men represented the school and the Annual Alexandria (Va.) Waterfront Union in an exemplary fashion. Festival on June 11-12. 1988. The festival, sponsored by the American Red Cross and the American Sail Training Association, drew about 100~000 people over two days. SHL helps you perform better on the job. So, if you are interested, the GED program at the SHLSS is open to all SIU members who do not have a high school diploma. Since the program was developed, more than 2,000 SIU members from ages 16 to 76 have taken the GED exam at the school. Over 90 percent of those students have successfully passed the exam and earned a Maryland State High School Diploma. Proudly representing the SHLSS at the Alexandria Waterfront Festival were, at left, John Morales and, at right, Ed Ott. cour The American Sail Training Asso· ciation (ASTA) sponsors the American Tall Ships through various mar- itime training programs. The trainees demonstrated splicing, various knots and fabricated "bag-o-wrinkk, " a form of sail chafing gear used on square rig ships. They also manned the Capt. Purce, a towboat operated Upgrader Lifeboat 6/7/88 First row, left to right: William Heaton, Luis R. Morales, John A. Morales, Ricky Simien, Beverly A. Lee, Steve Churchya, Ronnie Carson. Second row: Ben Cusic (instructor), Tina C. Terry, William P. lrlbeck, Frank J. LaBruzzo, Daniel J. Crean, Stan Kazmierski, Elias Bonefont. Third row: Reid M. Scheidt, Keil O. Klipfel, Mario Amaltifano. First row, left to right: Miguel Palacios, Gheorghe Savencu, T. Abulenda. Second row: Dave Carpenter, John Sanchez, Martin Ramos, Les Stringer, Mike Vittitow, David Mills, Charles Alston, Bill Tadios. Third row: Chris B. Salvaterra, D. Brinkley, Doug Neubauer, C.A. Gittens, R. Volkart, Philip Howell, Mohsin Ali, P. Durnin, Jr. Canadian Chief Cooks 5/15/88 SMU Lifeboat 6/7/88 Mario Amaltifano, left, and John Morales demonstrate how to make "bag-o-wrinkle" for the amusement of fairgoers. 24 I LOG I July 1988 First row, left to right: Albert Dussault, Lynn Meeks, Cay Manning, Benjamin Berry. Second row: Ben Cusic (instructor), Gary Nagel, Dan Borowski, Fernando Caballero. Front row, left to right: Donald E. Kelly, Joanne Allen, Kathleen Jones, Wayne Fester. Back row: Andree Bouthillier, Adde V. Baer, Felix Kalainikas, Eleonore Bruneau, F. Sally Barton, Claire Forgeron, Rick Sandiford. �1988 Upgrading Course· Schedule Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry July - December 1988 The following is the current course schedwe for July 1988 - December 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Progcum. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as possible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. Deck Clpgrading Courses Check· In Date Completion Date Able Seaman July 25 September 19 October 31 September 2 October28 December 9 Radar Observer Clnltd. July 18 September 12 November 7 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Course July 29 September 23 November 18 *Minimum number of students required for radar class to be held is four (4). Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) *Minimum number of students required for Celestial Navigation class to be held is five (5). Lifeboat July 25 August 22 September 19 October 17 November 14 December 12 LNG - (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) Self Study Safety Course SIU Representatives in all ports will assist members in filling out the application. PLEASE NOTE: All members are required to ·take firefighting when attending SHLSS. Engine Upgrading Courses August 5 September 2 September 30 October 28 November 25 December 23 * Clpon completion of course must take Sealift Operations & Maintenance. Recertification Programs CuurH QM D - Any Rating Check-In Date September 19 Completion Date December 9 Course Steward Recertification Check-In Date July 5 Completion Date August 8 Flreman/Watertender & Oller Refrigeration Systems .Malnt. & op. August 22 October 3 September 30 November 11 Bosuns Recertification September 26 November 7 R.mi~ August 8 September 2 August 1 September 19 September 9 October 26 Containers-Advanced Malnt. Pumproom Maint. & Operations Varia~le Speed DC Drives September 5 Odober 14 Check-In Completion Course Date · Date For students who wish to apply for the GED, ESL, or ABE classes in 1988, the .;ourses will be six weeks in length and offered on the following dates: High School Equivalency (GED) Eledro-Hydraullc Systems November 7 December 16 Automation November 21 De<=ember 16 Welding November 21 December 16 Hydraull~s October l 7 November 11 Third Asst. Engineer/Steam or Motor Open-ended (Contact Admissions Office for Starting Date) *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. Steward Opgrading Courses Course Check-In Date Completion Date Assistant Couk Open-ended (Contact Admissions Office fur starting date)• Cook and Baker Open·ended (Contad Admissions Office for starting date)• Chief cook Open-ended (Contact Admissions Office for. starting date)* Chief Stew•ud Adult Education Courses Open-ended (Contact Admissions Office for starting date)• •All students in the Steward Program will have 2 weeks of Sealift famlliariz:ation at the end of their regular course. July 5 August 29 October 31 August 15 October 10 December 12 July 5 August 29 October 31 August 13 October 7 December 10 Adult Basl<: Education (ABE) English as a Second Language (ESL) The Developmental Studies Class (DYS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course June 6 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafare rs prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. College Programs Scheduled for 1988 Check-In Course Date Associates in Arts or Certificate Program August 8 October 17. Completion Date September 30 December 9 July 1988 I LOG I 25 - �.......................................................................................................................................... Seafare rs Harry Lunde berg School of Seamanship Upgrading Application Name (Last) Date of Birth (Middle) (first) Address Mo.may/Year (Street) (City) Deep Sea Member O Telephone (Zip Code) (State) Inland Waters Member 0 (Area Code) Pacific D Lakes Member 0 If the following imformation is not filled out completely your application will not be processed. Social Security# - - - - - - - - - Book # _ _ _ _ _ _ Seniority______ Department _ _ _ _ __ Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces 0 Yes 0 No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: O Yes No D (if yes, fill in below) Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) No D (if yes, fill in below) Have you attended any SHLSS Upgrading Courses: D Yes Cours~(s)Tak~n--------------------~---------------- Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: 0 Yes No D Date Available tor Training _ _ _ _ _ _ _ _ _ _ _ Primary Language Spoken - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK o AB/Seallft Operator Inland D Celestial Navigation D Master ln3pected Towing Vassal 0 1st Class Piiot (organized self study} D Third Mate D Radar Observer Unlimited D TowbO~lt ALL DEPARTMENTS 0 Welding D Lifeboatmen (Must be taken with another course} No tran5portation will be paid unless you present original rACAipts and successfully STEWARD ENGINE 0 FOWT D Assistant Cook Utility D OMED-Any Rating D Cook and Baker O Variable Speed DC Drive Systems D Chief Cook (Marine El@ctronics) 0 Marine Electrlcal Maintenance D Pumproom Maintenance & Operation 0 Automation 0 Refrigeration Systems Maintenance & operauons o Dleael Engine Technology o Assistant Engineer/Chief Engineer Un Inspected Motor Vessel D Orglnal 3rd/2nd Assistant Engineer Steam or Motor 0 Refrigerated Containers Advanced Maintenance D Hydraulics O Electro.Hydraulic Systems o o Chief Steward Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree O Certificate Programs ADULT EDUCATION DEPARTMENT O Adult Basic Education (ABE) O High School Equivalency Program (GED) C Developmental Studies (DVS) 0 English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation complete the course. With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) reQuested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE-- - - - - - - - -- - - - - - - DATE_~~~~~~~~~~~~-~~ RETURN COMPLETED APPLICATION TO: Rev. Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 2188 ---~-~-.... . . .~\ -.................... ""'!: • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • .., . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 I LOG I July 1988 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JUNE 1-30, 1988 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Michael Sacco, President Joseph Sacco, Executive Vice President "'*REGISTERED ON BEACH All Groups Class CL Class L Class NP Angus "Red" Campbell, Vice President Joe OIGiorglo, Secretary Jack Caffey, Vice President Thomas Glldewell, Vice President George McCartney, Vice President John Fay, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President DECK DEPARTMENT Algonac ... . .... . . .. ....... 0 19 Port Algonac ... ... ..... . .. ..... 0 5 Port Algonac ................... 0 5 Port Algonac ................... 2 0 0 49 21 0 ENGINE DEPARTMENT 25 7 0 STEWARD DEPARTMENT 11 0 3 ENTRY DEPARTMENT 0 0 0 8 0 0 6 0 3 0 0 3 0 HEADQUARTERS 0 11 0 29 85 31 0 0 *''Total Registered'' means the number of men who actually registered for shipping at the port last month. """Registered on the Beach" means the total number of men registered at the port at the end of last month. Totals All Departments ........ 9 6 18 10 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Or. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea JUNE 1-30, 1988 Port New York ............... Philadelphia .............. Baltimore ...... . ........ Norfolk .... ....... ...... Mobile ................. New Orleans ............. Jacksonville .............. San Francisco . . . . . . . . . . . . . Wilmington .............. Seattle ................. Puerto Rico ...... ·-Honcilulu .. _ ... . . ........ HOUS on ................ St. Louis ...•............ Piney Point ........ - . - . . . Totals . • . . . . . . , . , , , • • , • ~ *TOTAL REGISTE~ED All Groups Class A Class B trass C 59 7 12 16 16 42 46 32 18 38 11 8 40 i 0 345 12 1 0 4 2 0 3 1 6 4 17 1 5 0 8 4 2 108 62 5 12 3 10 8 11 11 10 2 10 7 8 5 Pon New vorK . , ............. Philadfllohia ............. _ altimore ....... .. ...... NOl10lk _. - . - - - - - - - - . - . Mobile ... . . . . . . . - - - - - . New Orleans . • . , . . . . . . . . . Jack11onville . • . , . , , . . , . , . • S;in Fr~nci11co .... , , . , , , , .. Wilmington . . . . . . . . . . . . . . Seattle ...... ........ . .. Pue11~ Rico . . . . . . . . . . . . . . Honolulu . , , , ••.......... Houston .... , . , .. , ...... St. Louis ...... . . . ....... Piney Point . . . . . - - ... . . .. Total! . . . . . . - . - . .. . ... - 37 2 5 12 4 3 2 7 7 6 26 28 26 12 20 8 5 8 6 2 6 1 9 12 0 6 0 6 26 4 222 74 0 0 1 """••••'I I I If I I I 22 2 4 1 4 11 2 1 11 21 13 39 11 23 5 7 19 1 2 6 4 9 4 5 0 7 4 0 2 36 1 139 Totals All Oepartments ...... 897 4 3 4 3 21 4 23 7 20 10 6 12 0 2 0 0 2 0 3 2 2 1 1 0 8 ,, New York ...... . . - - - . - - Philadelphia ... . .... _..... Baltimore ............... NQrfQlk .......... ....... Mobile ................. New Orleans ......•.. .. .. Jack5onville _ - . - - - - - - - - - - San Francisco ............. Wilmington .. _ - . . - . - - - - - Seattle ......... .. ...... Puerto Rico . . . . . . . , . . . . . . Honolulu ........... . ... . HQuston ................ St. Louis .. . . . - - - - - - - - - - Piney Point .............. Totals ......... , ....... 3 6 7 7 10 5 11 7 8 9 60 4 2 10 2 6 4 5 2 5 2 11 7 0 11 21 Port 2 1 12 0 17 67 ENGINE DEPARTMENT 24 1 0 10 6 0 16 1 2 191 DECK DEPARTMENT 4 10 0 3 5 0 7 4 9 8 5 3 29 8 3 4 20 6 28 13 8 11 7 1 32 10 5 7 3 0 3 17 6 25 7 3 1 1 0 1 7 8 223 103 58 32 2 9 1 1 1 1 Port New York .. . ......... , .. Pnilatielphia ........ - .... . Baltimore . - - - - . - . . . - - - Norfolk_ MMile .. _. . ............ New Orleans , . , ..... , . , .. Jacksonville ........ . - - . - San Francisco ............. Wilmington .............. Seattle ....... .......... Puerto Rico . , ............ Honolulu ......... , ...... Houston ............. . .. St. Louis ....... ......... Piney Point . - ... - - - - - - Total~ ...... . . - - - - - .... TOTAL SHIPPED All Groups Class A Class B Class C 1 20 2i 0 1 2 14 5 4 15 145 133 3 0 2 0 ltiO 87 409 350 574 10 2 1 10 7 12 6 2 1 46 1 7 0 35 10 5 3 4 1 7 2 1 0 6 0 5 0 57 312 78 31 5 2 40 2 6 6 0 3 0 0 2 0 5 2 0 0 329 4 0 0 0 2 1 7 1 12 3 6 0 70 3 0 1 38 4 12 8 27 19 85 17 33 8 16 23 1 5 5 3 2 2 6 7 18 4 7 0 17 1 0 6 113 302 79 0 38 26 0 4 9 0 4 5 31 4 57 0 0 0 0 0 0 0 0 5 17 3 8 6 14 12 19 13 4 2 0 2 3 3 0 18 1 0 4 48 5 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 6 40 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 17 0 0 0 0 240 240 284 220 1,370 490 409 9 4 1 2 170 5 1 4 13 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478·0916 1 0 6 5 19 81 12 0 - 7 36 14 8 16 0 1 13 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 1 0 1 31 0 0 ENTRY DEPARTMENT 11 4 4 0 1 0 5 5 7 1 12 9 1 4 10 14 5 0 5 0 7 1 74 162 2 2 1 0 1 6 14ti 208 361 2 4 93 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 5 22 2 0 5 32 0 2 6 7 4 0 0 8 7 213 56 4 8 0 7 4 1 2 8 1 12 0 0 7 0 0 0 6 8 22 10 516 1 1 39 32 21 29 5 1 9 4 13 5 17 4 4 50 4 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 0 3 2 5 5 8 52 1 1 17 9 HONQLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 6 5 0 , 2 66 54 30 56 24 9 1 1 0 0 1 66 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 2 1 1 2 1 2 2 5 2 6 0 12 13 24 20 15 3 6 9 2 11 10 10 12 8 63 5 0 0 9 38 3 0 2 5 96 4 13 28 15 18 6 0 4 1 0 5 2 7 3 7 **REGISTERED ON BEACH All Groups Class A Class B Class C 6 2 , 7 1 0 2 1 49 0 STEWARD DEPARTMENT 11 3 1 0 2 0 2 0 4 1 0 1 5 0 119 8 6 2 6 0 10 2 0 39 11 4 26 5 0 0 1 Trip Reliefs ""Total ReoisterM " means the number of men who actually registered for shipping at the port last month. """Registered on the Beach" means the total number of men registered at the port at the eno of last month. Shipping in the month of June was up from the month of May. A total of 1,484 jobs were shipped on SIU· contracted deep sea vessels. Of the 1,484 jobs shipped, 574 jobs or about 39 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 220 trip relief jobs ·were shipped. Since the trip relief program began on April 1, 1982, a total of 7,858 jobs have been shipped. ,. 350 Fremont St 94105 (415) 543-5855 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) '7 52-6500 .... WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 July 1988 I LOG I 27 • �SUMMARY ANNUAL REPORT FOR SEAFARERS PENSION PLAN This is a summary of the annual report of the Seafarers Pension Plan for the year ended December 31, 1986. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). America Welfare Fund EIN 13-5677156 for the year ended December 31, 1986. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (BRISA). The Trust has committed itself to pay claims incurred under the terms of the plan. BASIC FINANCIAL STATEMENT BASIC FINANCIAL STATEMENT Benefits under the plan are provided by the Trust. Plan expenses were $23,913,676. These expenses included $3,314,315 in administrative expenses and $20,599,361 in benefits paid to participants and beneficiaries. A total of 20,205 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets , after subtracting liabilities of the plan, was $381 ,089,746 as of December 31, 1986, compared to $343,248,323 as of January 1, 1986. During the plan year the plan experienced an increase in its net assets of $37 ,841,423. This increase included unrealized appreciation or depreciation in the value of plan assets; that is, the difference between the value of plan assets at the end of the year and the price the plan originally paid for those assets. The plan had total income of $49,250,438, including employer contributions of $8, 151,476, gains of $14,107 ,084 from the sale of assets, and earnings from investments of $26,677 ,352 and other income of $314,526. MINIMUM FUNDING STANDARDS - An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the minimum funding standards of ERISA. The value of plan assets, after subtracting liabilities of the plan was a (deficit) of $(776,325) as of December 31, 1986 compared to $(240,101) as of January 1, 1986. During the plan year the plan experienced a decrease in its net assets of $536,224. This decrease included unrealized appreciation and depreciation in the value of plan assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had total income of $4,891 ,968 including employer contributions of $4,797,288, earnings from investments of $94,146 and gain on sale of investments of $534. Plan expenses were $5 ,416, 754. These expenses included $491,006 in administrative expenses and $4,925,748 in benefits paid to participants and beneficiaries. SUMMARY ANNUAL REPORT FOR UNITED INDUSTRIAL WORKERS OF NORm AMERICA PENSION PLAN This is a summary of the annual report of the United Industrial Workers of North America Pension Plan EIN 11-6106805 for the year ended December 31, 1986. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). SUMMARY ANNUAL REPORT FOR SEAFARERS WELFARE FUND BASIC FINANCIAL STATEMENT This is a summary of the annual report of the Seafarers Welfare Fund EIN 135557534 for the year ended December 31, 1986. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Act of 1974 (ERISA). The Trust has committed itself to pay claims incurred under the terms of the plan. Benefits under the plan are provided by the Trust. Plan expenses were $450,730. These expenses included $120,750 in administrative expenses and $329,980 in benefits paid to p<gticipants and beneficiaries. A total of 4, 190 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, wa $28,290,670 as of December 31, 1986, compared to $24,423,505 as of January 1, 1986. During the plan year the plan experienced an increase in its net assets of $3,867,165. This increase included unrealized appreciation in the value of plan assets; that is, the difference between the value of plan assets at the end of the year and the price the plan originally paid for those assets. The plan had total income of $4, 121,316, including employer contributions of $949,625, gains of $1,189,742 from the sale of assets, and earnings from investments of $1,981,949. BASIC FINANCIAL STATEMENT The value of plan assets, after subtracting liabilities of the plan was a (deficit) of $(25 ,205 ,351) as of December 31, 1986 compared to $( 16,425 ,919) as of January 1, 1986. During the plan year the plan experienced a (decrease) in its net assets of $(8,779,432). This (decrease) included unrealized appreciation and depreciation in the value of plan assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had total income of$23,331,217 im;:ludiog i;mployer contributions of $22 ,962,505 , miscellaneous income of $15 ,254 , and earnines from investments of $3.53.4.58. Plan expenses were $32, 174,471. These expenses included $3.015.522 in administrative expenses and $29,1.58,949 in benefits paid to participants and beneficiaries. MINIMUM FUNDING STANDARDS An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the minimum funding standards of ERISA. YOUR RIGHTS TO ADDITIONAL INFORMATION SUMMARY ANNUAL REPORT FOR SEAFARERS VACATION FUND This is a summary of the annual report of the Seafarers Vacation Fund EIN 135602047 for the year ended December 31, 1986. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). The Trust has committed itself to pay claims incurred under the terms of the plan. BASIC FINANCIAL STATEMENT .,... The value of plan assets, after subtracting liabilities of the plan was a deficit of $(4,716,641) as of December 31, 1986, compared to a deficit of $(3.046,762) as of January 1, 1936. During the plan year the plan experienced a decrease in its net assets of $1,709,880. This decrease included unrealized depreciation, amounting to $34,260, in the value of Dian assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. Durin~ the plan year, the plan had total income of $28,115,002 including employer contributions of $27,871,668, and earning~ from inve:ltments of $243.334. Plan expenses were $29,790,622. These expenses included $3,617 ,526 in administrative expenses. $24.287.664 in benefits paid to participants and beneficiarie~, and $ t ,885,432 in other expenses (payroll taxes on vacation benefits). SUMMARY ANNUAL REPORT FOR UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND This is a summary of the annual report of the United Industrial Workers of N()rth You have the right to receive a copies of the full annual reports, or any part thereof, on request. The items listed below are included in that report: L An Accountant's report 2. Assets held for investment 3. Transactions in excess of 3 percent of plan assets 4. Actuarial information regarding the funding of the Plan To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Leo Bonser who is the Plan Administrator, 5201 Auth Way, Camp Springs, MD 20746 (301) 899-0675. The charge to cover copying costs will be $2. 10 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual ret'Ort from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan at 5201 Auth Way, Camp Springs, MD 20746 and at the U. S. Department of Labor in Washington, D. C., or to obtain a copy from the U. S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclosure Room, N4677, Pension and Welfare Benefit Programs. Department of Labor, 200 Constitution Avenue, N.W., Washington, D. C. 20216. IT 1$ DUMB •• GET MELP! KICK THE DRUG HABIT•' CONTACT YOUR PORT AGENT OR YOUR - UNION. IF YOU ~N/FF IT• •• 28 I LOG I July 1988 �Upgraders Visit Hill Don't Miss Your Chance to Improve Your Skills How? SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time. You can use these skills: on your J ~ to improve your skills for upgrading. to further your education. Please send me the area(s) checked below: ** * MAffi Fractions Decimals Percents Algebra Geometry D D D STUDY SKILLS Listening Skills How To Improve Your Memory Tri~onometry How To Use Textbooks ~pane} Spherical) Study Habits Test Anxiety ENGLISH: W riling Skills Test Taking Tactics Grammar Books D Stress Management Writing Bm"ness Notetaking Know-How Letters D SOCIAL STUDIES D Geography COMMUNICATION SKILLS D U.S. History Tax Tips for Seafarers D Economics Basic Metrics D D D D D D D D D D D D D D D D Name Street Cir.L.,.-_..;.:,,,:;;.____ State Book No. Zip _ _ _ _ __ Social Security No. Department Sailing I n - - - - - - - - - - - - - - - - - - - Cut our this coupon and mail to: Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it toda ! SUMMARY ANNUAL REPORT FOR SIU PAC C DISTRICT-PMA PENSION PLAN his is a ummar of the Annual Report for the SIU Pacific District-PMA Pension Plan, Employer Identification No. 94-6061923, for the year ended July 31. 1987. The Annual Report has been filed with the Internal Revenue Service as required under the Employer Retirement Income Security Act of 1974, ERISA . BASIC FINANCIAL STATEMENT Benefits under the Plan are provided by a trust arrangement. Plan expenses were $15,961,792 . Thes~ expenses included $946,019 in administrative expenses and $15,015,772 in benefits paid to participants and beneficiaries. A total of7,045 persons were participants in or beneficiaries of the Plan at the end of the Plan Year, although not all of these persons had yet earned the right to receive benefits. The value of Plan assets, after subtracting liabilities of the Plan, was $147,776,716 as of the end of the Plan Year compared to $146,940,007 as of the beginning of the Plan Year. During the Plan Year, the Plan experienced an increase in its net assets of $836,709. This increase included unrealized appreciation in the value of Plan assets ; that is, the difference between the value of the Plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of the assets acquired during the year. The Plan had total income of $19,360, 157 including employer contributions of $2,952,870, earnings from investments of $8,685.740. net realized gains in the amount of $7, 713,486 from the sale of certain assets, and miscellaneous income in the amount of $8.061. MINIMUM FUNDING STANDARDS An actuary' s statement shows that enough money was contributed to the Plan to keep it funded in accordance with the minimum standards of ERISA. Labor Building 200 Constitution Avenue. N.W. Washin~ton. D.C. 20216 SUMMARY ANNUAL REPORT FOR SIU PD-PMA SUPPLEMENTAL BENEFITS FUND, INC. This is a Summary of the Annual Report for the SIU PD-PMA Supplemental Benefits Fund , Inc ., Employer Identification No. 94·1431246, for the year ended July 31 , 1987. The Annual Report has been filed with the Internal Revenue Service, as required under the Employer Retirement Income Security Act of 1974, ERISA. The Union education program continued last month with FOWT and Hydraulics upgraders ' 'n ro of the Supreme Court are: Hermus Patrick, ' a o o ap' o i . Owen Richards, Joe Saxon, Clyde Hall, Cleo Helm, Wilfredo Lawigan, Samuel Davis, Larry Flores, Roy Matteson, Edgar Hantsche, Donald Droste, C.L. Wilson, Kevin Daughtey and Piney Point Port Agent Al Raymond. BASIC FINANCIAL STATEMENT Benefits under the Plan are provided by a trust arrangement. Plan expenses were $8,771,828 . These expenses included $225,543 in administrative expenses and $8,546,285 in benefits paid to participants and beneficiaries. A total of 1,609 persons were participants in or beneficiaries of the Plan at the end of the Plan Year. although not all of these persons had yet earned the right to receive benefits. The value of Plan assets, after subtracting liabilities of the Plan, was $2,529 ,344 as of the end of the Plan year compared to $2,528,759 as of the beginning of the Plan Year. During this Plan Year, the Plan experienced an increase in its net assets of $585. The Plan had total income of $8,772,413 including employer contributions of$8,449,l l l, earnings from investments of$21 l,368, lapsed benefits of $111 ,696, unclaimed compensation of $188 and miscellaneous income of $50. YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to receive a copy of the full Annual Report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report; 2. Assets held for investment; and 3. Transactions in excess of three (3) percent of Plan assets. To obtain a copy of the full Annual Report or any part thereof, write or call the office of the Plan Administrator, 522 Harrison Street, San Francisco, California 94105, telephone (415) 495-6882. The charge to cover copying costs will be $5.00 for the full Annual Report, or $0.10 per page for any part thereof. You also have the right to receive from the Plan Administrator, on request and at no charge , a statement of the assets and liabilities of the Plan and accompanying notes, and/or statement of income and expenses of the Plan and accompanying notes. or both. If you request a copy of the full Annual Report from the Plan Administrator. these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the Annual Report at the main office of the Plan , 522 Harrison Street, San Francisco, California 94105 , and at the U.S. Department of Labor upon payment of copying costs. Requests to the Department of Labor should be addressed to: Public Disclosure Room N4677 Pension and Welfare Benefit Programs Francis Perkins Department of Labor Building 200 Constitution Avenue , N.W. Washington , D.C . 20216 July 1988 I LOG I 29 �One Columnist, Shaken on the Rocks-Part II (Editor's Note; This is the setond and final installment of a series of articles by San Francisco Chronicle columnist Jon Carroll. We are publishing them here with the permission of the writer and the Chronicle in hopes that the message will help someone recover from alc9holism.) The Democracy Of Addiction Addiction is not a bigot. It does not care about race, creed or color; it is blind to wealth or poverty. Good deeds will not save you from it, nor a college education, nor large donations to the symphony. It may be that some nationalities have a genetic predisposition to alcoholism, but that evidence is entirely statistical; no one has yet rooted out the appropriate chromosome. Nor does your body know whether a drug is legal or illegal. It does not believe that cocaine is ''bad'' and alcohol is "good." It just takes what it craves; it is not rational, the chemically addicted body. If it were rational, it would not have allowed the brain upstairs to get into this situation in the nrst place. Which is why the Center for Chemical Dependency at Henick Hospital in Berkeley, where I recently ~pent 31 fun-filled days kickin~ my habit, does not distinguish between drugs either. We had drunk~ and dope ftends and crack heads and Valium freaks. We had a cross·scdion of America self-selected by two criteria'. (a) an acknowledgment of their addiction1 and (b) their access to a satisfactory insurance plan. We had high bottom" drunks Hke me (the most common reaction to my situation was 1 •'Gee, I knew you drank, but I didn't know you had a problem. to "low bottom" addicts like the guy who had literally lost everything- marriage, family~ house, car, money, friends-in his pursuit of booze and crack. ""' .,, lL 11 ) Some examples, heavily disguised to preserve anonymity but nevertheless accurate in essence: The tennis professional from Napa who said he played some of his best games after an all-nighter with the crack pipe and a case of beer. The night shift security guard, a woman, who once unplugged her home phone for a year because the calls interrupted her drinking. The ghetto street kid whose parttime job was breaking the ribs of slow-paying crack customers, and who turned out to be one of the most intelligent and sensitive people I'd ever met. The rock 'n' roll keyboard player who kicked heroin by himself only to find that he was addicted to Valium. We had blackout drunks and cocaine freaks who would frequently stay up, and indoors, for a week, peering out of windows. We had a guy who'd been mugged and throwr1 in a dumpster and a woman who'd embezzled money to support her habit. We were all liars, of course; addicts start out lying to themselves and quickly get hooked on the habit. Almost all of us came from dysfunctional families, one way or another. We had different tastes in everything~ food, movies, music. politics, sex. And we loved each other. Sounds corny; true anyway. We had a sort of backwards relationship with each other. We knew each other's dark secrets. but not the more ordinary stuff. I knew the victim of incest, but I never did find out where she lived. I knew the bigamist. but not what he thought about the Giants' chances this year. We had no small ~alk, really; nothing but big talk. If I had known going in that I would be crying in front of strangers, hugging strangers, earnestly talking about different concepts of God with strangers, I probably wouldn't have gone. But it seemed natural, even inevitable. Secrets want to come out; secrets are miracles waiting to happen. The Age of Miracles and Wonder for the first time about her alcoholism; I saw a man come back almost from the dead; I saw a husband and wife fall in love all over again. They don't let you get away with much at the Center for Chemical Dependency. They call it ''tough love''; the phrase has a bit too much swagger for my tastes, but it's accurate enough. None of your laid-back Viennese ''what do you think about what you think about" gentility for them. My counselor would say things like ''I don't buy that" or "What makes you so special?" or just plain "Bull-." And most often she was right. I came to believe that if my counselor said something was cow dung, it would be inadvisable to use it as a cheese spread. This attitude was particularly refreshing because it served as an antidote to the rest of the world, to a government that sends Nancy Reagan and her constipated "Just Say No" smile out to ghetto schools while her husband continues to support drug-running terrorists and dictators so long as they're not Communists; to a society that sends cocaine abusers to jail and alcohol abusers to Congress. (No wonder so many cops are alcoholics. How would you feel if you discovered that your own government was financing the very activities you were risking your life to prevent?) Honesty is the only defense against that kind of hypocrisy. Sanity within meets insanity without. Sometimes it loses; even so, there's no other weapon. If there was an important urgency to their approach, it was only because of a compassionate rage to get the message across. They took every shortcut and burned every bridge. A month is not a long time stacked against the habits of a lifetime. And it worked. I saw miracles, friends. I saw a woman tell her son I saw the shock of recognition reflected in many eyes. Pensioners Deep Sea To the people in the program, it did not seem that these things would be possible. They did not seem possible to me. I saw things in the faces of my wife and daughters that I had never expected to see again. The mechanism is a mystery, to me at least. But mysteries are real, and miracles happen. I can't say that I will never drink again; I can say with some assurance that I will not drink today; I have some fragile confidence that I will be able to say the same thing tomorrow. That's 19 steps further than I had gotten before. And that's the reason for these columns. I know that someone out there is reading this column at 8 in the morning already half in the bag or still cruising in the middle of a five-day crack run. The paper may be several days old by then, picked up with the front-porch litter or found crumpled at the end of the bar. And I know, because I have shared the feeling of hopelessness and powerlessness. And I am saying: It need not be. At almost every hour of the day, somewhere in the Bay Area, there are groups of men and women observing a moment of silence in your honor. You are among friends, whether you know it or not. You have free will, of course; hasn't done much for you lately, though, ha it? You already know your doctor's number; Alcoholics Anonymous and Cocaine Anonymous and Narcotics Anonymous are in the book. Ifit doesn't work, you can always get loaded again. ©Copyright San Francisco Chron· icle. All rights reserved. Angel L.O. Morales John F. Tubman John R. Nuckols Steve West Donald L. Rood Aubrey G. Wilson Inland Leonard C. Suchocki David A. Norris James P. Hoffman Peter J. Hopeland Raymond J. Nugent Willie L. Smith Jose Aguiar Gervase Bartholmey Alexander Brousseuk Leon R. Curry James Demetrios Herbert W. Ehmsen Amy Evans Fraser C. Falt Victor Garcia Glen R. Graham ... Thomas Liles Jr. Fred A. Morishige 30 I LOG I July 1988 - Carlos RQdriguez Michael Ruta Glen H. Watson Jacinto G. Guilles Robert E. Anglin Patsy J. Frango Milton H. Atherton Kenneth Godeke Louis A. Canavino James T. Malone Charles C. Cappello Hobert J. Snyder �TeamstersW Government Has No Business Running Unions criminal acts ranging from extortion to violence and bribery. It charges that the union is controlled by organized crime which allegedly rigged union-wide elections. Those are serious charges, which, if the government has the proof, it should be made to prove those charges ''beyond a reasonable doubt.'' Last year, using the same evidence, the government could not prove its case "beyond a reasonable doubt" in a New York City criminal trail involving some of the same charges. In a civil case the burden of proof is less stringent. A Justice Department spokesman even admitted that the suit would use some of the same evidence it used last year, but hoped that the less stringent burden of proof rules could make those charges stick. "If the Justice Department has evidence sufficient to prove that the officers of the International Brotherhood of Teamsters or any other union have committed federal -offenses, the de- the Reagan administration-that great friend and protector of working men and women and stalwart supporter of organized laboris at it again. They want to take over the International Brotherhood of Teamsters. Yes siree, the same folks who busted PATCO, stacked the NLRB with right wing, anti-labor members, gutted health and safety laws and campaigned for a sub-"human" mm1mum wage now claim they are looking out for the welfare of the 1. 6 million Teamsters. Late last month the Justice Department filed civil, not criminal, charges against the entire Teamsters' executive board, including president Jackie Presser. Filed under the so-called Racketeer Influenced and Corrupt Organization Act (RICO), the suit asks that board members be removed and a trustee appointed to run the union until the government decides that ''fair and free elections'' can be held. In a nutshell, the suit claims that those named have been engaged in ELL, Editorial partment should proceed against those individuals directly under the laws which forbid convicted criminals from holding union office,•• said AFL-CIO President Lane Kirkland. We agree. If the government can prove criminal charges against somebody, fine, toss the bum out of union office. But where in the world is it written that the government, through a court-appointed trustee, can take over an entire union? Running a labor union is no business of the government. It has every right to police an organization and enforce laws, but unions are run by men and women elected by the membership. Only in totalitarian countries can a government step in and run a union. Even Sen. Orrin Hatch (R-Utah), ranking Republican on the Senate Labor and Human Resources Committee and someone organized labor has butted heads with over many issues, said the government's action "smacks of totalitarianism . . . I don't think the government or any court in this nation is capable of being a trustee over a union." If the government is granted its trusteeship of the Teamsters, a terrible precedent will be set. The administration already has PATCO's scalp on its belt.It's now after the Teamsters. Who will be the next target? It would be interesting, however, to see how the administration would react if the shoe was on the other foot. While few criminal charges have been filed against administration officials, the Justice Department, Defense Department and other administration agencies have been plagued by scandal, sleaze and rumors of corruption. Perhaps using the same less stringent rules of proof available under civil law, a trustee could be appointed to make sure the government runs honestly until "fair and free elections" are held. Or we could just wait until November 8. IELL HIM THE 'REMl.ICAN PARTY ~OMIS€S To 6ET GOVERNMENT Off HIS 8AC.K A5 SOON AS we CAN ffNP To The • • • APUTTY KNIFE! B.over Bescues 24 . . . En.rout@ to the Philippines on S/23/88, the MN Rover rescued twentyees from tnet.r unseawortny vessel. The refugees had been Without ood and water for several days. Aid was rendered, the M/V Rover's engineers determined the boat motor was not repairable, and twenty-four men, women, and children were brought onbca.rd the MN Rcver for aa.fety. ~0~CKJ The boat people -were a.Ho-wed refuge at the vessel's next port of call in Bataan, Philippinea. ~ mss l'~OCAA't'S ;iN(.. This is not the fil'at incident of the kind. of personal involvement exhlbited by SID members, nor do we suspect it Will be the last. We enclose a. list of the personnel onboa.rd a.t the time and extend our commendations along with the United Nations High Commissioner for Rerugeea, Jea.n-Pier-:te Hecke. A ccpy of Oommiaaioner Hocke'a telex of appreciation is enclosed for your review and files. Very truly your11, M.Anne Kane Manager-Marine Personnel twenty-four Vietnamese men, women, and children while en-route to the Philippines on May 23, 1988, and for the subsequent care and kindness provided these unfortunate people. As always 1 American seam.en, regardless of rating, or Union affiliation are ready to exhibit the true meaning of the Brotherhood of the Sea. Fraternally yours, Mike Sacco Ocean Carriers Inc. Houston., Texas President-SIU M/V Rover Crew To Captain W.H. Anderson III. Master of the M!V Rover from Jea.nPierre Hocke. United Nations High Commissioner for refugess. I I warmly commend tne action or yourself and your crew m rescUing 24 rerugees 1Il rustress at sea. Suon numarutarian aee<l8 of oonduot upholcl tlle best marltl.me traW.tions. My sincere best Wishes to you ancl all who voyage on the M/V Rover. Jean-Pierr Hocke (UNHCR Geneva) Dear Capt. And.arson: Anderaon, W.H. III-Captain Leri, Robert P.-Ch. Mate Wheeler, Bradford L.- 2nd Mate Conlon, Thomas J.--3rd Mate Dias, Junior R.-R.E.0. Daniels, Ray T.--Qmed Hale, Leonard C.-Ch. Engr. Koski, Ronald 8.-Qmed Seales, Walter-1st Engr. Sepe, Thomas NMI-2nd Engr. Myint, Maung IDa-Emm Majaducon Elias M .-Emm Fagan, Micha.el S.--3rd Engr. Ferguson, Vernon Jr.-StwdJBkr 1 John, Furr- AB/Bosn Payton, Floyd E.-Ch. Cook Marchione Demetrio-AB Williams, Russel 8.-GSU 1 We Wish to commend you, the otticera and crew for the reacue of the Sutherland, John-AB Santana, Mitchel-OS Boone, Harold-OS Christian, Donald---Q/Pumpman Nunez, Fred-AB July 1988 I LOG I 31 "" �July 1988 Seafarers International Union of North America, AFL-CIO ANWR Representatives of the maritime industry are calling on the federal government to open up the Alaskan National Wildlife Reserve (ANWR) to exploration and development. Failure to explore the reserve for oil could "have dire consequences for the U.S.-flag tanker fleet," according to Neil Dietz of the Seattle Port Council of the Maritime Trades Department. ''The 60 tankers operating [in the Alaskan trade] constitute two-thirds of the U.S. [tanker] fleet. But [the number of tankers] could drop to 20 without exploration of the Arctic plain." The issue of ANWR exploration has aroused considerable debate. The Journal of Commerce predicts that Congress will probably not get around to dealing with this issue during this session. "It just doesn't make sense to have American servicemen risk their lives in the Persian Gulf to protect the flow of oil and then not do anything to develop what many people believe is a major source of energy right in our back yard," said SIU President Mike Sacco. APEX The Maritime Administration has tentatively approved part of Apex Resources Inc.'s plan to sell a 1mrtion of its fleet of tankers and bulk carriers. Apex had to getMarad's permission because two of the company's six vessels are affected by subsidy and the other four were built ovcr~ca~ with ~pecial permission. In addition, the prospective buyer has links to foreign-flag shipping interests. Marad has decided to let the buyer. the Liberty Shipping Group, acquire the four foreign-built dry bulk carriers on the condition that it can demonstrate that it is a U.S. shipping company under the shipping statutes. The sale of a fifth vessel will be considered later on. Sale of the sixth, the Aurora, will be put off until Odober when its charter runs out. registry shippers to gain acceptance for their services in traditional maritime nations. Typical of the trend was the symposium held in Washington D.C. last month by the Skaarup Foundation to unveil what turned out to be a widely discredited study on maritime policy. These efforts are occurring worldwide. In West Germany, for example, adherents of open registry shipping are trying to persuade the government there to open up a second registry. West German trade unionists are opposed to the establishment of a second registry because it would cost 37 ,000 German seamen and marine-allied workers their jobs. Drug Testing Moremac Marine Group Inc. has joined a growing number of U.S.-flag companies who have put in applications to Marad for permission to shift American registered vessels to foreign flags. The failure of Congress, the administration and a sorely divided maritime industry to come up with a new plan of action to revitalize the maritime industry has left many Amercian-flag operators and their aging vessels with a dilemma: what do they do if they can't receive construction differential payments or build foreign? How can they plan for the future when they don't know if there will still be an ODS program? ome of the perator putting in applications may have valid reasons. Most, however, are obviously trying to take advant ge o t e present situation. The inability of the maritime industry and the administration to unite behind a common plan will continue to cause difficulties for the American-flag mere ant marine. The Department of Transportation has issued regulations requiring drug testing for seamen onboard commercial vessels. Similar regulations concerning aviation and railway workers were issued earlier this year. Those mariners who test positive for drug use could lose their licenses or have their certifications and jobs revoked, said DOT Secretary James Burnley. ·The SIU is committed to a drug-free en· vironment,'' said Headquarters Representative Augie Tellez at the Union's July membership meeting. "We will take a close look at these proposed regulation to ensure that our members ' rights are protected. Fishing Salety Governor Alexander Farrelly of the U.S. Virgin Islands has expressed concern over a proposed expansion of the Caribbean Basin Initiative. "The CBI is a constant threat, and we have to stay alert," said Farrelly. The United In· dustrial Workers Union, an affiliate of the SIU, represents more than 4.000 workers in the territories, including many who work for the government. Farrelly is particularly concerned that Congress might expand the present scope of the CBI to include rum which is one of the territory s chief sources of income. Rum accounts for roughly $30 million of the approximately $200 million worth of products that the U.S. Virgin Islands ships to the United States. In addition. a good portion of the territory's budget is generated by an excise tax put on the sale of rum products. Drought Flags ol Convenience 1 1 - this summer has caused droughts in some areas. This development has had a disastrous effect on the inland maritime industry. Traffic on the Mississippi River was briefly held up, and rates are expected to soar. There is some concern among industry officials that levels of government-impelled P.L. 480 cargo will drop as a result of the drought. This will inevitably have ramifications for deepsea sailors. Under cargo preference laws, 70 percent of all such cargo must be carried on American-flag vessels (that figure will be increased to 75 percent next year as a result of the Cargo Preference Compromise of 1985). "It's sort of like reform of the liner subsidy program," said one maritime official. "You find yourself praying for something to happen and nothing ever does.'' Provisions that would have caused drastic changes in the liability insurance industry have been dropped from a fishing safety bill. Among other things, the bill would have put a cap on the amount that could have been awarded to fishermen in exchange for the establishment of a streamlined system of com· pensation payments for seamen who were temporarily injured. Legislators had sought to reach a compromise between trial lawyers and fishing boat owners on the matter, but that just was not possible. "In the final analysis," said Rep. Gerry Studds (D-Mass.), "the lawyers could not agree with the fishermen.'' Now that the legislation has been shorn of its most controversial provisions, passage is expected within a short period. Passage of the bill is still important, said SIU Legislative Director Frank Pecquex, because it would establish minimum safety standards in the fishing industry. Under the proposed bill, vessels would have to be outfitted with radio beacons, emergency locator equipment life rafts, safety or immersion suits and similar equipment. While most insured vessels carry this equipment vessels that don't have insurance often ' sail without it. The fishing industry is one of the few that is exempted from the provisions of the Occupational Safety and Health Act of 1970. It has one of the nation's highest accident and death records. CBI The unusually warm weather we are having 32 I LOG I July 1988 Legislative, Administrative and Regulatory Happenings 1 There is a growing effort on the part of open Foreign ·ReDagging lntermodal Seminar Intermodalism is the most important development to hit the maritime industry since containerization changed the face of the industry in the late '50s. This was the conclusion of the participants at the Containization and Intermodal conference which was held in Oakland, Calif. last month. Intermodalism has changed the face of the transportation industry, linking as it does shipping, railroads and trucking. It has created vast new opportunities for companies like SeaLand and APL. which bring together separate modes of transportation under one corporate roof. At the same time, it has created huge capital investment problems for companies seeking to adapt to these changed conditions and has altered the market for transportation services in ways that are not yet apparent. Liner Subsidy Reform of the liner subsidy program is not likely to be achieved any time in the near future reports The Journal of Commerce. The failure of Congress and the administration to resolve this issue has led Senator Daniel Inouye (D-Hawaii) to introduce legislation that would allow Sea-Land to apply for operating (Continued on Page 12.) 1 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1988 Description An account of the resource HEADLINES MICHAEL SACCO IS NAMED PRESIDENT OF THE SIU FRANK DROZAK DIES AT 60 SIU MOURNS ITS LOSS A TIME TO MOVE TEAMSTERS’ PRESSER DIES A LOOK AT SIU PREFERRED PROVIDER HEALTH CARE RIVERS SHRINK IN FACE OF MASSIVE DROUGHT NAVY HONORS SIU CREWS MERCHANT MARINE MEMORIAL SITE DEDICATED IN CALIFORNIA THIS BUD’S FOR THE USNS NAVASOTA MSCPAC NEW BRIEFS MSCPAC ON EXHIBIT IN OAKLAND LABOR BRIEFS THE SIU IN WASHINGTON MINIMUM WAGE PROCEDURE AND CHARTER BILL SEWAGE SLUDGE TRADE BILL SHLSS UPGRADER ACHIEVES SHLSS SHOWS ITS COLORS TEAMSTERS- GOVERNMENT HAS NO BUSINESS RUNNING UNIONS THE SIU IN WASHINGTON ANWR APEX DRUG TESTING FOREIGN REFLAGGING FISHING SAFETY CBI DROUGHT FLAGS OF CONVENIENCE LINER SUBSIDY INTERMODAL SEMINAR Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 7 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/2ddbe7a35623972c4863cbf90295bf23.pdf 08d2693326ac2242db076fc859900ae4 PDF Text Text Offic:ial Publication of the Seafarers International Union• Atlantic:, GuU, Lakes and Inland Waters District • AFL-CIO Vol. so, No. 8, August 1988 Special Report New FOG Operations Mount Another Threat To U.S.-Flag FleetJones Act Bent by OK to Foreign Buy Of U.S. Barge Line SIU Fishermen In New Bedford OK New Pact Flags of convenience (FOC) and the cheap foreign labor which goes along with them have been threats to the U.S. merchant marine since the end of World War II. At one time referred to as ''fink-flags'' or runaway flags, these registries in Panama, Liberia, Cyprus and dozens of other countries siphoned American ships and American jobs. They continue to do so decades later. With U.S. ships and seagoing jobs at an all-time low, these vultures are not finished. On page 3 read about the two newest threats to the U.S.-flag fleet. This time there is a new twist. An American maritime consultant has set himself up as an expert and offers a ''one-stop-shop'' for U ~S. shipowners to find a foreign-flag registry. He claims to have 32 flags to offer. In an even stranger scenario, U.S. taxpayers are footing a large part of the bill for a former U.S. territory to become the newest flag of convenience operation. On top of that, one of the key players in its set-up is a close friend and major fund raiser for the George Bush presidential campaign, the Associated Press reports. In a related development, foreign interests are threatening the Jones Act. A Japanese company has purchased a U.S. barge company, and the Coast Guard, despite being made aware of the lack of U.S. citizen owners, approved the operation. The Jones Act was designed specifically as protection for American ship companies operating in our domestic trades, with no subsidy whatsoever. This matter is now in court. Read about it on page 3. Bellatrix-An Example of SIU Job Security It took almost three years, but a strong united front by SIU fishermen in New Bedford has paid off. The last group of SIU-crewed fish. ing boats has won a new contract. Bulletin Fishermen working on some 2.5 boats. whose owners are part of the New Bedford Seafood Producers Association (SPA), ratified a new contract Aug. 8 said SIU Port Agent Henri Francois. "We were able to reach this agreement because everyone in the Union stood united. This settlement is fair to both sides. Now we can all work together to get this industry back on its feet,•• Francois said. In December 1985 SIU fishermen struck over a number of issues which couldn't be resolved through negotiations. As the strike wore on in the nation'~ busiest fishing port, more than 50 contracts with independent boat owners were reached. But the SPA representing about 25 boat owners dragged its feet. "Now that this is settled," said SIU President Mike Sacco, ''we can get on with organizing more fishing boats in New Bedford. I'm real proud of the sacrifices every· body made. n See page 5 for an earlier-written story. 1 1 1 The Seafarers who crew the USNS Bellalrix (above) are just another example of the highly trained and prof~ional .men and women the SIU provides for a large variety of ships. Currently Seafarers crew more than 60 ships with military functions; those ships provide jobs and job security, This picture was taken by Seafarer Le.<l· Farrell in Mobile, Ala. For more photos of Seafarers, see page 15. Inside: Seafarers In Banner Freedom Page 6 SIU Files Charges In Kuwait Charter Crewing School Plays Host to Scouts Page 4 Tough Coast Guard Drug Rules Proposed Page 11 AIDS-Protect Yourself Page 4 Page 16 �President's Report by Michael Sacco The Rover Crew - A Credit to the U.S. e have always maintained that American ships, registered under the United States flag, are a vital asset to the nation in many, many ways. Aside from the essential role the privately owned fleet, manned by citizen seamen, plays in times of national emergency and in the carriage of cargo in peacetime, there are other distinct benefits from a big presence of U.S . merchant ships on the high seas. Not the least of these benefits is that of the prestige that comes from having the U.S. flag visible in ports in every section of the world. Our friends and our enemies should know that America has all of the equipment-in this case ships flying our flag-that is the mark of a world power and the number one trading nation. In addition to making the flag visible throughout the world, American ships and seamen are continually involved in humanitarian acts and heroism as they ply the seas. A case in point, and one that gives me great pride, is the attention given recently to our own SIU crew aboard the MV Rover operated by Ocean CarR riers. While the Rover was en route to the Philippines several weeks ago, it spotted a small vessel adrift with 24 Vietnamese men, women and children aboard. For several days the refugees were drifting without food or water. The Rover drew alongside and the Americans boarded the stricken vessel with emergency provisions. When the Rover's W engmeer determined that the boat's motor was beyond repair, the refugees were brought aboard and cared for until the vessel's next port of call in Bataan, the Philippines. This act was commended by the United Nation's High Commissioner for Refugees, JeanPierre Hocke, in Geneva, Switzerland, who hailed the company, the master and the crew "of the MV Rover which has again rescued refugees, and in doing so has carried out the to capture a larger share of cargo transport is intensifying among the nations of the world. Wherever you look, the third world countries, the lesser developed nations, and the traditional maritime nations are hard at it. All are guided by what they deem is their national interest. China, for example, is on a real push. The China Ocean Shipping Co., which is a stateowned fleet, carries 80 percent of China's water-borne com- of payments. The Australian effort is the result of three-way cooperation. Management is investing in the ships, the Australian maritime unions have trimmed manning scales and set maximum crew sizes, and the government is giving 7 percent of the purchase price to buyers of new or used ships. No matter how well-intentioned or determined management and the unions were to get Australia back in the maritime " ... As long as some governments deem it in their national interest to provide various supports to their own shipping, it is essential that the United States develop and implement a realistic policy that will assist our own shipping to compete in a contest that is otherwise stacked against us ... " best traditions of the sea.'' The owners of the Rover were cited by Commissioner Hocke for the previous res<;ues performed by Ocean Carriers' vessels and crews. And Anne Kane, manager of marine personnel for Ocean Carriers, told me that ''This is not the first incident of personal involvement by SIU members nor do we suspect it will be the last." The SIU crew on the Rover, its owner and officers have one again brought credit to America's merchant marine, and we salute them for it. Food For Thought Hardly a month goes by without evidence that the struggle merce. Figures published recently show that in 1961 the company had 25 ships totaling 229 ,000 dead weight tons. Today the line has 600 ships of over 13 million deadweight tons. The government's support is a primary reason for the company's spectacular growth. It has grown because it undercuts rates very substantially, aided by the Chinese government, which is determined to have a major merchant marine. Now Australia, whose shipping industry has been steadily dwindling, is stepping into the <;on test for cargo, with the first of a new group of ships with which they intend to compete. Among the reasons for the move is the determination to stop the drain on the country's balance 0111cu1 Pub cation of Augu t 1988 picture, it would have been impossible without the government's very positive participation. As long as some governments deem it in their national interest to provide various supports to their own shipping, it is essential that the United States develop and implement a realistic policy that will assist our own shipping to compete in a contest that is otherwise stacked against us. That's why we must continue to make every effort to convince the legislative and executive branches of the government of the urgent need to revitalize U .S.-ftag shipping. Keep that in mind as -·w e prepare to go to the polls in the national election in November! e Seafarers International Union of orth Amcnca A a~ c Gu I, La cs and lnlan<J Waters Orstnct Vol 50. o B AFL..CIO Executive Board Michael Sacco President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I August 1988 Joseph Sacco Joseph DiGiorgio Angus "Red" Campbell Executive Vice President Secretary Vice President John Fay George McCartney Thomas Glidewell Vice President Vice President Vice President Roy Mercer Steve Edney Jack Caffey Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, lakes and Inland Waters District, AFL-CIO, 5201 Autn Way, Camp Springs , Md . 20746 , Tel. 8990675 . Second -class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices . POSTMASTER: Send address changes to the LOG , 5201 Auth Way , Camp Springs , MO. 20746 . �Pick a Flag, Any Flag U.S. Company Opens 'One-Stop' Flag Shop An American maritime consultant has given a whole new meaning to "convenience" shopping. He offers some 32 foreign-flag registries for ship owners who want to flee the U.S. flag, taking their ships and jobs with them. U.S. companies now operate about 400 ships under foreign flag, about the same number they operate under the Stars and Stripes. But if Julian Padilla has his way, even more American seafaring jobs and ships will be lost. Padilla claims to have drawn on a family background in the foreign registry business to open the so-called International Shipping Bureau in New Jersey. Padilla, who is chief executive officer of the company, says he has 90 foreign representatives. He says his company is designed to help U.S. firms in deciding to shift part or all of their ships to foreign flags. According to The Journal of Commerce, he has set up shop to serve what he's betting will be a growing U.S. market for potential "open registry" operations. He says his operation may well be the first such one-stop "open registry" operation in the United States. Foreign registrations in this country usually are handled by an attorney who specializes in shipping matters, who is often familiar with only one of the countries of registry. The growing interest worldwide in less-costly operations has generated a competition among various countries offering ship registration opportunities at lower cost and with fewer obligations on the owner than in his home country. With the virtual shutting-down of subsidies and a shift of U.S. government policy toward competition and less help from the federal government, the 28-year-old Padilla thinks the time is ripe for his venture. The requirements of the 32 different countries offering this sort of flag sanctuary do vary. He said the plethora of requirements make a decision about choice of flag both difficult and important. There are a variety of special requirements and even some restrictions attached to most of the flags of choice. Foreign flags, in general, can permit an operator to cut costs immediately by 30 percent to 75 percent, principally by using far less costly foreign crews, he said. There are fees and taxes that also vary. Tax laws in the United States in recent years have removed some of the previous advantages enjoyed, but many other onerous U.S. requirements are avoided. ''This is just outrageous,'' said SIU President Mike Sacco. "I guess with the lack of any meaningful maritime program in the last eight years, you shouldn't be surprised when the vultures start circling.'' No one denies, in the short term, that FOC operations are cheaper. "But you get what you pay for,'' Sacco said. He cited the low level of training and professional expertise of many of the cheap foreign crews. "You call safety regulations onerous standards? If you examine accident statistics, you'll find that poorly maintained ships and poorly trained crews play big roles," Sacco said. There is always one part of the equation these 'flag-busters' forget. Do they reaJly believe that U.S.-owned, Liberian-flag ships with Malaysian crews can be counted on in case of a national emergency? Recent studies from the Merchant Marine Commission on National Defense and by other federal agencies all point to a large shortfall of ships and crews if the U.S. ever needed to gear up for an emergency. Today, the U.S.-flag fleet is barely above the 400 ship level. Because fewer ships mean fewer job opportunities, there won't be enough trained seagoing crews to man reserve fleet ships. "If dollars were the simple bottom line, there probably wouldn't be many U.S.-ftag ships today. But with the right combination of good management, the most professional crews in the world and a solid national maritime policy that recognizes the vital need for the U.S. merchant marine, I know, and shipowners know, the American merchant marine can compete with anyone,'' Sacco said. U.S. Tax Dollars Help Barge Line Takeover Puts Fund Latest FOG Registry Jones Act in Jeopardy If you asked most American taxpayers where their tax dollars wound up, few would have any idea that part of their tax bill goes to the Marshall Islands where it's used to lure Americatl merchant ships away from the U.S. flag and tax laws. The former American territory gained its independence from the U.S. in 1986 but maintains close ties to the U.S. which contributes to the Marshall Islands' $76 million annual budget. The i:shrnd:ii cover a tohtl of 70 :'iquarc miles in the Western Pacific. This small group of island:1 is using part of its budget tc set up the latest Hag of convenience registry in the world. It's using its ties with the U.S. and the possibility of U.S. Navy protection for Marshall Island-flag ships as a lure to ship owners. In addition, the Associated Press reports that a close friend and campaign fund raiser for George Bush played a key role in setting up the registry. The chief negotiator of the compact wiu Fred Monroe Zeder II, a close friend of Vice President George Bush, a Bush campaign fund raiser and frequently reported to be in line for a top job in a Bush administration. Zeder s son Howard Blood Zeder is wearin8 two hats in the Marshal1s registry, heading it as the republic's maritime commissioner and serving as an officer and partowner of the private company that is operating the registry. Neither Howard Zeder nor Peter Watson, a Washington lawyer who 1 1 1 1 speaks for the Marshalls about the registry, will reveal the arrangement's financial details or even how much Zcder is being paid as maritime commissioner. When the federal government negotiated the pact with the Marshall Islands. two congressmen tried to include a provision that would have made such arrangements an illegal conflict of interest. But the Reagan administration-with Fred Zeder as its point man- managed to scuttle the proposal in the House Interior Committee. For a small nation, a ship registry is big business. akin to a motor vehicle registry, keeping computerized re~ords 1 shuffling papers and having relatively low operating costs. The Marshall Islands, a former U.S. Trust territory with an annual budget of $76 million, is stressing its political stability and the compact with the United States in its efforts to break into the ship registry business. The 1.5-year compact requires the United States "to defend the Marshall Islands . . . and their people from attack or threats thereof as the United States and its citizens are defended.'' Watson says that in trying to get shipowners to switch to a Marshalls flag, the republic "is making no representations to anyone it would be entitled to U.S. defense rights." However, he said it is providing copies of the compact to shipowners, allowing them to "make their own interpretation.·' Howard Hills. a State Department lawyer who helped Fred Zeder (Continued on Page 7.) A Japanese takeover of an American barge line may put a serious crack in the Jones Act, which could open the door to foreign ownership of U.S. domestic shipping companies. In May, the Consolidated Grain and Barge Co. (CGB) was purchased by two Japanese companies. CGB is engaged in two businesses. First is the storage. transportation and sale of grain. But it is also a barge line which uses about 635 barges and seven towboats , according to court records. While much of the company's barge fleet is used to move its own grain, it is also a ••tor-hire" barge line which transports coal. ores, steel, sand, grain, salt and other products. That is where the conflict comes in. The Jones Act, the cornerstone of American domestic shipping, requires that any company which transports cargo between any two U.S . destinations be owned by U.S. citizens. The one, narrow exception allows a foreign-owned company to transport its own product. In other words, if a foreign-owned automobile company wished to ship some of its cars made in an American plant, it could use its own ships or barges. But it could not hire out those ships to transport any other goods within the U.S. Restrictions on foreign-ownership of shipping lines are spelled out in the Jones Act, and more recently, in the 1980 Vessel Documentation Act. The U.S. Coast Guard is charged with issuing or denying Certificates of Compliance in such cases. In this case, despite the overwhelming evidence that CGB would continue its operations, both to transport its own grain and to operate as a "forhire" barge line, the Coast Guard refused to investigate the case before issuing a compliance certificate. Another barge company, Ingram Barge Co ., got wind of the takeover of CGB. It alerted the Coast Guard in April and asked for an investigation if CGB requested a certificate of citizenship compliance. Ingram supplied the Coast Guard with evidence it said showed CGB's intention to continue to operate its fleet of boats and barges as before , i.e., to move its own grain and to hire out its equipment to move other products. That is in clear violation of the Jones Act. However, the Coast Guard refused to investigate the situation and issued the certificates in May. That was when Ingram went to court seeking an injunction against the Coast Guard action. The fear among domestic ship operators in this case is that it will open the door to foreign competition in a trade that is reserved exclusively for U.S. citizens and companies. Among the issues of concern are: • Harmful precedent in alJowing an obvious violation of U.S. Vessel Documentation laws especially in view of the U.S./Canada FTA dispute and the ongoing GATT negotiations. • The refusal of the U.S. Coast Guard to investigate the validity of claims made by the purchaser regarding citizenshipship requirements for the Certificate of Compliance. The Coast Guard has stated they will investigate after the fact if potential inaccuracies are alleged. The refusal to investigate before issuance is apparently in violation of Coast Guard regulations. August 1988 I LOG I 3 �i-i---------..--------------------------- -Fink Ship Breaks Down at Sea SIU Charges Seamen Denied Jobs Due to Union Ties In a blatant case of anti-union bias , two Houston, Texas companies, a ship manning agency and a ship management firm refused to hire qualified seamen because of their union affiliations, the SIU has charged. The Union filed its charges with the National Labor Relations Board against Offshore Personnel Inc . and Gleneagle Ship Management Inc. The action came after both companies placed ads in Houston and Galveston newspapers seeking qualified seamen. It is believed the two firm s were hiring crewmen for the newly-chartered tanker Maryland. The 268,000 deadweight ton vessel was one of three ships recently bought by Belmont VLCC II. The ships were acquired from Marad. Belmont has agreed to charter one of the ships to Kuwaiti interests for 24 months. Marad announced its approval of the chartering by Belmont to Chesapeake Shipping Inc. Chesapeake is the company established to operate 11 tankers Kuwait reftagged under the Stars and Stripes last year. Under U .S. maritime Law, the Maryland, or the other two tankers, must carry a U.S. citizen crew. Gleneagle crewed the 11 reftagged tankers for Chesapeake and provided the captains and radio officers for those ships. Offshore Personnel Inc. provides maritime workers for various companies. When the ads appeared in the Houston papers, more than 20 Seafarers contacted Offshore Personnel and Gleneagle seeking employment. They were told, the Union claims in its NLRB charges, there was no chance they would be hired if they had any union affiliation. Offshore employees told the SIU members that if they were union members they would not be hired, the Union has alleged. One Seafarer was told outright that he was I 00 percent qualified for the job, but because of his SIU membership , he couldn't be hired, according to the NLRB charges . Also, Offshore employees allegedly told the SIU members it was under the shipowner's instructions to bar any crewmen with union affiliation. However, they would not identify the owner. In the case of Gleneagle, SIU members submitted employment applications, but none received replies, despite meeting qualifications. The Union has charged both companies because it believes both were seeking crewman for the Belmont tankers. Both newspaper ads were worded the same and sought the same qualifications. The Maryland, renamed the Ocean Wizard, was crewed and sailed from Portland, Ore. earlier this month. However, it suffered engineroom difficulties about 800 miles offshore and was towed back to Portland. Also in the shipyard is the former New York, renamed the Ocean Challenge . The other tanker owned by Belmont is the former Massachu- setts _ " We're convinced our people were not hired simply because they belonged to the SIU. Why anyone would be so blatantly anti-union is hard to figure out. If you were crewing a ship, where is the best place to find professional and qualified seamen? The maritime unions, of course,'' said SIU President Mike Sacco. Sacco said the SIU will vigorously pursue the charges against the two companies. The case is the latest chapter in the Kuwaiti reflagging story. The reftagging battle started last summer and dragged into this past spring when a federal court ruled against the maritime unions. By using a loophole in U.S . law , Kuwait reftagged its ships last summer, but was only required to carry an American captain. Later an American radio officer was added to the crews. Unions and other maritime groups lobbied Congress to close the loophole , based on 19th century maritime practices. The bill was passed and signed into law. But the Department of Defense, under the claim of "national security" reasons , waived the U .S. crewing requirements for the reftagged ships. Later a suit was filed seeking to overturn the waiver, but that , too , failed. Shortly after, Kuwait hinted that it might charter U.S. tankers , a path suggested last year by the SIU. Sea-Land Subsidy Bill Introduced Legi~lation which would grant operating subsidy eligibility to 12 foreign-built Sea-Land ships was the subject of a recent Senate hearing. The bill. S-2-'IO. introduced by Sen. Daniel K. lnoyue (D-Hawaii), would allow Sea-Land's 12 D9J ships .;urrcntly operating in the Pacific trades to become eligible for Operating Differential Subsidy (ODS) payments. It would not however, grant subsidy; that would be up to the Maritime Administration. Operating subsidy paymenb arc normally limited to U.S.-flag ships built in U.S. shipyards. However, in the early 1980s a window was opened for a short time where American carriers could build ships abroad and still gain subsidy payments. Sea-Land is the only m~jor U.S. steamship company which operates vessels in the foreign commerce without subsidy. The major opposition to the sub1 sidy bill came from s~a-Land's competitors and the Reagan administration. The recent announcement of the formation of the Great Atlantic and Pacific Shipping Co. (A&P) and the proposed chartering to A&P of 24 vessels by Sea-Land generated some criticism of the bill. Robert L. Hintz, chairman of Sea-Land, said passage of the bill is "vitally important to Sea-Land remaining competitive in foreign commerce_ 11 He said the subsidy would cover only the 12 D9J vessels, which were built in Japan and Korea in the early 1980s. He said Sea-Land has no plans to seek subsidy on its other ~hips operating in the Pacific or in the Caribbean. The company's 12 Atlantic class ships are eligible for subsidy. Hintz said Sea-Land, '"despite the cooperation of our sea-going unions" in reducing operating costs, is at a cost disadvantage competing with foreign-flag carriers and with its major Pacific rival, American President Lines. He noted that the two U.S.-flag companies have many similarities in the areas they serve and the size of their fleets. But APL receives about $60 million annually in operating subsidies_ But representatives from APL, Crowley, PRM, Central Gulf Lines and Marad labeled the bill ·'special interest" legislation which would benefit only Sea-Land. While all agreed they could support legislation which would make subsidy available to all U .S.-tlag, foreignbuilt vessels, they opposed this legislation because only Sea-Land would benefit. APL President Timothy J. Rhein testified that while Sea-Land was building its D9J ships at lower costs and with fewer operating restric- tions in overseas shipyards, APL was building its ships in American yards at much higher costs. He estimated that APL spent about $23 million more per ship for its comparable C-9 class vessels built in a U.S. yard. In addition, he said the operating restrictions placed on subsidized firms make it much more difficult to compete. "Sea-Land made its choice not to be subsidized: now it believes it made the wrong choice and seeks to be subsidized . . . It seeks this special legislation which in effect would reward Sea-Land for having built the D9s abroad at roughly the same time that APL was building C9s in the U.S. at a far higher cost,'' Rhein said. Most other witnesses called for Operating Subsidy reform which would incl ··de all U .S.-flag companies and allow the acquisition of vessels overseas. All Seamen Face Drug Tests Coast Guard Issues Tough New Drug Testing Proposal The Coast Guard has issued a set of stringent drug testing proposals which could subjer;t every member of the U.S.-flag meri;hant marine to regular random drug testing. The rules are expected to be administered and paid for by the maritime industry, and the first -year i;ost has been pegged at $62.3 million. While the new rules are at the proposal stage now , maritime observers expect the regulations will be adopted with little change by the Coast Guard . Interested parties have until Sept. 6 to submit comments. The SIU currently is preparing its comments on the proposals. ((The Union has always taken a strong stand against drug and alcohol abuse. We have also stressed rehabilitation. The key is to curb substance 41 LOG I August 1988 abuse without violating peopte•s rights," said SIU President Mike Sacco. Following are some key points to the proposed rules: •periodic drug testing-as part of required examinations , pre-employment testing. random sampling programs , post-accident and reasonable-cause testing. Mandatory alcohol testing also would be required in post-accident and reasonable-r;ause situations. • implied consent provision-any mariner accepting employment on a U.S. merchant vessel on which any individual is required by law or regulation to hold a license, certificate or merchant mariners document is deemed to have given consent to be tested. Refusal or failure to submit to sampling is considered a violation of regulation and will subject the individual to suspension or revocation of license or document or termination of employment. •suspension or revocation-of license or document, denial of employment, and denial of job applications for illicit drug use and ineligible for seagoing employment until successful completion of rehabilitation and reissuance of license or document. However. employees who are identified as having used dangerous drugs on the job are not required to be afforded an opportunity for rehabilitation or to be retained or rehired. • rehabilitation-is recommended for those individuals who are detected as drug users for the first time. If an individual has a second confirmed (Continued on Page 5.) �25 Boats Vote Long New Bedford Struggle Could End with Contract OK SIU fishermen on some 25 boats in New Bedford are voting on a contract proposal which could finally lay to rest several years of troublesome negotiations in the nation's largest fishing port. The crewmen are working boats owned by Seafood Producers Association (SP A) members, an owners group. In late December 1985, fishermen struck in New Bedford over a number of serious issues including the way each boat's catch is divided between crewmembers and owners, documentation of crew expenses and work rules. The strike resulted in improved conditions for fishermen working on independently-owned boats. Currently more than 50 fishing boats owned by non-SP A members are under SIU contract; most signed contracts in the spring of 1986. But a series of court battles, National Labor Relations Board hearings and foot-dragging negotiations marked the battle with the SPA. "We kept at it and because of that we are pretty close to returning to normal here," said New Bedford Port Agent Henri Francois. Balloting should be completed by early August, Francois said. If approved, the SIU-fishing fleet would be close to pre-strike numbers. In addition, Francois said organizing of independent boats is continuing. ******** On a lighter note, the Portuguese community recently celebrated Day of Portugal on June 10. PortugueseAmericans make up a large portion of SIU members in New Bedford. The festival, "a little bit like the Fourth of July," Francois said, was marked by music and speeches and rides on SIU fishing boats around the harbor. Several hundred persons attended the·event, and the SIU helped organize the celebration. The .Am~ona is a SIU·contracted vessel in New Bedford. Above is Capt. Armando Estrela. SIU on T. V. "Portraits of American Labor," a television series celebrating the heritage and contributions of the nation's working men and women , will air this fall on The Learning Channel , a national cable network. Starting Sept. 11. "Portraits of American Labor" will air every Sunday evening from frOO to 6'.30 EST. The SIU is sponsoring two of the segmcnh. Entitled "Whither the Maritime Industry. Part I and Part II,'' they are scheduled to air Oct. 16 and Oct. 23, respectively. The 11 half-hour programs will touch on topics such as how unions are combatting drug and alcohol abuse on the job, how unions use television advertising to get their message across, and the leadership role of unions in coping with a rapidly changing economy. Check your local cable guide for listing of air dates and times in your area. ' The Sea Siren was one of several SIU-fishing vessels involved in the celebration of the Day of Portugal. Hundreds of people gathered at New Bedford's fishing piers to celebrate the Day of Portugal, June 10. Many SIU members played a big part in the day's festivities. MV American Eagle There is an economic price adjustment (E.P .A.) due any crewmember who was employed aboard the above named vessel between July 1, 1987 and June 30. 1988. Please submit verification of employment to the Contract Department at Union headquarters to process the additional monies due you. AMERICA WORKS BEST WHEN WE SAY... Drug Testing (Continued from Page 4.) positive test, he will be subject to suspension and revocation of license or document. regardless of rehabilitation options. •marine employer- would be required to have a blood and urine sampling and shipping kit. Evidential breath testing (EBT) devices also are required onboard a vessel at all times, operated by trained and qualified personnel. Marine employers must ensure that appropriate vessel personnel receive formal insLrudion in specific subject areas prior to being considered qualified operators of EBTs and in the practical application of the proposed requirements. Personals Michael R. Palmer Shipmates J. R. James Lee Rogers Mkhael R. Palmer would like to hear from any ex-shipmates and friends. Please write to him at 113974 Rain-2, Route 2 Box 500, Angie, La. 70426. Please send a postcard to Pete and Betty Burris at 44 Greenmeadow Drive, Timonium, MD 21093. They'd like to hear from you. August 1988 I LOG I 5 �Seafarers -Play an Important Role in Banner Freedom Anchored off of Port Townsend, Wash., the crew of the SIU-contracted PFC Dewayne T. Williams was ready for a payoff. The Williams had just finished hauling troops and material from Korea, deploying them at Indian Head Island Naval Depot and then reloading for a trip to Florida. The exercise, dubbed Operation Banner Freedom, involved more than 6,000 military personnel and several SIU-contracted ships. These pictures were taken by Seattle Field Rep. Neil Dietz. PFC Dewayne T. Williams Bosun Linwood Rich After the trip from Korea, Williams' crewmen are ready for payoff. Pictured are (I. to r.) Utilityman Fernando Vega-Mercado, AB Alvin McCants and Patrolman Bob Hall. Crewmembers unload their personal gear before boarding the harbor launch. .. , The deward department is headed by Steward Cheryl Plyle.-·Crnz (rlght) 1 with able help from S/A Lisa Ham- iltQD. Tony Mohammed works 6 I LOG I August 1988 abo~rd the Williams as a pumpman. �Old Uberty Ship Finds a Home in Baltimore Dozens of current and retired Seafarers, along with many members of other maritime and shipbuilding unions, have volunteered to tum a rusting, 46year-old Liberty Ship into a maritime museum in Baltimore. LIBERTY SHIP! A spokesman for the group said hundreds of people, from as far away as Iowa, have volunteered their time and money for the project, but more help is needed. The goal is to refurbish the Brown to the point where it can serve not only as a maritime museum and a monument to those who sailed Liberties in World War II, but also to the point where she will steam again. The John W. Brown, built in Baltimore in 1942, is scheduled to be towed from a Norfolk, Va. shipyard to Baltimore in early August. The ship will be rededicated at a special Labor Day ceremony in Baltimore. The only fully operational Liberty Ship is the Jeremiah O'Brien in San Francisco. Several times a year volunteer crews get her under way for trips around San Francisco Bay. Sponsored by Project Liberty Ship, the effort to acquire the John Brown has taken several years. In 1985 the Brown, which participated in the invasions of Anzio and southern France, was placed on the National Registry of Historic Places. But no space could be found in New York to berth the former New York City maritime high school. The Brown was built at Bethlehem Steel's Fairfield Shipyard and named after a founder of a shipyard workers' union. She was launched on Labor Day 1942. For more information on the John W. Brown, contact: Project Liberty Ship c/o Marserv Inc. 744 Dulaney Valley Court, Suite 14 Towson, Md. 21204 In 1986 Marad agreed to transfer the vessel to Project Liberty Ship. The Brown was towed to the James River Reserve Fleet, where it has been since. Earlier this summer a group of Baltimore volunteers helped get the Brown into shape for the tow to Baltimore. SIGN ON NOW! (301) 583-9137 A Toast to our Merchant Seamen He travels many a nautical mile Sometimes away from home a very long while. He visits lots of countries and see lots of things Can't wait to get home for there he is king. His days are real busy but the nights get lonely He lies in his fo'c's'le thinking of his one and only. There is lots of good food, movies and t.v. And on special occasions they will have a party at sea. Now as they start home they are all real happy Washing up clothes and getting ready. Marshall Islands (Continued from Page J.) steer the compact through Congress, says that "Marshall Islands vessels fall within the class of vessels which. like U.S. vessels. are entitled to U.S. protection ... we seek to protect U.S. vessels every· where in the world." When the compact was pending before Congress, the House Interior subcommittee on public lands approved tough conftict-of-interest rules for implementing the legislation. The rules would have prohibited any U.S. official who participated in compact negotiations and imple- Ar Yo As they tie up the ship they are looking arond For a friend or a loved one or a ride into town. So let's drink to our Seaman who's a real different breed Just hand him a sea-bag ... that's all he will need. By Sue Wright Pasadena, Texas77540 (Written in memory of my brother-in-law Ross F. Lyle and my cousin Carl (R.C.) Harcrow. Both deceased merchant seaman with many years service.) gl 0 ant We want to make sure that you receive your If you are getting more than one copy of the copy of the LOG each month and other important LOG delivered to you, if you have changed your mail such as W-2 Forms, Union Mail and Welfare address, or if your name or address is misprinted Bulletins. To accomplish this, please use the or incomplete, please fill in the special address address form on this page to update your home form printed on this page and send it to: address. SIU & UIW of N.A. Your home address is your permanent address, Address Correction Department 5201 Autb Way and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. Camp Springs, Maryland 20746-9971 ----------------~-------------~-----------------------~~---Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT HOME ADDRESS mentation -and their immediate families-from benefiting even indirectly from U.S. dollars flowing to the Marshalls under the compact. The prohibition was opposed by the administration and was dropped before the legislation was approved by rhe full Interior Committee. I0t1e~ieoonts 1 .,, a. Social Security No. Phone No. ( Area Code Your Full Name Stroot Apt. or Box# Book Number D State City SIU D UIW O Pensioner ZIP Other-------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - Thi• wlll be my permanent address for all official Union mailings. Thll addren should rem''" In the Union file unless otherwise changed by me personally. (Signed)----------------~ --------------------------------------~------------~-------~ August 1988 I LOG I 7 �... SIU Boatmen in Mobile SIU boatmen have been crewing inland equipment in the Gulf area for decades, and Mobile is one of the important Gulf ports. SIU Patrolmen Al Caulder and Jeff Libby were in Mobile recently and took these pictures of SIU members working for Higman Towing, Crescent 0 . .. • "!:-... !-!- • • • . . 0 • ••• A • ::;:~',:t:'·'.,i• ;~ The Dr. E.W. Brown is another Higman boat. Pictured on deck are Mike Molina, a pilot; Al Caulder, SIU Rep, and Tankerman David Carriere. Towing and Pilot Services. The patrolmen were on hand to keep the members informed about Union business and to take care of any questions or problems the crews may have had. Eric Simon is a boat handler for the SIUcontractcd Pilot Services in Mobile, The continuing drought in the midwest will cost the tug and barge industry more than $150 million by September if conditions don't change. Already inland operators estimate it has cost them more than $60 million in additional expenses. While some rain fell in mid to late July, raising water levels on the Mississippi and Ohio rivers, the effect is expected to be temporary as August and early September are the traditional dry months. The extra costs, according to the American Waterways Operators (A WO) association, comes from slower transit times, reduced tow sizes and drafts and delays on parts of the rivers while channels are dredged. Normally a barge load of com can be towed from Minneapolis to New Orleans in about 16 days. Today the trip takes 32 days. ''For an industry just now emerging from the savage depression of the early and mid-1980s, the drought is a sledgehammer blow, many companies might not survive,'' said Joseph Farrell, AWO president. Marad Administrator John Gaughan said if the drought persists, ''we may need to find a way to provide a broad-based equitable formula for temporary cost relief to the inland waterway transportation industry.'' "It might start to get more critical in September," said Joe Clayton, a Mississippi River pilot, "If it doesn't move by then you'll see some screaming. And there ain't a hell of lot anybody can do about it." NOTICE National Marine Service Ex-Employees A settlement has been ~~ched with National Marine Service. All ex-employees with two (2) or IDQTe yean Qf service immediately prior to the lay-off in October 1985 are to contad in writing: SttretaryTreasurer Joe DiGiorgio, Seafarers International Union, 5201 Auth Way, Camp Springs 7 Md_ 20746 and pro• foll<>wing information. I-Name. l-Mailing addr~. vide the ~ial Security No. 4-Book No. 5-Job classification. 6--Perivd worked for National Marine Service_ You must have at least 125 days of service in each of the two consecutive years prior to the lay-oft in October 1985. Note: After all of the information is compiled, the Union will be able to determine the en• titlement, if any, for benefits. Benefits will be calculated on the basiS of the number or years of uninterrupted senice with National Marine. 8 I LOG I August 1988 Tug Industry Say~· Drought Could Cost $150 Million Deckhand Charles Saranthus works for Crescent Towing. �Mobile Inland Deaths Ron Amick, 34 St. Louis, Mo. Died June 24, 1988 Joined Union 1987 Reuben Berry, 72 Chesapeake, Va. Died June 12, 1988 Joined Union 1961 Aubert Windley, 64 Chesapeake, Va. Died June 6, 1988 Joined Union 1973 Karl Dlabich, SS Baltimore, Md. Died January 20, 1988 Joined Union 1956 William Meekins, .81 Columbia, N.C. Died May 11, 1988 Joined Union 1955 John Morgan, 87 New Point, Va. Died May 23, 1988 Ronald Pauley, 73 Glen Burnie, Md. Died May 5, 1988 Joined Union 1956 Cabot Alexander Cabot, 87 W. Palm Beach, Fla. Died July 10, 1988 Joined Union 1960 Williain Caldara, 79 Galveston, Texas Died October 1, 1987 Joined Union 1967 Onboard Higman Towing's Karl G. Andren are Deckhand Calvin Elliot, Capt. Steve Elliot, SIU Rep Jeff Libby, Tankerman Tom Nolan and Deckhand David Evans. Zein Ahmed Zein, 63 Seattle, Wash. Joined Union 1980 Buford Rogers, 76 Orange, Texas Died May 17, 1988 Joined Union 1970 Thomas Ryan, 86 New Brunswick, N.J. Died May 2, 1988 Joined Union 1960 GREAT LAKES John Werda, 53 Alpena, Mich. Died June 6, 1988 Joined Union 1953 Albert Tatum, 68 Buena Park, Calif. Died June 4, 1988 Dispatchers Report for Inland Waters JULY 1-31, 1988 *TOTAL REGISTl:RED All Groups Class c Class A Class B 0 0 7 41 0 0 0 0 0 0 2 0 0 0 0 0 0 0 Port New York ........................ . Pnilac1e1pn1a ... ........... . ....... . Baltimore , ...................... . . NorfolK ......................... . Mobile . ................... ...... . New Orleans ............ . . .. ...... . JMk5MVi lie . . . . . . . . . . . . . . . . . . . . . . . San Francisco ..................... Wilmington ....................... Seattle ............... . ..... . . .. . Puerto Rico .. ...... . .... .. ....... Houston ................ .. . . ..... . . . . . Aloonac ......................... . St. Louis ....................... . . Piney Point .... .................. . . Totals .. .. . ..................... . 2 2 0 4 2 0 0 0 2 16 1 0 0 7 0 0 11 0 75 1 13 0 14 0 0 4 0 2 0 34 Port New YorK ........................ . Philadelphia ...................... . Baltimore ........................ . NOrfOIK . , .......... , .......... , .. Mobile .......................... . 0 1 0 4 0 New Orleans ..................... . . 0 Jacksonville .. , . , .. , , . ............ . 0 0 0 0 0 0 11 0 0 15 Sitn Fnmcisco .. . Wilminoton ............... . ... .... . Seattle ................... .. ..... . Puerto Rico ....... . ..... .. ...... . . Houston ......................... . Algonac . , , ...................... . St. Louis .. . ..... . ..... ... ...... . . Piney Point .. .. .. ................ . . Totals .............. .. ... ....... . Philaoelphia ...................... . Crescent Towine, a long-time SIU-contracted company 1 operates in Mobile. Pictu.-ed above is Englnee.- Mike Ya.-brnugh. Support SPAD Baltimore ... .... . ............... . . Norfolk ......................... . Mobile .. . ....................... . New Orleans . ... .. ... ... ..... ..... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San FranciMo ..................... . Wilmington .............. . ........ . Seattle .......................... . Puerto Rico ..•.•.................. Houston ........... . ............. . Algonac ... .... ... . .............. . St. Louis ...................... . . . 0 0 0 ~ 0 0 0 0 1 0 0 0 4 1 0 Class C DECK DEPARTMENT 0 0 0 0 0 3 0 5 49 0 1 3 0 0 0 0 0 0 0 7 9 9 17 21 1 0 0 2 0 0 0 0 0 0 0 0 0 22 0 2 0 0 3 0 14 0 31 1 0 57 1 ENGINE DEPARTMENT 0 0 4 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 1 0 0 0 1 0 15 0 0 0 0 0 0 1 0 9 Totals All Departments ............... . 99 17 0 0 0 0 2 0 0 0 0 0 0 0 0 9 0 0 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 STEWARD DEPARTMENT 0 0 0 0 0 0 2 0 0 0 0 0 0 0 a 4 7 38 75 0 0 0 0 0 0 0 o **REGISTERED ON BEACH All Groups Class A Class B Class 0 0 0 0 0 1 0 Totals .......................... . . ........... . Class B 0 4 0 2 0 0 2 Pin@y Point . . . . . . Class A 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 Pon New York . . ................... .. . . TOTAL SHIPPED All Groups 0 0 0 0 0 0 0 0 0 0 1 0 48 0 0 0 18 0 0 0 0 25 0 0 2 19 0 0 128 0 0 0 1 1 0 45 0 1 0 10 0 0 0 0 0 0 0 23 0 0 0 14 0 0 48 5 0 0 0 0 10 0 0 0 1 0 0 16 c 0 0 0 0 0 1 21 0 15 0 0 4 0 5 0 46 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 36 0 0 1 2 0 0 0 2 0 0 0 0 12 0 3 0 47 0 15 20 34 223 76 66 1 0 0 1 o 0 0 0 1 0 0 6 0 13 0 0 1 0 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. August 1988 I LOG I 9 �FALCON DUCHESS (Seahawk Mgmt.), June 22-Chairman Leo Paradise, Secretary C.N. Johnson, Educational Director LP. Wright, Deck Delegate John A. Neff. No beefs or disputed OT. Brother Wright reported to the crew that SIU President Frank Drozak passed away. He added that Drozak will be missed by the many men and women who had the privilege of sailing and working with him. The chairman noted that the crew payoff would be on June 26 and that it has been a smooth voyage with everyone getting along very well. A vote of thanks was given to the steward department for a job well done. FALCON LEADER (Seahawk Mgmt.), June 15-Chairman Joseph Caurso, Secretary Veronica Ercolano, Deck Delegate Joseph Elkins, Engine Delegate Paul Moran. The crew of the Falcon Leader, stationed in Diego Garcia, send their deepest condolences to the family and friends of Brother Frank Drozak. They also took up a collection as a gift to the American Cancer Society in Drozak's name. The chairman noted that members appreciate the prompt reply to their previous beefs. A microwave and toaster have now been installed. And a dart board is up. A scoreboard is on the way. It was suggested that a CPR and first aid course be taught aboard ship. There was also some discussion about the provisions (or lack therof) that are available to the ship in Diego Garcia. LNG GEMINI (Energy Transportation Corp.), June 2~hairman Eugene Bousson, Secretary Dana Paradise, Educational Director Aaron Thaxton, Dei;k Deleg~te Anthony M. Heincldt. Engine oe1eaate Ramon Ali, Steward Delegate HMty Daniels. No b@@fs or disputed OT. The crew was s~dd@n@d to h@ar of the passing of Presid@nt Frank Droz:ak. Flowers were 5ent for th@ funeral services, and all members hope that the Union continues with his efforts to keep the U.S. merchant fleet alive and prospering . The chairman stressed the importance of donating to SPAD and also asked memb@rs to support the ship's fund by participating in arrival pools. There is $89 left in the fund . A suggestion was mad@ to mak@ th@ AB green tickets' base pay equal to the low@st rat@d man in other oepartments. Some members also w@r@ wonaerlng why there were no pool parties. Also expressM was a desire for a more even di$tribution of reading materials received and for the cleaning of tM crew lounge to be shared by all departments. A vote of thanks was giv@n to the steward department for a job well done. And a sp@cial vote of thanks wa5 given by the steward to S/As Mark Kalmus, Catherine Kohs and Andrea Conklin. Their performance was excellent this trip. " Mess halls wer@ n@v@r less than spotless and topside was as cl@an as a w@IL It's been a plea5ure to sail with people who care about their jobs, and th@ extra effort really shoW$. " Next ports : Himeji, Japan and Bontang, lnoonesia. GROTON (Apex Marine), July 3Chairman Nell Matthey, Secretary Marvin Deloatch. Educational Director J. Shuler. No beets er disputed OT reported. Tne chairman reported that the 5hip Will pay Off in Stapleton, N.Y. on July 4. He stated that the ship received a telex regarding th@ n@w raise effective July 1, which was good newa. He alao stressed the importance of contributing to SPAD. A motion was made and ~econd@d that permanent member5 shoulo be able to reclaim their jobs in their home pons when returning back to work from vacation . The members would llKe this motion to be considered when the snipping rules are revised. Next port Sta· pleton , N.Y. NEDLLOYD HUDSON (Sea-Land Service), May 29-Chairman John Sorel, Secretary Lee de Parller. Educational Director Erik Bain . Some disputed OT was reported in the deck and steward depart· 10 I LOG I August 1988 ments. There is $130 in the video film fund. The chairman noted that although this is a new ship and a new crew, everything is going as well as can be expected. Most of the problems are being ironed out, and it helps having a lot of oldtimers as cre\'.lf. Members were asked to be ready for customs inspection in Felixstowe, England. "They count the used tea bags ... Declare everything including your dentures, and Delegate Antonios Trikoglou, Engine Delegate William Cachola, Steward Delegate Virgilio Rivera. No beefs or disputed OT reported . The crew of the Puerto Rico wants to welcome Brother Mike Sacco as the new SIU president. "Good luck to him and his working team." The ship will lay up July 16 in San Juan for seven to 1o days. The steward asked that everyone return their extra linen before the lay-up. All of the ship's movies will be kept locked up in the crew recreation room. The bosun, electrician and chief steward have the keys. Members will have to sign out movies and be responsible for them. A vote of thanks was given to the entire steward department for the fine food and good service. The At 1300 hours on May 29, 1988, onboard the Overseas Natalie (Maritime Overseas), the ashes of SIU member Nathan Evans were committed to the deep during a brief service. Evans, who was 75, died March 26. Bosun John Frazier and AB Patrick Ray were the urn bearers; Chief Mate Ronald Ward conducted the service. make sure you have the right amount of teeth listed." The secretary said that this is a major election year, and all members should be aware of what is at stake. "After seven years of famine, we face a difficult election in order to put in office those who will support a credible national maritime policy that will rebuild the U.S. merchant marine and preserve and expand the cargo rights so that our job security will be strengthened. Your SPAD donation is more important now than at any other time in our existence. This election can either maKe or break our steadily declining industry ... The eoucational director stated that no training films, either from Sea-Land or Piney Point, are aboard ship, and that he hopes to receive some next trip. Many other minor items were discussed, and the crew is working together in harmony to work out the kinks in this new ship. Next port: Charl8ston. S.G. OVIRSEAS JUNEAU (Maritime Overseas), June 22-Chairman Errol Pak, secreta.ty Tom Marshall, Deck Delegate/ Treasurer Jim Crane. Some disputed OT was reported in the deck department concerning sanitary. The chairman offered his condolences on b@half of the entire crew to the family of Frank Drozak. He further noted that, thank5 to Drozak and the other SIU leaders, shipping has been good for SIU members, with 12 more ships being aaaea to Sea-Land fleet work. All is going smoothly aboard the Ovt1rseas Juneau. It especially helps that the Juneau has a top SIU crew; all are experi@nced members who know their jobs. The educational director remindsd members that upgrading Is very important-in fact it is the key to the fUture! There is $81 in the ship's fund. A motion was made and seconded to repeal the 8-months shipping rule (SAB action 327) . The chairman explained that this was only on a six-month trial basis. Next port: San Francisco, Calif. PFC EUGENE A. OBREGON (Waterman) , June 18-Chairman MarK T. Trepp, Secretary P .L. Hunt, Educational Director Ralph Griffon, Deck D@legate Thomas Bonner. Bosun Trepp held one minute of silence in memory of Brother Frank Drozak. He r@minded all hands of the benefits that Orozak worked so hard to obtain for all seafarers , and noted that he will be missed by all. Donations were received from the officers and crew for flow@rs in memory of the late SIU president. Next port: Portland, Ore. PUERTO RICO (PAMMI), July 24Chairman Nick Kratsas, Secretary Jose Calls, Educational Director Tagliaterri, Deck Puerto Rico will head out to San Juan and then Baltimore, with payoff scheduled for Aug. 9 in San Juan. SEA·LAND ENTERPRISE (Sea-Land Service), June 18-Chairman Leroy Temple, Secretary Norman Johnson, Educational Director Frank Hall. Disputed OT was reported in the engine and steward departments. There is $100 in the movie fund . The members of the Sea-Land En terprise expressed their d@ep regrets at the passing of Brother Frank Drozak_"May he rest in peace." A payoff is scheduled In Oakland, Calif. June 22. There have been some serious problems aboard ship with the chief mate. These will be referred to the patrolman at payoff. The educational director stressed the need to upgrade your skills at Piney Point. Many jobs have been secured for the membership by our leaders, and we need qualified men and women to fill these jobs. Attending courses at Piney Point Is pain less. The Union pays for trans· portatlon costs as well as room and board. " All you have to supply is the desire to l@arn and better yourself." SEA·LAND LIBERATOR (Sea-Land Service), June 5--Chairman Bob O'Rourke, Secretary C.M. Modelles, Educational Director W.0. Barrineau. Some disputed OT was reported in the engine department and will be taken up with the boarding patrolman at payoff. The chairman talked about the working conditions in the ship and stressed the need for all members to report any hazardous conditions they may find while working onboard the vessel. He also encouraged all eligible members to take advantage of the upgrading courses at Piney Point and to render their support to SPAD, "one of our main tools in fighting our enemies in the halls of Congress." The educational director reminded crewmembers to read all issues of the LOG in order to keep current with what's happening in the SIU and in the maritime industry. Payoff is scheduled for June 9 upon arrival in Oakland, Calif. SEA·LAND PATRIOT (Sea-Land Service) , June 12-Chairman John W. Curlew, Secretary Adrian Delaney, Deck Delegate James Haines, Engine Delegate Frank E. White. There was some problem reported in the engine department with the engineers doing the work of the QMED. This problem has been brought to the attention of the patrolman and the Union on many occasions, and all members at the meeting agreed that the matter should be resolved as soon as possible. The bosun asked that all crewmembers report any safety or repair items since there is no repair list posted. The steward brought to the attention of the crew the lack of portion controlled items aboard the vessel. Among the many items not onboard was soup. This is the second voyage that soup has not been put on the ship. Also, many of the prepared items were not included in the stores. These problems will be brought to the attention of the patrolman and the Union. "On June 16, the United States ensign was flown at half mast from 0800 hours until sunset in honor of SIU President Frank Drozak, on the day of his funeral." Official ships minutes also were received from the following vessels: AURORA SAN JUAN ITB BALTIMORE SEA-LAND DEFENDER GREAT LAND UIG LIBRA NEDLLOYD HOLLAND OMI HUDSON OMI WABASH OVERSEAS CHICAGO OVERSEAS HARRIETIE OVERSEAS MARILYN OVERSEAS VALDEZ PRESIDENT TAYWR ROBERT E. LEE SEA-LAND EXPRESS SEA-LAllD HAWAII SEA-LAID INTEGRITY SEA-LAND PACIFIC SEA-LAND PRODUCER SEA-LAID VALUE SfNATDR STONEWALL JACKSON LNG TAURUS ULTRASEA Monthly Membership .Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Tuesday, September 6 ..... ........... 10:30 a.m. New York ............... Tuesday, September 6 . . . ... .. ........ 10:30 a.m. Philadelphia .. .. . . . .. ... .. Wednesday, September 7 .............. 10:30 a.m. Baltimore ..... . ..... . .... Thursday, September 8 ................ 10:30 a.m. Norfolk ........ , ........ Thursday, September 8 . . .. - .. . - ..... . . 10:30 a.m. Jacksonville ..... . .. .... .. Thursday , September 8 .... _.. . ........ 10:30 a.m. Algonac .. . . . .. . .... . . . __Frid~y , September 9 .................. 10:30 a.m. Houston . . . .... .. . . .. . .. . Monday, September 12 ................ 10:30 a.m. New Orleans . .. ..... . .... Tuesday, September 13 ........ . ....... 10:30 a.m. Mobile ................ , . Wednesday, September 14 . . .. . . . ...... 10:30 a.m. San Francisco ............ Thursday , September 15 .. . . . . . ........ 10:30 a.m. Wilmington .............. Monday , September 19 . . .. . . .......... 10:30 a.m. Seattle ......... . . . ...... Friday , September 23 . . ............... 10:30 a.m. San Juan .... . ...... . .. .. Thursday , September 8 ........ . ....... 10:30 a.m. St. Louis .. ... . .. .. .... . . Friday , September 16 ... . ............. 10:30 a.m. Honolulu .... .. . .. .. .. _.. Friday , September 16 ................. 10:30 a.m. Duluth ... . .. .. _.. .. . .. . . Wednesday, September 14 ............. 10:30 a.m. Jersey City . .. . ........... Wednesday, September 21 ............. 10:30 a.m. New Bedford . . .. . .. .. .... Tuesday, September 20 ................ 10:30 a.m. �SIU/SHLSS Hosts MTD Award scouts T he SHLSS, in conjunction with the AFL-CIO Maritime Trades Department, was honored to host another fine group of Award Scouts chosen to participate in a two-week program of trade union education, recreation and sightseeing. Initiated three years ago, the program is designed to promote the trade union objectives of the American Labor Movement. Chosen through the MTD Port Councils, the Scouts are offered a twoweek all-expense paid vacation in Washington, D.C., using the SIU's Training and Recreation Center in Piney Point as a home port. The 17 boys and girb from 12 different 5tates, including one scout from Hawaii, weathered the ovvressive heat and humidity in true Scout fo:shion. Their three days of touring Washington included visits to SIU headquarters, the MTD and the AFL-CIO. Capitol Hill, and the Smithsonian Museum, in addition to the usual visits to our national monuments. The group and their two counselors were also treated to a trip to Baltimore to visit the National Aquarium and Harbor Place. The Scouh learned much about maritime life. not only in the SHLSS tradition, but also in the regional, Southern Maryland tradition. Their excursions to local historic points reminded them constantly of the intimiate binding of St. Mary's county history to that of ships and the water. Having been given the rudiments of knot tying and navigation by several SHLSS instructors, the Scouts were treated to a tour of St. Mary's waterways on two of the school's boats: a rescue boat, and a 28ft. cabin cruiser. Applying their newly acquired navigational knowledge, each of the Scouts was given a chance to be helmsmanmotoring past various points of interest along St. George's Creek, St. Mary's River and Patuxent River, and disembarking at Old St. Mary's City. They arrived just in time to view the historic replica of the pinnace, DOVE, which originally brought the first settlers to Maryland's shores in 1634. For a unique diversion, the Scouts were given a quick lesson in "chicken necking," that is catching blue crabs-a favorite regional pastime. After returning to the SHLSS grounds from their touring, the Scouts had much to keep them entertained at the Training and Recreation Center including use of the game room, spa, tennis courts, swimming pool, and the arts and crafts center where they fashioned a number of attractive items to take back home with them. Staying at the SHLSS and being exposed to the trainees and upgraders gave the Scouts a taste of what the seafaring life is all about and how the Union fits into that life. No doubt, their experience through this MTD program has made a lasting imvres- At AFL-CIO Headquarters in Washington, D.C. sion. Congratulations go to these exemplary young people: John Norman, Florida: Ricardo Hassan. New York; Raymond Tanabe, Hawaii; Bernard Rogers, Louisiana; Christian KowaJko, Pennsylvania; Scott Hill. Texas; Travis Corgey, Texas; Kevin Nolan, Illinois; Michael Willis, Illinois; Christopher Wells, Virginia: John Below, Ohio; Timothy Hendrix, Missouri; Cindy Fu. California; Courtnee Scoggins, Maryland; Cara Butterworth, Maryland; Nakeesha Arrington, Maryland; Aura Lande~, Maryland. Counselors were: Ms. Barbara Ezelle and Ms. Kathy Roberts. Christian Kowalko at the helm of the D-2 ~ ~ Travis Corgey, Ricardo Hassan and counselor Kathy Roberts enjoy a relaxing moment in Arts and Crafts. A visit to Southern Maryland is not complete without the traditional crab feast. ~ Far left: the group posing in front of the historic replica, DOVE. August 1988 I LOG I 11 �Retired Visitor • • • .... ~ After 12 years of service as chef for the SHLSS galley, LeLand "Buck" Buchan retired. Pictured left to right; Don Nolan, Buck Buchan, his wife Virginia, and Ken Conklin-SHLSS Vice President. A close friend of the SIU, Father Manion, toured the SHLSS facilities with SHLSS V.P., Ken Conklin. TMT, Trailor Marine Transport, .A a Crowley Company, is sending T.M.T. Class 7/6/88 Eddie Gall, Charles Collings, Tom Gildersleeve, John Gildersleeve (instructor), James Anderson, James McAnany, James Grosse. men and women to the SHLSS for a two-week course in truck driving. The course, being taught by John Gildersleeve, gives the students experience in basic truck handling and also the specialized technique·s of loading and offloading trailor barges-simulating the type of facility operations used by TMT in Philadelphia. Course work also includes night time operations, and working with the Haaglund crane, loading and unloading 20 and 40 ft.containers on and off the truck beds. So far, two groups have graduated and a third group is just now beginning its training. M.S.C. Lifeboat 7/5/88 Left to Right, Ben Cusic (Instructor), Neal Doucet, Paul Thomas, and Dianne Lupton ·.(l Hydraulics 6/20/88 1st RQW Left tQ Right, Clayton Everett, Melvin Layner, Joe Saxon, John Day, Hermus Patrick, 2nd Row, Bill Foley (lnstnadfJr), JQhn Tn;mt, P1ml Titus and Charles D. Polk Upgraders Lifeboat 7/5/88 Front Left to Right, A. Mullings, J. M. Owens, 2nd Row, Melvin W. Hite, L. Timothy Stent, Wendell Jones, Ben Cusic (Instructor) Recertified Steward~ 7/7 /H 1st Row Left to Right, Jennifer Jim, Klm Dormody, R. Mora, :Znd Row, Kenneth m1gan, Willh1m Sharp, Michael Meany, Ilavi<I Edwar~s, '8ack Row, Floyd Payton, Mu· bame<l Sani, Steve Apodnca, Kim DeWitt, Franklin Roh· ertson QMED 6/20/88 ht Row Left to Right, J, W. Bass, Frederic S. Rubin, Jr., Phil We§t, Mike Clapshaw, Guillermo O'Neill, 2nd Row, Mark D. Field, Craig V. Bell, Robert Lientak, Mark Li\wrente~ Bill Waddell, R. D. Thomas, 3rd Row, Jon Beard, Pete Sanchez, Bob Richer. ~:\X-~4 12 I LOG I August 1988 Canadian Chief Cooks 6/13/88 1st Row from Left to Right, Joanne Semaon, Steve Calivocas, Bernadette Abel, Robert Wright, Andrew Cumberbatch, 2nd row, Mark Gawley, Barb Wall, Helen Hill, Susan Titan, Denise Mailhot, Roy Hoffe Sealift 7/11/88 Kneeling Left to Right, Eric Perez, Neal Doucet, Darwin Hand, 2nd Row, Harry Alongi (Instructor), Danielle M. Gettys, Larry Flores, Curtis Phillips, 3rd Row, Owen Richards, James W. Donahue Ill, Clyde Hall, Francis E. Ostendorp, Sheng·Jen Hsizh Able Seaman 6/20/88 1st Row Left to Right, Christopher D. Janics, Gheorghe Savencu, T. Abulencia, John Sanchez, H. Morante, J, Negron, lnd Row, B. Spencer, Donald Smith, Scott Grider, Les Stringer, Richard L. Volkart, Mark W. Carpenter, 3rd Row, Donald Rezendes, Charlie Williams, Kassim Shaibi, Martin Ramos, Ali A. Mosad, Ken Heller, Mohsin Ali, Jake Karaczynski (Inst.), 4th Row, J. Jan-Etten, Carl Vincent Paige, William Ray Capps, Leonte Cordova, Jeff Engebretson Lifeboat Class #428 7/5/88 1st Row from Left to Right, Bill Kovach, Joseph Daigle, Vincent Larimer, Rick Thaxton, Henry C. Hall, Eric J. Perez, 2nd Row, Ben Cusic (Instructor), Steve Condron, Warren Cobbs, Melvin Knox, Bruce Auman, Demetrius L. Crump, Bill Beamer, William .G. Pitts, R. Theodore Block, Donald T. Cunningham, Harry Massa, 3rd Row, Alex Simmons, Mark Thomas, Mitch Godwin �,.. 1988 Upgrading Course Schedule Deck apgrading Courses Check-In Date Completion Date Able Seaman September 19 October 31 October28 December 9 Radar Observer Unltd. September 12 November 7 September 23 November 18 Course Programs Geared to Improve Job Skills And Promote a.s • .Maritime Industry July - December 19.8 8 *Minimum number of students required for radar class to be held is four (4). Radar Refresher/Renewal The following is the current course schedule for July 1988 - December 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; St~d Department courses; Adult Education courses; All Department courses and Recerri.6.01tion Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effon will be made to fill the requests of the members, the classes are limited in size - so sign up early. Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) *Minimum number of students required for Celestial Navigation class to be held is five (5). August 22 September 19 October 17 November 14 December 12 Lifeboat LNG - Self Study Safety Course The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Open-ended, 3 days (Contact Admissions Office for starting date.) September 2 September 30 October 28 November 25 December 23 (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon completion of course must take Sealift Operations & Maintenance. PLEASE NOTE: All members are required to take firefighting when attending SHLSS. Engine (Jpgrading Courses Check-In Date CuurH " Recertification Programs Completion Date Flreman/Watertender r. Oller R~frlgeration Systems Malnt. £. Op. August 22 OdQber 3 September 30 November 11 Refrigwated CQn~-~ Malnt. August 8 September 2 Course Steward Recertification Bosuns Recertification Pumproom .Maint. & Operations August 1 September 19 September 9 Octuber 28 Variable Speed DC Drives September 5 October 14 E:lec:tro-Hydraullc Systems NovembM 7 December 16 Automation NQvember 21 December 16 Welding rfovember 21 December 16 Hydraulics OdQber 17 November 11 Third Ant. Engineer/Steam or .Motor Open-ended (Contact Admissions Office for Starting Date) *All students in the Engine Department will nave 2 weeks of Sealift f'~mllhulzatlon Check-In Date Completion Date September 26 November 7 Adult Education Courses Check-In Completion Cuurse Date Date For students who wish to apply for the GED, ESL, or ABE classes in 1988, the ~ourses will be six weeks in length and offered on the following dates: High S<:hool Equivalency (QED) August 29 October 31 October 10 December 12 August 29 October 31 October 7 December 10 Adult Basic Education (ABE) i!lt the end of their regular course, English as a Second Language (ESL) Steward Upgrading Courses Completion Date Check-In Date Open-ended (Contact Admissions Office The Developmental Studies Class (DYS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) (Offered prior to the Third Mate & Original Second Mates Course) for starting date)* Cook and Baker Open-ended (Contact Admissions Office for $tarting date)• Chief CQQk Open·endM (Contact Admissions Office for starting date)"' Chief Steward Open-ended (Contact Admissions Office tor starting date)* *All students In the Steward Program will have familiarization at the end gf their regular c;;our$e. 2 weeks of Sealift College Programs Scheduled for 1988 Check-In Course Date Associates in Arts or Certificate Program August 8 Odober 17 Completion Date September 30 December 9 August 1988 / LOG / 13 �.......................................................................................................................................... i S af rers Harry Lundeberg Sc ool of Upgrading Application Name (first) (Last) eama .... ..,: h"p Date of Birth (Middle) , " /,. Mo./Day/Year Telephone _ _ _ _ __ _ _ _ _ (City) (Zip Code) (State) Deep Sea Member O (Area Code) Inland Waters Member D Pacific D Lakes Member O If the following imformation is not filled out completely your application will not be processed. Social Security# _ _ _ _ _ _ __ Book#_ _ _ _ __ Seniority _ _ __ __ Department _ _ _ _ __ Home Port _ _ __ _ __ _ _ _ _ __ _ __ Veteran of U.S. Armed Forces O Yes D No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ __ _ _ __ _ __ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: O Yes Trainee Program: From _ _ __ ___ to No O (if yes, fill in below) Last grade of schooling completed _ _ _ __ (dates attended) Have you attended any SHLSS Upgrading Courses: O Yes No O (if yes, fill in below) Course(s)Taken _~---------------~----------------- Do ycu ncld a letter of completion for Lifeboat: D Yes No D Firefighting: o Yes No D CPR: D Yes No D Date AvAilable for Training _ _ _ _ _ _ _ _ _ _ _ Primary Language Spoken _ _ _____________ I Am interested in the Following Cours@(s) Ch@cked Below or Indicated Here if Not Listed DECK o o Third Mate Raaar Observer Unlimited ALL DEPARTMENTS o STEWARD ENGINE 0 AB/Stalm 0 Towboat Operator Inland D CtlHtlal Navigation D Mut•r lnsp•d•d Towing Vessel D 1$1 Class Piiot (organized self study) Welding 0 FOWT o OMED-Any Rating O D D O D 0 D D Llfeboatmim (Mm•t ba t11kan with 11nothar cour9e) 0 0 No transportation will be paid unless you present original receipts and succ@ssfully 0 D V~rlabl& Sp••d DC Orlve Systems {Marine Elgctronics) Marine Elec:trlc:al Malnhmanc• PUmDroom Malntenancv &t Operation Automation Refrigeration Systems Maintenance & Operations 01...1 Engine Technolooy Assiotant Engineer/Chief EnginHr Un ln&pected Motor vessel Orginol 3rd/2nd Assistant Engineer Steam or Motor Refrigerated Containers Advanced Maintenance Hydraulics Electro-Hydraulic Systems complete the course. D Assistant cook Utility D Cook and Baker D Chief Cook o Chief Steward O Towboat Inland Cook COLLEGE PROGRAM D Associates in Arts Degree O Certificate Programs ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) 0 High School equlvalency Program (GED) O Developmental Studies (DVS) O English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You mu$f also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card _The Admissions Office WILL NOT schedule until this is received . VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE ~~~~~--~--~~----- DATE ~--~--------~~-~ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ..-..................................................................................................................... ~.-.-.- ~ev. 2188 14 I LOG I August 1988 ....... ----~::::;,...,.-. \ �From coast to coast and around the world, Seafarers work and participate in many activities, from politics to charity to union solidarity. Here is just a sample of recent photos that members and officials have sent to headquarters. The LOG welcomes all pictures and will try to use as many as possible. So if you have taken any photos you think we could use, send them to the LOG office. Honolulu The dredge Sugar Island is working in South Amboy, N.J. Above, dragtender Luis Green keeps an eye on discharging operations. South Amboy, N.J. In Honolulu when members of the Screen Actors Guild and American Federation of Television and Radio Artists were on strike recently, SIU members from Honolulu showed their support on the picket line. Port Elizabeth, N.J. Here iS nart Of the SIU-crew on the Sugar /Siana: (I, lQ r.) Dragtender Bob La Pointe, Ncssmon Jomes Steward. AB Grif McRee, Cook David Strickland and AB Ed Broadus. San Francisco The International Longshoremen and Warehomemcn's Union held a memorial service July 5 to mark 66 810ody Thursday," a 1934 maritime drike where two strikers were shot :and killed and several others wounded. This year, SIU Vice President George McCartney b~iime the fird SIU official to speak at the services. He stressed solidarity and unity among labor unions and welcomed the lLWU back into the "House of Labor." That union's membership recently voted to affiliate with the AFL°CIO. When the Sea-Land Quality hit Port Elizabeth, it was time for payoff. Pictured above is part of the "Quality" crew: (I. tor.) Bosun B.G. Williams, Chief Cook Brantley Young, DEU Ed Padilla, Engine Delegate Chris Beaton, Electrician Dennis Baker and AB and Deck Delegate Jimmy Ocot. August 1988 I LOG I 15 �·Protect Yourself Be SAFE-You Don't Have to be an AIDS Victim Editor's Note; This is the second in a series of articles about AIDS and its impact. The LOG is publishing these articles in an attempt to educate Seafarers about this deadly disease and to help SIU members and their families reduce their risk of contracting AIDS. These articles are written by Dr. Elizabeth Reisman as part of the Seafarers AIDS Forum for Education (SAFE). Reprints of the first article and this one are available by writing to: AIDS Information Office Dr. Elizabeth Reisman SHLSS Piney Point, Md. 20674. "SET A SAFE COURSE" LEARN THE FACTS ABOUT AIDS Man has always been the victim of infectious diseases and epidemics. Yet, today we find ourselves in a state of shock while we muster our forces to fight what seems like the greatest epidemic the world has ever known, AIDS. For many of us this is the greatest epidemic we have ever known. Others, however, can clearly remember other devastating epidemics during their lifetimes, such as tuberculosis and polio. The Battle Against the Spread of AIDS The field of medicine has come a long way in its ability to control the spread of infectious diseases. The 20th century has brought us important tools. These include an understanding of infectious diseases (their causes, how they are spread, and how to prevent their spread), antibiotics, and vaccines. These great advancements have certainly improved the public's health. Unfortunately, these advancements have also given us a false sense of security about infectious diseases-that we have nothing to fear from infectious diseases-that we have conquered the old and shall conquer the new. Herpes was the first clear challenge to this notion. And today we are even more surprised and challenged by AIDS. Few realize how great a challenge this disease poses due to hs uniyueness in nearly all aspects of its activity. AIDS is a newly recognized disease (1981) caused by an unusual virus, a retrovinrn. There are at least 17 different types of AIDS viruses, most of which ar~ found in Afri.;a. The antibodies which the body produces in response to the AIDS virus are unable to fight off the AIDS virus and protect the body from future attacks from this virus. Many people infected with the AIDS virus feel well and experience no symptoms of AIDS. yet can pass it on to others. Others infected with the AIDS virus experience severe damage to the immune system (the body's defense system), unusual infections (opportunistic infections), unusual cancers. and damage to the brain and nervous system. Now we have no vaccine to protect the body from the AIDS virus and no magic bullet to kill the virus in those who are infected. Neither a cure nor a vaccine are expected in the near future despite great efforts in these areas. Smaller advancements are being made, however, in the treatment of opportunistic infections in persons with AIDS and prolonging the lives of AIDS victims. Today the best and the only means which we have to use in the fight against the AIDS virus is education-education about the nature of the di:sea:se, how it is passed on from one person to another, and how it c;an be prevented. We could stop or dramatically slow the spread of the AIDS virus by educating people and by people changing what they do to prevent infection with the AIDS virus. HOW THE AIDS VIRUS IS NOT SPREAD Many other infectious disectses are passed on by casual contact, such as coughing. sneezing or close contact. Such diseases are hard to prevent simply through education and prevention. We all know how hard it is to prevent the spread of a cold or chickenpox. AIDS, however, is different. After nearly seven years of studying persons with AIDS, nonsexual family members who have lived with and cared for AIDS-infec;ted individuals, and health care workers treating AIDS patients, we have learned much. AIDS i:s not passed from person to person by casual. :social contact (e.g., sneezing, coughing. hugging, touching. shaking hands, using swimming pools. sitting next to an infected person, using public toilets, eating at restaurants, etc.) at work, school or other public; plac;es. The AIDS virus is not passed to humans by insects. Although we do know that malaria and yellow fever are passed to humans by mosquitoes, studies have shown that mosquitoes do not pass the AIDS virus to humans. In addition, you will not get AIDS from donating blood since new. sterilized equipment is used each time a person donates blood. Since the spring of 1985, all donated blood in the United States has been tested for the presence of antibodies to the AIDS virus. and the donors have been closely screened. When donated blood shows AIDS antibodies. the blood is thrown out. The blood in the blood banks today is as safe as our current technology can make it (Surgeon General's Report) and far safer than it was before the spring of 1985. 16 I LOG I August 1988 What You Need to Know About Condoms 1. Avoid natural membrane condoms. These are made from lamb intestines. They have small holes which let the very small AIDS virus pass through but not a sperm which is much larger. 2. Only latex condoms should be used. Latex condoms will greatly reduce the chances of infection with the AIDS virus. There is no guarantee, however, that the latex condom will provide 100 percent protection. 3. Not using a latex condom is guaranteed to be risky. 4. The more a user knows about how to use condoms and the more often a user uses a condom, the more effective the condom will be at preventing infection. Failures of condoms to prevent pregnancy are often due to the incorrect and inconsistent use of condoms by the user. 5. Don't make excuses not to use a condom. 6. Buy American brand latex condoms and take them with you on the ship. Condoms sold in the U.S., whether American made or foreign. must meet FDA (Food and Drug Administration) standards. Foreign made condoms sold in foreign countries otherwise do not have to meet these high standards. Some foreign made condoms have failed the FDA leakage tests which prevented their sale in the U.S. 7. Use a latex condom only once. 8. Read the package directions carefully. Follow the directions so the condom is used correctly. 9. The purpose of the condom is to prevent contact with possibly infected semen or vaginal secretions, therefore, use the condom from start to finish. 10 • .The condom may break without some lubrication. For lubrication use only K-Y jelly (waterbased) or contraceptive (spermicidal) cream, jelly, or foam. 11. Don't ever use oil-based jelly or creams (such as petroleum jelly, hand lotion, or oil). these will damage the latex and lead to condom breakage. 12. Condoms containing the spermicide nonoxynol-9 may provide added protection because the spermicide kills the AIDS virus. Condoms can be bought already containing the spermicide or you can apply the spermicide yourself to the inside tip and around the outside of the condom. 13. The vaginal use of a spermicide containing 5 percent nonoxynol-9 (cream, jelly, or foam) with a latex condom will provide the greatest protection. 14. Store latex condoms in a cool, dry place away from sunlight and heat. Sunlight and heat will break down the latex and lead to condom breakage. 15. Latex condoms placed in a hip pocket should be replaced every month because of the body's heat. 16. Damaged and old condom packages should not be used. Check the package for the expiration date. Do not use after that time. 17. When a latex condom breaks, the woman should immediately insert a spermicidal cream, jelly, or foam containing 5 percent nonoxynol-9 into the vagina. 18. Latex condoms are also believed to prevent many other sexually transmitted diseases. The safety of donated blood in foreign countries, however, varies dramatically. One should not assume that donated blood in a foreign country is tested. This is an important question to ask before receiving blood in a foreign country. A second imponant question to ask is, how important is the transfusion of blood to my recovery? In a life-threatening emergency one may have to risk receiving potentially infected blood to survive. The financial costs of testing donated blood for the AIDS antibody are too great for many poor, developing countries. HOW THE AIDS VIRUS IS SPREAD We have learned that the AIDS virus can be passed from one person to another in three ways: 1) sexual contact between heterosexuals (men and women) and between homosexual or bisexual men; 2) direct transmission of infected blood or blood components into the bloodstream through an opening in the skin or injection with a needle; or 3) infection of the newborns of infected mothers occurring in pregnancy, delivery or breastfeeding. How to Prevent the Infection with the AIDS Virus How can AIDS be prevented? 1. Know the facts about AIDS. 2. Stop high risk activities or stop doing things which increase your chances of getting infected with the AIDS virus. 3. Continue or begin behavior which lowers your chances of getting infected with the AIDS virus. Don't use IV drugs or share needles and syringes since they may be infected with the AIDS virus. Say .. no" to all mind-altering drugs because they alter judgment and may lead to activities which increase the chances of getting (Continued on Page 17.) �SIU Stewards on the Matsonia Onboard Matson Line ships, an historic West Coast company, Seafarers man the galleys . The Matsonia , recently refurbished and overhauled, was in Los Angeles Harbor at the end of June when photographer Dennis Lundy took these pictures. ~ In the galley are Chief Cook George White (left) and Assistant Cook Justo V. Lopez. Billy Sisto is the offi- ..... cers' B.R. on the Matsonia. Part of the SIU Steward Department on the Matsonia includes (I. to r.) Ruben P. Siclot, crew messman; Justo V. Lopez, assistant cook; SIU Reps Jesse Solis and Mark Federici, and Chief Steward John Wriggins. (Continued from Page 16.) infected with the AIDS virus. Seek treatment for your addiction if you can't say .. no" to drugs or quit. This is an impDrtant sien of addiction and indicates the need for treatment. Contact your Pon Agent for referral to the Seafarers' Addiction Rehabilitation Center if you are in need of treatment. If you are Mt reMy for treatment of your addiction and you use IV drugs , don't share needles and syringes. Use only sterilized needles and syringes. Dispose of needles and syringes carefully out of the reach of children and where other~ cannot be injured and accidentally infected. Use caution whM selectirt~ A. plc'lce to &et ears pierced or to get a tattoo . Go only to a reputable establishment which uses only sterilized equipment. The reuse cf needles which break the skin present a possible risk of infection with the AIDS virus. To prevent infection with the AIDS virus through sexual i;onta~t, individuals must take greater responsibility for how they act sexually. Abstinence (no sex) is the only way to be completely protected. A monogamous relationship (one s~xual oartner) of at lea.st five years or more is ~enernlly considered safe assuming neither partner has been infected with the virus. both partners have been and continue to be absolutely faithful, and neither partner uses IV drugs. Those who decide not to be abstinent and who do not have a long-term monogamous relationship should look at their sexual practices to lower their chances of infection with the AIDS virus. The following are recommendations Which will make sex _.safer: n 1. Be selective about who your sexual partners are. -Avoid casual se~. -Take time to get to know potential sexual partners before c;;onsidering a 5eXUill rellltionship (ask them questions about their sexual histories , previous sexual partners. drug use . AIDS antibody test results etc.) , but remember that many lies have been told in the bedroom. -Don't have sex with multiple partners (more than one) since the more partners you have, the greater your chances are of getting infected with the AIDS virus. Remember. however. that you may get AIDS from just one partner and just one sexual experience. -Avoid sex with persons with AIDS, persons with a positive AIDS antibody test, IV drug users, persons with several sex partners, persons who engage in anal sex, or other persons believed to be at high risk for infection with the AIDS virus, or the sexual partners of any of these persons. You c;;annot 2. 3. 4. S. tell if a person is infected with the AIDS virus simply by looking at him or her. -Avoid sex with prostitutes in the U.S. and throughout the world. The AIDS infection rate among prostitutes in the U.S. and the world is very high , reaching as high as 80-90 percent. Use latex condoms carefully according to their instructions to prevent contact with semen and vaginal secretions. Latex condoms are believed to greatly reduce your chances of getting infected with the AIDS virus when properly used but may not totally eliminate this risk. Avoid oral-genital contact . Avoid practices which injure body tissue, such as anal sex. Anal sex is risky both with and without a condom. Ask yourself whether this sexual experience is worth _dying for. People who believe they are at risk for having been infected with the AIDS virus should not donate blood , semen or body organs since such a gift may be infected with the virus and infect another person. People at risk for infection should recognize that if infected they could unknowingly pass the disease on to others. Therefore , they need to take precautions (such as using latex condoms) to protect others from contact with their body fluids (especially blood, semen, cervical and vaginal secretions, and breastmilk) until they decide to be tested and know for certain that they are not infected. Women who believe they are at risk for having been infected with the AIDS virus and who want to become pregnant should consider having the AIDS antibody test since an infected mother can pass the virus on to her baby. The stress of the pregnancy on an infected mother may also cause the mother's disease to progress more rapidly to AIDS. Women who choose to become pregnant by artificial insemination should be certain that the donor has been tested. Although AIDS is a devastating epidemic, AIDS is a preventable disease. We do not have a cure or vaccine, but we do know how to keep from getting infected with the AIDS virus. If we don ' t learn how to keep from getting infected and change how we act, we may lose the most precious things we have , our lives and our loved ones. Anyone who has concerns regarding AIDS is encouraged to contact the following resources for assistance: State and Local Health Departments across the U.S.: U.S. Public Health Service AIDS Hotline-800-342-AIDS: National Sexually Transmitted Diseases Hotline, American Social Health Association- 800-227-8922. August 1988 I LOG I 11 �Marines Invade Pacific Northwest With the assistance of a Maritime Prepositioning Ship, the Pacific Northwest served as a mock invasion site in mid-June during a major exercise testing rapid deployment of Marines and their equipment. The MV Pfc . Dewayne T. Williams , filled with more than 600 tanks , trucks , artillery pieces and other equipment, sailed into Puget Sound June 16 for her role in "Freedom Banner 88 ," an exercise that involved 1,000 Marines and 300 Navy cargo handlers from Southern California. The objective of the exercise was to test the ability to offload cargo from an anchored ship and deliver it to the units ashore for use in combat operations. Supplementing the sealift load were C-14 lB and C-5 cargo planes bringing in most of the troops to McChord Air Force Base and Whidbey Island Naval Air Station, airfields in the vicinity of the military reservation near the Indian Island Navy Depot where the Williams was anchored 700 yards offshore. ·The ship· s role in the exercise was The SIU-crewed Pfc Dewayne T. Williams participates in "Freedom Banner 88" exercises in the Pacific Northwest. very successful," said marine cargo specialist Charles McCoy of MSCO Seattle. "There were few problems with the offload. The Marines got their cargo as planned." Because the Williams is a commercial ship, it is subject to agricultural inspections like any private vessel entering the United States from over· Purses .ED1ptied, Hearts Filled In the Philippines, there's the official U.S. embassy in Manila where the American ambassador lives . And then there's Subic Blly Ltbout 50 miles northwest of Manila where many American ambassadors of goodwill reside. Composed of mOlny ~ivil ~ervice mariners , one former M SCPAC mas· ttr and hjs wife , the ambassadors in the latter category recently got together to strengthen the friendship between Americans and Filipinos by donating money and materials to build a day care center for the children of local fishermen. Over a three-month period beginning late last year. a 30-foot by 40foot buildini: was constructed to house about 120 children a day while their parents fished for a living in the South China Sea. The completion of the Matain Fisherman· s Association Child Day Care Center marked the first time in the history of Zambales Province that a building had been donated for community development. The driving forces behind the building were Josh Johnston and his wife Nellie. Johnston, a former MSCPAC master who's now a harbor pilot in Subic Bay , enlisted the aid of his former shipmates aboard several MSC vessels operating out of the Subic Bay area to make the project a reality. Money to purchase i;onstruction ma· terials, along with items no longer A Filipino crowd Qbserves the opening of a child day care center near Subic Bay. 18 I LOG I August i 988 1 seas. But through the efforts of McCoy, the Williams was able to have its agricultural inspection in Guam where the ship is normally part of MPS Squadron Three, thus avoiding a delay in an exercise that had been planned months before. "Freedom Banner 88" was directed by Rear Adm. Francis P. Donovan. commander of Navy Amphibious Group Three in San Diego. The Marines involved in the exercise were part of the 7th Marine Expeditionary Brigade, headquartered in Twentynine Palms. Calif. The brigade already has equipment and supplies aboard Maritime Prepositioning Ships at Diego Garcia in the Indian Ocean. useful aboard such ships as the USNS Spica, Kilauea, Ponchatoula, Passumpsic. Hassayampa, Misoillion, Navasota, Sioux and Catawba, were collected and donated to the fishermen's association. Skilled and unskilJed laborers , working under the supervision and coordination of Nellie Johnston, built the day care center. During the 90-day construction period, fishing boats donated part of their catch and the sale of fish to help buy rice and vegetables to feed the workers and their families. ''Life in the fishing village is grim, to say the least," says Johnston, a retired Naval officer. ''The people live in squatter shacks that most Americans wouldn't use as a tool shed. Their life is one of day-to-day existence without the amenities we take for granted." Donations of money to buy food, along with fish from the association, continue to help feed the children at the day care center who range in age from 3 to 7 years old. Last Christmas, through additional donations of cash and foodstuffs from MSCPAC ships in port at Subic Bay, more than I ,000 packages containing rice, oranges and apples, assorted nuts, milk, potato chips and hard candy were distributed to families in the fishing village. Under Mrs. Johnston's help and guidance. women from the village worked all day to put the food packages together. Other community projects coordinated through COMSCSEA last year with the cooperation of MSCPAC ship crews included the painting of three schools, the restoration of two churches, and the installation of lights for two basketball courts. "'We realize we can't take the weight of the world's problems on our shoulders ," says Johnston, speaking on behalf of his former shipmates and other Navy units in the Subic Bay area, "but we try to do what we can.• • MSCPAC News Briefs . • • . . . Capt. Peter Roder, who served as acting chief staff officer for MSCPAC from January until May when he was relieved by Capt. James Breece, retired from the Navy June 16 after 30 years with the service. In a low key retirement ceremony held at MSCPAC headquarters in Oakland, Capt. Roder admitted he knew little about the command when he went to work for MSCPAC earlier this year. But Roder, the former commanding officer of Naval Station Treasure Island in San Francisco, was a quick learner. By the time he left in June, he said he was impressed with the civilian mariners and the shore staff he worked closely with the past few months. A native of Michigan who graduated from the U.S. Naval Academy in 1958, Capt. Roder and his family intend to return to their permanent home in Virginia. (Continued on Page 19.) �(Continued from Page 18.) . . . MSCPAC mariners Loren E. Massey and Harry Kaspszak were each given LLMSC Mariner Award of Excellence .. citations and $2,000 checks recently for their outstanding service to the command. Massey, a chief engineer aboard the USNS Mizar, was given the award for his work aboard the scientific ship that has brought her up to a level that makes the ship meet her mission requirements with her own propulsion plant, as well as specialized sponsor equipment. Massey, an 11year employee of the command, has been described as a ''mission-ori;nted person who can't be satisfied with a mediocre situation.'' Kaspszak, a refrigeration engineer aboard the USN S Zeus, has demonstrated sustained superior proficiency in his job the past three years. Kaspszak has been labeled ''reliable, safety-conscious, loyal, and imaginative" by his chief engineer, J. Curtin, who nominated Kaspszak for the award. Noted Curtin, "In my 18 years of sailing as an engineer for MSCPAC, I've never seen a better refrigeration engineer and very few unlicensed engine department personnel who can compare with Kaspszak's performance.'' ... The USS Kirk was impressed by her recent underway replenishments with the USNS Kilauea in the Wes tern Pacific. In a brief message June 12, the Kirk said it appreciated the outstanding logistic support rendered by the ilauea. " Both CONREPS e one UNREP scheduled your ship were smanly and professionally e x ecutcd 1 11 said the de· stroy~r. '' Kirk looks forward to our next time alongside the Pacific Fleet's finest AE.'' . . . The USNS Pas.sump.sic became the first MSCPAC ship in almost five yc-.t to undergo an INSURV underwny mnt ·al inspection when she hosted an IN U V inspection team in June . The fled oiler's overall per• formance during the INSURV WM 1 ~onsidered excellent. 'The master, of- ficers and crew of the Passumpsic are commended for their performance during the INSURV inspection," said COMSCSEA's June 17 message to MSCPAC. "The energetic efforts of the ship are recognized and most noteworthy. The Passumpsic has set a fast pace for the rest of our ships to match.'' Preparations for the inspection made by LCDR J. Holland, Dale Krabbenschmidt, Jack Reich, Christine Zarate and Gene Welch of MSCPAC, along with MSCSEA's D. Shibuya, were also commended in the message. ... The MV Cape Ducato, broken out of the Ready Reserve Force last February to participate in Team Spirit 88, returned to San Pedro in late May and was turned back over to the Maritime Administration. Two FSS ships that also participated in Team Spirit 88-USNS Regulus and Bellatrixmade stops at Tacoma and San Pedro in May before returning to Mobile. . . . YN2 Carol Martinez of MSCO Honolulu used the USS Arizona memorial at Pearl Harbor as the site for her four-year reenlistment in the Navy recently. Martinez, an MSCPAC Sailor of the Quarter last year, received a flag that flew over the memorial. . . . The commanding officer of MSCO Alaska, Lt. Cdr. K. B. Chamberlain, along with operations officer Ron Kahlenbeck, attended a U.S. Coast Guard pollution response drill in Anchorage recently. A Soviet contingent was also present for the simulated oil spill drill. ... In early 1une 7 Oakland held its 13th annual awards ceremony honoring volunteers who work in the local community. MSCPAC s Sandra Jo n§on was cited as a volunteer Oakland Association Recreation Employee Service Director. ... Former MSCP AC Port Steward Raphael A. Silva, 63 ~ who retired from the command earlier this year with 45 years of federal service, died June 19 after suffering a heart attack. Silva and his wife were in Los Angeles on Father's Day to see their son Chris ordained as a minister. On the drive back to the Bay Area, Silva died near Patterson, Calif. A World War II veteran of the Navy who went on to stay in the service 20 years, he joined MSTSPAC in 1963 as a cook. A few years later he was promoted to steward-baker and then chief steward. Silva came ashore in 1984 when he was named MSCPAC port steward. A big, burly man with a booming voice, Silva frequently bragged about his son to his shipmates-and for good reason. As a member of the UCLA swim team, Chris Silva held an NCAA record at one time and nearly made the 1984 U. S. Olympic team. Over 30 former shipmates and co-workers of Silva attended his funeral and burial June 24 near San Francisco. Pulver, Tellez Win N.J. AFL-CIO Posts Edward B. Pulver, a member of the SIU since 1958, was re-elected by acclamation to a four-year term as secretary-treasurer of the New 1ersey term of a departing member. He was re-elected secretary-treasurer in his own right in 1980, 1984 and again this year. State AFL-CIO. Augustin Tellez was Currently a regional director of the also elected to the Executive Board. Delegates to the 21st Constitutional Convention, held April 11, also reelected State AFL-CIO President Charles H. Marciante to serve his sixth full term as president. They were joined by a 46-member International AFL-CIO, Pulver served as the area COPE director prior to his election as secretary-treasurer. He also serves on the Governor's Commission for Private Industry Committees in New Jersey and was recently appointed to the new state commission slate of candidates selected by the on employment and training. In addi- federation's nominating committee and tion, Brother Pulver serves as presi- elected without opposition to serve on dent of the Hudson County Central Labor Council and is a member of the the State AFL-CIO's Executive Board. Pulver was appointed by the Executive Board in 1977 to fill the unexpired national Executive Board of the Latin American Council on Labor Affairs. M•••••••••••••••••••••••••••••••••••••••••••••••••••••••••···················· SEAFARERS TRAINING & RECREATION CENTER Reservation Information Name'. ~~~~--~~~~~~~~~~~~~~~~~~ S.S. It -------------------------BOOk# ________~ Address~------------------------------~~~~~~~ Telephone II Number in Party Date ot Arrival: i st Choice Your Holida.'Y at the SHLSS Vacation Center: What It Will Cost The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday in Southern Maryland at your home away from home. ROOM RATES: Member Spouse Children $30.00 per day $5.00 per day $5.00 per day MEALS: Member Spouse Children $8. 50 per day $4.00 per day $4.00 per day 2nd Choice 3rd Choice (Stay is limited to 2 weeks) Date of Departure Send to; Seafarer5 Training & Recreation Center Piney Point, Md. 20674 (Phone: 301-994-0010) NOTE: No lodging or meal charge for children under age 12. So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks. ................................................................................ August 1988ILOGI19 �CL L NP -Company/Lakes -Lakes -Non Prioritv Directory of Ports Dispatchers Report for Great Lakes JULY 1-31, 1988 "'TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac . ... . .... . . . ....... 0 11 7 0 4 4 0 5 3 TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac .. ............ ..... Port Algonac ... . . ...... . ....... 13 0 Jack Caney, Vice President DECK DEPARTMENT 19 0 38 ENGINE DEPARTMENT 13 0 8 STEWARD DEPARTMENT 0 5 9 ENTRY DEPARTMENT 0 0 0 Port Algonac .. ... . . ... ... . .. . .. 18 Michael Sacco, President Joseph Sacco, Executive Vice President Angus "Red" Campbell, Vice President Joe DIGlorglo, Secretary **REGISTERED ON BEACH All Groups Class CL Class L Class NP 0 4 0 2 0 3 Thomas Glidewell, Vice President George McCartney, Vice President John Fay, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President 2 0 HEADQUARTERS 0 Totals All Depanments ........ 0 0 32 33 56 36 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month. **" Registered on the Beach " means the total number of men registered at the port at the end of last month . 7 7 16 10 • 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio Dispatchers Report for Deep Sea JULY 1-31, 1988 *TOTAL REGISTERED TOTAL SHIPPED All Groups All Groups Class A Class B Class C Class A 48 8 3 6 14 8 5 43 Port Class C DULUTH, Minn. **REGISTERED ON BEACH All Groups Reliefs Class A Class B 94 4 13 4 5 7 6 9 Class C DECK DEPARTMENT New York ..... . .. . .. . .. Philadelphia ...... . ... . .. Baltimore .. . ........ . .. Norfolk . . ..... ..... ... . Mobile . .. .. .... . . .. ... New Orleans .. ...... . ... Jacksonville .. . .......... San Francisco .... . . . ..... Wilmington ........... . . Seattle . ..... ... ....... Puerto Rico ............. . . . . . . . . . . . 2 11 18 13 34 21 31 18 41 23 Honolulu .... .. ..... . . .. . Houston . , .. .... . .. . 7 31 Piney Point . • ........ ... . Toh1l1 . ... .. ...... . ... , 0 6 J02 St. Lou i ~ ............... . Port New York .. . .. . .. . ..... . Pn11aoe1pn1a ............. . Baltimore ..... . . ... , , , , , NOrfOll< . .. ... .. ........ . MOtllle ... . . , , , .... , , , .. New Qrlg;ms ..... . . Jacksonville ..... . , , .. ... . San ~rancisco ........... . . Wilmington .. , .... ...... . Seattle ... .. .... . . . .... . filuerto Rico ........ ... .. . Hon{llUIU ' ' ' ' ' . ' . ' ' ' ... . Houston .......... . St. LOUIS ••••••• ..... Pin@y Point . .. ..... . . . .. , Totals . ........ ..... . 24 2 6 8 7 14 15 20 6 28 5 5 29 1 2 2 9 1 8 2 8 1 5 7 8 11 6 1 5 7 1 9 A4 2 3 2 0 9 1 3 5 0 4 0 9 4 1 4 15 6 242 80 55 73 21 0 7 2 11 0 3 7 17 7 19 13 i3 5 3 is 1 173 45 az 17 0 0 14 3 7 0 l 6 9 0 0 0 0 1 1 3 1 1 0 3 4 0 2 4 2 2 144 6 5 6 4 2 0 3 2 7 7 22 18 6 2 12 5 34 , 5 0 , 8 16 4 25 2 4 24 17 16 3 3 6 13 0 0 5 5 11 1 5 0 4 4 2 4 61 2 1 0 3 0 0 5 3 7 10 1 2 6 1 5 8 4 6 3 s ENGINE DEPARTMENT 4 0 1 0 1 0 B 1 1 0 2 4 2 2 2 4 1 6 4 0 6 44 9 2 , 0 2 0 3 1 0 2 2 9 1 4 4 3 7 3 7 2 0 0 38 0 g 2 0 3 28 17 23 16 70 57 49 30 66 29 9 45 0 1 506 54 6 6 11 10 31 43 30 14 39 2 0 9 9 1 0 7 7 0 3 3 0 3 3 1 1 11 4 Pn11aae1cn1a .••.. ... . . Baltimore ..... . .... ... , , NOrfOll< • , • , •• , , ........ . 0 0 Mobile ... . ... . ....... . . Ntw Orleans ...... .. , .. . . 15 Wilmington ............. . ,, , 5 9 3 16 1 13 0 s 0 3 Jacksonville • , . , . .. .. . San fomci3co ............ , Seattle . ...... . .... . .. , , Puerto Rico ........ . . Honolulu . ...... .. , , , , , , , Hou~ton ...... . ........ . St. Louis ........ .. . .. .. . Piney Point ... . ...... , , , , 1a1a111 .... ......... . 13 39 23 15 0 4 Fr~nclsco . ............ WilmingtM .. . ... , , , , , , , , Seanle ............... . . 1 0 0 0 0 0 5 3 0 35 11 2 2 15 18 2 5 10 0 13 0 1 2 6 5 3 12 5 30 5 18 St. LOUIS . .. , , .... ...... . 3 5 0 Piney Point . . . . . . . . . . . . . . 1 113 1 6 5 13 1a 9 12 5 55 5 5 1 139 0 4 0 5 5 2 0 14 0 5 24 13 1 9 3 16 11 0 18 0 1 1 0 n 2 2 6 1 3 57 17 1 2 1 25 Honolulu .............. . . Totals All Depa11men1a .... , . 4 11 4 55 s Totals . .. ...... .. . ... . . 0 0 155 Puerto Rioo .... . .. , , , , , , , Houston ............. . . , 4 3 0 0 0 4 118 Port New York .............•. Phila<lelohia . ..... ...... . . BJltimore .............. . Norfolk ............... , , Motllle . .. . . . .. .. .. ... . New OrleJns . . ... . Jacksonville . . ... , , . , . , , , . 2 9 1 0 1 4 2 9 1 ENTRY oePAATMENT 11 6 2 0 5 0 9 3 9 7 19 7 12 7 12 7 4 6 4 65 8 2 0 1 2 8 147 230 85 155 341 348 589 336 3 3 6 4 11 1 2 1 178 1 0 2 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 0 3 1 8 2 17 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 93 45 JERSEY CITY, N.J. 99 Montgomery St. 07302 9 2 0 6 2 1 (201) 435-9424 7 8 1 2 2 6 g 6 4 1 2 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 3 NEW BEDFORD, Mass. so Union St. 02740 (617) 997-5404 a10 5 77 0 2 30 NEW ORLEA S, La. 630 Jackson Ave. 70130 (504) 529-7546 6 0 1 39 5 3 2 0 7 14 1 29 6 3 8 0 76 17 35 5 2 6 27 1 3 12 0 7 10 4 43 0 4 1 8 0 0 5 1 SUWARD D~PARTMENT l'ort N@w York ......... . .... . San Class B Trip 5443 Ridge Rd. 44129 (216) 845-1100 2 88 0 1 119 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5 25 4 0 4 0 2 0 0 2 0 4 5 4 5 3 9 12 4 0 17 2 0 6 3 0 0 2 39 5 33 3 6 5 5 12 3 1 10 5 5 12 29 13 36 7 18 11 15 10 33 17 5 1 132 5 0 7 77 12 218 0 15 7 10 0 1 ll 229 217 267 325 230 1,336 456 381 0 7 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 0 39 30 7 53 NORFOLK, Va. 15 &g 5 675 4 Ave., Brooklyn 11232 (718) 499-6600 2 291 2 NEW YORK, N.V. PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 4 •"Total Registered " means the number of men who actually reg istered for shipping at the port last month . •• " Registered on the Beach " means the total number of men registered at the port at the end of last month. ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of July was down from the month of June. A total of 1,480 jobs were shipped on SIU·contraeted deep sea vessels. Of the 1,480 jobs shipped, 589 jobs or about 40 percent were taken by "A" seniority members. The rest were filled by 8" and "C" seniority people. A total of 230 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 8,088 jobs have been shipped. 11 20 I LOG I August 1988 510 N. Broad Ave. 90744 (213) 549-4000 �Final Departures-Deep Sea ••• Edwin Alston Died July 5, 1988 John Cole, 79 Jerry Phipps Bellevue, Wash. Slidell, La. Raymond Anders()n, Died April 15, 1988 Joined Union 1937 Died June 11, 1988 Joined Union 1969 Roy Pritchett, 75 55 Sumterville, Fla. Died May 23, 1988 Joined Union 1970 Sing Dea, 66 San Francisco, Calif. Died May 30, 1988 Joined Union 1955 Mobile, Ala. Died June 21, 1988 Joined Union I964 Schueter Heimila William Schueter, 66 Orchard Park, N.Y. Died June 21, 1988 Erik Heimila, 73 Ronkonkoma, N. Y. Died June 25, 1988 Joined Union 1968 Johnny Johnson, 69 San Francisco, Calif. Died May 31, 1988 Joined Union 1942 Fegan Balderston James Balderston, 95 Burlingame, Calif. Joined Union 1946 Daniel Fegan, 70 Sparks, Nev. Died June 21, 1988 Joined Union 1956 Early Joyner, 79 Woodside, Del. Died July 9, 1988 Joined Union 1955 Harry Bammarito, 66 Glouchester, Mass. Died December 12, 1987 Joined Union 1980 Virginia Burley Strite Died April 28, 1988 San Francisco, Calif. Died April 28, 1988 Joined Union 1956 San Francisco, Calif. Died May 2, 1988 Joined Union 1951 Fleming George Fleming, 78 Springhill. FJa. \Villiain Lewis, 73 Hot Springs, Ark. Died June 6, 1988 Died June 10, 1988 Joined Union 1958 Joined Union 1940 Pedro Flores, 79 McDonal~ Newport News , Va. Herbert Died June 9, 1988 Joined Union 1947 70 San Francisco, Calif. Died June 9, 1988 Joined Union 1973 Rome Flowers, 84 Los Angeles, Calif. Died May 16, 1988 Joined Union 19.51 Bu~klOY mbeth G.-eenberg Evelino Zugna, 71 Trieste, Italy Joined Union 1946 Milton Thrash, 63 Lockesburg, Ark. Died April 16, 1988 Joined Union 1965 Quartararo Joseph Quartararo, 72 Stroudsburg, Pa. Died June 26, 1988 Joined Union 1957 Howard Ross, 63 Bald Knob. Ark. Died July 2, 1988 Joined Union 1960 Auldeon Sharp Hilario Misay Died May 27, 1988 Died February 23, Jack Shishido, 71 1988 Alameda, Calif. 1 Princess Ann, Md. Died December 5, 1987 Joined Union 1961 Thrash Harry Leng, 74 Loreto Bello, 77 George Waller, 73 San Francisco, Calif. Died May 11, 1988 Joined Union 1946 Antonio Pubill, 65 Sweden Died December 6, 1987 Joined Union 1957 Seattle, Wash. Died May 13, 1988 Joined Union 1951 Wallen George Wiley, 65 Pu bill Curt Larson, 82 V astra Frolunda, Gordon Barnard, 76 San Francisco, C Died May 8 Joi nion 1946 ~'A'!' William VanArkel, 86 Rotterdam, Holland Died May 3, 1987 Joined Union 1940 Jack E. Sweeny San Francisco Gustavo Vides New Orleans Pazely VanMillican, 71 Tampa, Fla. Died June 4, 1988 Houston R. White Jacksonville Joined Union 1943 Stanley Zebrowski Philadelphia Hubert Whaley, 67 INLAND Cecil R. Evans Jacksonville John Buckley, 65 New Orlean~ 1 La. Died June l4, 1988 34 Richard Miyahira, 75 Died May 14, 1988 Annapolis, Md. Died July 5, 1988 Honolulu, Hawaii Died-April 16, 1988 Joined Union 1950 Charles Shirah Died April 29, 1988 Joined Union 1944 Joined Union 1988 Joined Union 1939 Died June 10, 1988 Joined Union 1942 Los Angeles, Calif. Sidney Faucett Pensioners Arthur J. McGinnis New Orleans William L. Osborne Jacksonville DEEPSEA Thomas L. Arnutrl)ng Jacksonville Esper Perdi New Orleans James A. Hollen Houston Michael G. Kovenz Seattle Eusebio Rodriguez Santurce Mack Carruthers Enrique R. Gonzalez Houston Leon R. Curry New York Guillermo Grajales Santurce Robert J. Henninger Baltimore Joseph W. Istre New Orleans James M. Meekins Norfolk Stanley J. Paul Anthony Goncalves Nodolk Florian R. Clarke Baltimore Adell Gauthier Mobile Norman B. Nelson Algonac Seattle James Botana Jacksonville Philadelphia Norfolk James F. Shannon New York Charles W. Shores Philadelphia Donavan J. Hughes San Francisco Vincent McCloskey Peter A. Siems San Francisco Jacksonville John C. Ward Baltimore August 1988 I LOG I 21 - �Ship of Fools ''Oh sailors, sailors, why do you sail the ocean blue?'' "We sail in search of afar away land, though a barstool and bed would do. We turn to long days, and stand watch all night, with stars in the heavens burning so bright (we quietly pray for a guiding light). The Lord takes care of sailors and fools .. who work those ships like two/egged mules, and who don't know when those mighty storms will fall upon them. Some on the ship will cry infear, and others will laugh though death is near, knowing sailors and ships consigned to the deep will have Davey Jones there to lull them to sleep!" Leonard Ching receives his first pension check from Honolulu Port Agent Tom Fay (left). Ching sailed with the old Matson ships in the steward department. Charles "Sonny" Herrera GED Student, SHLSS. Personal William Seiderhoff Alexander Brooseuk (left) is handed his first retirement check by Wilmington Port Aeent Don Anderson. Brosseuk, who liYcJ in Long Beach, Calif,, sailed as QMED. William Brack (left) is handed his first pension check by New York Port Agent Kcrmett T, Mangram. Please contact Margie Hastings, 7001 96th Ave., Seabrook, Md. (301) 5779430, regarding a reunion of the Class of 1943. KNOW YOUR RIG s '. - ~ KNOW~. YOUR RIGHTS \ CONSTITUTIONAL RIGHTS AND OBL TIONS. Copie" of the SIU constitution are availahle in all Union hall~. All mcmher~ should ohtain copies f this FINANCIAL REPORTS. The constitution of the SIU Atluntic, Gulf. Lake~ and Inland Waters District makes specific provi~ion for ~afeguarding the membership's money :md Union finances . The constitution requires a <SetuilelJ uuc.tit h Ceninnl Puhlic Accountants every three rnontns. wnich ure to be whmiued to the membership by the Sccrctary-Trcasurer. A quarterly finance committee of rnnk and file members. elected by the memhcnhip. nnlcn cu.mim:ition each quarter of tne finances o( the l.Jnion :ind reportl\ lully their findings and recommen<.lattons. Member(, of this committee may make dissenting rcporb, 81.'C<:ific recommend~tion!> :o1ml separate findings. TRUST FUNDS. All tru!;t funds of the SlU Atlantic. Gulf, Lakes :.rnJ Inland Watfrs Disrricc are aumini~tered tn accoru~nce with the provi"ions of variom trust fund agreements. All the8C ugr~~nwnt!> ~pee if y th<:t.t the trustees in chur~c of these funds shall equ~lly com:ist of Union :rnJ management representatives und tneir alternate!>. All t;>xpemJitures an<l <lishuncmcnb of trust funds are made only upon approv::il hy :i majority of the trustees. All trust HmtJ fimmcbl recor<lx lire: i1Vilih1blc llt the headquarters of the various m.1st funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union ::ind the employcr5. Let to know your shipping rights. Copies of these contract:\ ilre posted and available in 411 Union halls . If you feel th~r\' has been any violation Of YOUr &hipping Or ~cniority righb as contained in the contracts netw11en the Union ~m<l the employers. notify the Scutarers Appeals Bmml tly certified nuiL return receipt requested. The proper address for this is: Angw "Red" Campbell Chairman, Seiafaren Ap~ Board !lOI AUlb Way imd Brilllnniia Wlly Prince Georaes County Camp Springs, Md. l0746 Full copies of contracts as referred to are available to ybu at o.11 times, ~ilher \ly writing directly to the Union or to the Seafarers Apprnls Board. CONTRACTS. Copies of all SIU contracts are available in all SIU htills. These contracts specify the wage:s and conditions under which vou work and live aboard your i;hip or bo:At. Rnow you; contract rights. as well as your ohligaticns. such as filing for OT on the proper sheets and in the proper milnner. If. at any time, any SIU 22 I LOG I August 1988 KNOW YOUR RIGHTS constitution so a~ to familiarize themselves with its contents . Any time you feel any memher or officer is attempting to ueprive you of any comt1tut1onal right or ohligation by any methods such :t '- dealing with churgcs. trials. etc .. u'.i well us all o ther uetail!., then the memhcr '!O uffected shoul<l immediately notit"y headquarter'- . EQUAL RIGHTS. All memoers are guaranteed equal rights in employment an<l as memhers of the SIU. The~e rights are clearly set forth in the SIU constitution and in the contracts v..hich the Union has ncgotiutcd with the employers . Consequently, no men1her may he Ji<;enmi nateu against hecam.c of ruce. creed. color. sex and national or gcogrnphic origin. If any mcmher feels that he i<; denied the equal rights to which he is entitled. he should notify Union headquurters. 11111111u1111t111111nll111111lll1111111ll1111111H1111111111111111111111111n1111111111111111111111111111111 patrolman or other Union offi~ial, in your opinion, f:ails to protect your contruct rights properly, contact the nearest SIU port agent. EDITORIAL POLICY -THE LOG. The Log has trnditionully refr~ine~ from puhlis.hing any article serving the political purposes or any individual in the Union. officer or mernher. It has al'\o refrained from publishing articles deemed hurmful to the Union or its collective membership . This cstublished policy hus been reaffirmed by memhcrship action at the Scptemhcr. I 9fi0. meetings in ull constitutional ports . The responsihility for Log policy is vested in an cuitoriul hoaru which consists of the Executive Boan.I of the Union. The Executive Board may uelegate, from among its ranb. one individuul to carry out this rc8ponsitiility. PAYMENT OF MONIES. No monies are to he paid to anyone in ;.m~ official capacity in the SIU unless an official Union receipt is gi en for same. Under no circumstances should any memher puy any money for any re~1son unlcs5 he is given such receipt. In the event anyone attempts to require any such payment tie made without supplying a receipt. or if a mcmher 1'.i required to m~fkc a payment anu is given an otlicial receipt. but feels that he should not have hcen rcquircu to make such payment. this shoulu immeJiately he reportcJ to union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its ohjects and purposes including. but not limited to, furthering the political. social and economic interests of maritime worker~. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and hoatmcn and the advancement of trade union concepts. In connection with such ohjects. SPAD supports and contrihutes to political candidates for elective office. All contributions ure voluntary. No contrihution may be solicited or received hccuuse of force. joh discrimination. financial reprisal. or threut of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the ahove improper conduct. notify the Seafarers Union or SPAD hy certifie<l mail within 30 Jays of the contribution for investigation and appropriate action and refund. if involuntury. Support SPAD to protect and further your economic. political and ~ocial interests. and American trnde union concepts. It at any time a member feels that any of the above rights have been violated, or that he has bttn denied bis constitutional right of acces.s to Union records or information, he should inunaliately notify SIU President Frank Drozak at Headquar1ers by certified mail, return receipt requested. The add~ iS 5201 Auth way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �'And a Special Thanks to the Steward Dept.... ' June 30, 1988 The Crew of the USNS INDOMITABLJ!J ('ragas 7) Se/darers hlte.rnat1anal Union BBOB Jl'1rst Ave. Seattle, 'Wash.9BlBl From: ':Po: Ch1e:t Cook, James B. Willey S4B 4B 4839 Subj: SIU member s1n.ce 1970 Inland '~" If you have any more 18-year tug boat veterans like Jim, get them out here on the deep sea ships. They are a welcome change from the "can opener and fresh frozen" cooks that have been finding their way into the galley. The Crew S.H. Shields Ship's Chairman book #WB443 Gentlemen: We are writing in regards to Chief Cook James E. Willey who has been aboard our ship for the past 60-day voyage. He has recently shipped-out of the Seattle hall as a DEEP SEA "C" group steward department member. Mr. Willey is the most talented chef With whom we have ever sailed. We have found, as the trips are long and without port calls, that well prepared meals are the high points of otherwise repetitive and routine days. His inventive menus consist of homemade soups: vegetable, chicken, cream of celery, cream of potato, oyster and fish chowder (New England or Southern style). All his main entree vegetables, whether canned or fresh, are enhanced with other ingredients to produce an appealing flavor. His deep fried foods are always cooked in clean oil with a batter which produces that golden brown appearance. (Favorites being his special recipes for fish cakes, or banana fritters). Another favorite is his home made cakes, pies and Sunday morning baked specialities. The only complaints we have (crews always have complaints) is that everyone is getting too fat; maybe the finest compliment a cook can receive. Chief Cook James E. Willey (third from left) is an 18-year Inland veteran who recently shipped as C-card aboard the T-AGOS Indomitable. His culinary skills wowed the crew, and they sent the accompanying letter. He is pictured above with the captain, chief mate and Sea Mobility Inc. representative. Scouts Get Chance to 'Talk Union' at MTD 'A Personal Thanks • • • ' I w1sll. to tak.., thi~ time to pemonally thank you for the aid given me for my brother TraviB F. DMn during rus stay 1n Hlllllaven ConvaJaaoant ana. Nurslllg Home in Mobile. Without your help , I could not nave a.rtorclecl 1t. Thanks again, ancl ma.y <lod bless and ca.re for you. st.neerely, Beulah Dean Brooks Mobile, Ala. 'SIU Forward, Always .•. ' Seventeen young Scouts, both boys and girls, recently completed a two-week stay at the Seafarers Harry Lundeberg School of Seamanship. The program is sponsored by the Maritime Trades Department and the SIU. It is designed as a "learning" vacation. The all-expenses paid trip aives the Scouts a taste of the seafaring life, labor history, the union movement and chance to see the sights of the nation's capital. Above, SIU President Mike Sacco speaks to the Scouts about the SIU. Below, Robert Harbrant, president of the Food and Allied Service Trades Department, meets with the Scouts. I Wlsll to tha.llk the Seafarers Pension Plan and iM lea.derarup for sending me my pension check on time every month. Wltnout lt, my wife and I wouldn't be having the quality of llfe that we are enjoying now. I also would like to thank the Seafarers Welfare Plan for paying all of my medical billa tha.t Merucare a.oesn't pay. We clo not know what kind of llfe we woUla nave Without the help of the SID. We nave oome a long way since I became a member bMk 1n February 1944. I was always proud to have been a. member of a flne UIUon such as the Seafarers. When my wife and I gc to the pons to vote on November 8, we will keep 1n mllld aJl of the U.S. Publlo Health hospitals and clinics that the Rea.gan ad!runistratlon has closed down, denying us our health care that was rightfully ours !or many, many years. We W1ll vote for the party that will go to bat for the naionaJ maritime industry- and labor. Wiahing an pensioners and active members a good life. SIU forward, always. Sincerely, Johll. N. Ch1orra C-41 o Dougiassvtne, Pa. August 1988 I LOG I 23 �Seafarers International Union of North America, AFL-CIO Washington Report Democrats united behind a Dukakis-Bentsen ticket at an electric four-day convention which highlighted the themes that the party intends to use in this year's presidential campaign. Stressing his commitment to public service and ethical standards in government, Mass. Gov. Michael Dukakis castigated the Reagan administration's record on drug abuse and foreign policy. He promised to focus his energies onjob creation, family care and economic growth if he is elected president in November. One of the highlights of the convention was the speech delivered by civil rights leader Jesse Jackson who urged Democrats to find "common ground." Saying that we are all "patches in a quilt," Jackson promised to campaign on behalf of the ticket. Aside from three relatively minor skirmishes over the platform, there were few controversies. While they maintained a relatively lowkey profile, unions affiliated with the AFLCIO sent a record number of delegates. The Democrats left the convention convinced they had projected a winning image. Both the polls and political commentators tended to bear this out. ''This is a party hungry for victory,'' said Tom Brokaw of NBC News. Polls had Gov. Dukakis and Sen. Lloyd Bentsen (D-Texas) running 18 points ahead of Vice President Geor.ee Bush. Dukakis Touring Sea-Lanct•s massive container facilities in Tacoma, Wash., Dukaki:s accused the administration of squandering huge amounts of money in Pentagon scandal~ at a time when military commanders in Eurooe can't get equipment because the government has failed to maintain adt:quate sea-lift capability . Dukakis made a dramatic entrance. He rode a tug to a waterfront rally where he was 2reeted by interested members of the maritime community as well as Indian leaders who wanted to hear his views on matters dealing with their tribal claims. Dukakij al:so used the occasion to reiterate his SUJ'tmrt of a plant closing bill, which had passed bQth the House and Senate by vetoproof margins after it had been introduced separately from the trade bill. Commenting on that issue, the AFL-CID News said that Hefection-jittery Republicans [are appealing] to President Reagan to let the plant closing notification bi11 become law.•• Democrats and Maritime - Dukakis will release a detalled maritime position paper soon, according to reports from his <;amp. He has met with Sen. John Breaux (D-La.), chairman of the Senate Merchant Marine Subcommittee. The party platform adopted at the Atlanta convention did not deal with specifics on maritime. Earlier in the campaign, Dukakis said he was disturbed by the decline in the U.S. merchant marine and pledged to work with August 1988 Congress to develop a national maritime policy. International Registries The maritime industry has an important stake in the outcome of this year's presidential election. "Whoever is elected the next president of the United States," said Joe Sacco, executive vice president of the SIU, .. will determine the fate of the American-flag merchant marine.'' One of the most pressing challenges facing the maritime industry is a worldwide debasement of national registries. All over the globe, from the Far East to Western Europe, there is a move to relax existing national standards. Last year Norway unveiled a second national registry. Other European countries have been studying its development with interest. This past month, Japan's Ministry of Transportation recommended that domestic shipping companies in that country hire foreign crews to slash operating costs. Sea-Land Sea-Land is actively seeking support for legislation S. 2510, which would grant operating subsidy eligibility to 12 foreign-built SeaLmd ships. The bill was introduced by Sen. Daniel Inouye ( - awaii . Robert L Hintz, chairman of Sea-Land, said passage of the bill is LLvitally important to Sea-Land remaining competitive in foreign commerce." The subsidy would cover only the 12 D9J vessels which were built in Japan and Korea in the early 1980s. Canadian Diversion The diversion of American cargo through Canadian ports has once again become a matter of concern to officials in the maritime industry, according to reports carried in The Journal of Commerce. The Maritime Administration has reported that the value of American import and export shipments routed through Canadian ports hit a record high in 1986. Legislative, Administrative and Regulatory Happenings Drug Testing · The Coast Guard has unveiled a plan to test virtually all American seamen for drug and alcohol abuse. Interested parties have until Sept. 8 to comment on the proposal. The plan would cover all phases of a mariner's employment: pre-employment testing, random tests after employment, tests for those people where there is ''reasonable cause to suspect abuse'' and routine tests after accidents. ''The problem [of drug and alcohol abuse] in the maritime industry is increased by the fact that personnel often Ii ve onboard their vessels for long periods of time," said one Coast Guard official, who estimated that the use of alcohol and drugs contributed to 75 deaths between 1981 and 1986 and caused $6.5 million in damages. The SIU is going over the proposal and readying a response before the Sept. 8 deadline. Fishing Talks South Korea has promised to reduce tariffs on 16 different kinds of U.S. fish products by 1993, but has rejected U.S. demands to open up its domestic markets to other kinds of fish imports. The talks between the United States and South Korea were part of a larger effort to curb the $10 billion trade deficit that South Korea enjoys with this country. Minimum Wage Action on the minimum wage bill is expected before the end of this session of Congress. Meanwhile, the list of supporters grows long_er every day. The latest institution to back an increase in the minimum wage is The Washington Post, which noted that "as a matter of simple justice the minimum wage can and should be increased now.'' Dealing with the argument that' 'most people don't stay at minimum wage jobs for long," the Post noted that this ''looks through the wrong end of the telescope. It's true that most people on the minimum wage aren't poor. It's also true that an awful lot of poor people are at or near the minimum wage." S111ar Imports The Reagan administration has eased restrictions on the amount of sugar that can be imported into this country. This has caused a great deal of concern to domestic sugar-growing interests, including the Sugar Workers Union, which is an affiliate of the Seafarers International Union of North America. The administration took this step as a result of the drought in the midwest. Fifty percent of all domestic sugar comes from North Dakota, Minnesota and Michigan, all of which have been hard hit by the drought. The rest of American sugar comes from Florida, Louisiana, Hawaii and Texas. SIUNA members of the Sugar Workers Union are employed mainly in processing plants in California. Support SPAD � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1988 Description An account of the resource HEADLINES THE ROVER CREW- A CREDIT TO THE U.S. U.S. COMPANY OPENS ‘ONE-STOP’ FLAG SHOP U.S. TAX DOLLARS HELP FUND LATEST FOC REGISTRY BARGE LINE TAKEOVER PUTS JONES ACT IN JEOPARDY SIU CHARGES SEAMEN DENIED JOBS DUE TO UNION TIES SEA-LAND SUBSIDY BILL INTRODUCED COAST GUARD ISSUES TOUGH NEW DRUG TESTING PROPOSAL LONG NEW BEDFORD STRUGGLE COULD END WITH CONTRACT OK OLD LIBERTY SHIP FINDS A HOME IN BALTIMORE SIU BOATMEN IN MOBILE TUG INDUSTRY SAYS DROUGHT COULD COST $150 MILLION NOTICE NATIONAL MARINE SERVICE EX-EMPLOYEES SIU/SHLSS HOSTS MTD AWARD SCOUTS MARINES INVADE PACIFIC NORTHWEST PURSES EMPTIED, HEARTS FILLED MSCPAC NEWS BRIEFS… PULVER, TELLEZ WIN N.J. AFL-CIO POSTS THE SIU IN WASHINGTON DUKAKIS CANDADIAN DIVERSION SEA-LAND FISHING TALKS MINIMUM WAGE SUGAR IMPORTS DEMOCRATS AND MARITIME Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context 8/1/1988 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/358d71eb6617a2325cd9db65ca653e41.pdf 3d8872e86ec4794c8777ef47eb1c69e5 PDF Text Text Official Publication of the Seafarers International Vnion • Atlantic, Gulf, Lakes and Inland Waters District• AFL-CIO Vol. SO, No. 9, September 1988 AFL-CIO Endorses Dukakis-Bentsen Ticket Military Sealift Command Charter SIU Crews Constellation Seafarers crewed another new ship late last month, the MN Maersk Constellation. The ship can carry roll-on/roll·off, container or breakbulk cargo. She will be chartered to the Miliuary Sealift Command for West Coast sailings to Far East stations. {See page 9.) S -Bae ed Fish1n oat Safety Bill Ready o Sign U.S.-flag fishing vessels and their crewmembers will see safety upgraded if President Reagan signs a new bill which will toU€hen safety regulations in the nation's most dangerous oi;i;u pation. As the LOO went to press, HR 1841 had passed both houses of Ccn~ress and was ready for Reagan's signature. He is expected to sign the bill. The bill is a result of more than two years of work to strengthen safety in the industry. It requires fishing, fish processing vends and fish tender v~ssels to carry lifeboats, immersion suits, radio equipment, navigation equipment, first aid gear and other safety items the Coast Guard determines is necessary. The SIU backed the strong safety provisions in the bill and sought additional regulations. ''This is a good starting point, but should be thought of as a minimum, not the ultimate in safety said SIU Pres· ident Mike Sacco. Studies show that more than 250 fishing boats a year are lost, almost one every working day. Those type of casualties make the fishing industry even more dangerous than coal mining. In addition, larger boats, carrying 16 or more people, will be required to carry emergency position indicating radio beacons, radar, fire protection and fire fighting equipment, along with several other safety-related requirements. Rep. Gerry Studds (D-Mass.), Rep. Mike Lowry (D-Wash.), and senators John Kerry (D-Mass.) and John Chafee (R-RI.) were key figures in the passage of the bill. 1• • WASHINGTON Democratic presidential candidate Michael S. Dukakis welcomed the endorsement of the 14.1 million-member AFL-CIO, including the SIU, and asked labor to join in his goal of forging ''a new era of greatness for America.'' Dukakis was cheered and applauded frequently as he addressed the federation's General Board in a crowded hotel ballroom here. When the Massachusetts governor finished to a standing ovation, AFLCIO President Lane Kirkland responded by saying labor enters the campaign ''with_enthusiasm and confidence," adding: "We know the stakes and we are ready for the challenge." Earlier, after the delegates discus sed the endorsement issue, AFLCIO Secretary-Treasurer Thomas R. Donahue announced the results of the rollcall of unions; 12,032,815 for the Dukakis-Bentsen ticket; zero for the Bush/Quayle slate; and zero for no endorsement. Three unions abstai ned. They are t he Airline Pilo ts, Teamsters, and the ational Marine Engineers. Dukakis scorched the Reagan-Bush record on the economy. He said more people may be working today, but the real income of the average family is "right where it was 20 years ago" even though husband and wife both work in most families. Between 1979 and 1985, Dukakis said, the average weekly wage of jobs which have been lost was $440, to be replaced by jobs paying an average of one-third less. The recent rise in interest rates represents ''the legacy of eight years of borrow and spend and borrow and spend, another tax on middle America," he said. He put the tax at $1,000 more a year for families with adjustable rate mortgages, $300 more on every car loan, and a billion dollars in new costs for farmers. Dukakis criticized the Reagan-Bush policies as having created "a Swisscheese economy that's booming on the two coasts and full of holes in the heartland." He said the nation has shifted from an $18 billion trade surplus in 1981 to a trade deficit of $150 billion in 1987. He said the nation's trade and budget deficits will burden coming generations. The Democratic contender said the nation cannot settle for the ''slowgrowth, high inflation economy we are (Continued on Page 5.) New Puerto Rico Marine Ships-Jobs fqr Seafarers Seafarers have just crewed one of the five new Puerto Rico Marine Lancerclass ships, the Guayama, as it was getting her final touches in a Tampa shipyard. The Guayama was one of the Lancer-class ships the company acquired at a recent auction. The ships are former United States Lines ships. That former shipping giant went bankrupt in 1986. The Maritime Administration gave Puerto Rico Marine permission last month to use three of the ships in domestic trades between San Juan and the U.S. East & Gulf Coasts. Marad permission was needed because the ships had been built with Construction Differential subsidy. Inside: SIU A&G Election: Credentials Committee Report Pages 11-13 1 Coast Guard s Drug Testing Program Is Faulted by Labor and Industry Pages 2 and 4 SIU Aids Inland Industry Page 7 The MIV Guayama tied up in Tampa shipyard. (See photos on page 5.) �President's Report by Michael Sacco The Coast Guard's Testing Proposals A s the nation's drug crisis continues to deepen in the absence of a clear, carefully considered, comprehensive national policy for dealing with it, there is a danger that hasty, ill-considered and inappropriate solutions will be sought by an administration anxious to show that it's doing something. That's exactly what seems to be the case in the Coast Guard's proposed programs to require chemical testing of seamen, which the agency says it "expects to discourage drug and alcohol use by merchant marine personnel" and "should also reduce the potential for marine casualties related to drug and alcohol use.'' First off, it should be noted that our union, virtually since its inception, has maintained safety programs in its entry-rating training and upgrading courses at the Lundeberg School of Seamanship. Secondly, the SIU pioneered in the establishment of educational campaigns against drug and alcohol abuse, and with the support of the industry, set up rehabilitative programs at the Piney Point facility which have been very successful over the years. So we are in complete accord with the Coast Guard's objective of discouraging drug abuses in the maritime industry. The problem we have with the Coast Guard testing plan is that it would burden an already battered industry with a highly complex, expensive plan without any evidence that such a program is warranted by existing conditions. In its haste to meet administration timetables for a show of action on the nation's drug problem, the Coast Guard offers no statistical evidence to support the proposal. The agency estimates that the initial annual cost of the program will be $62.3 million paid for by the industry. Industry estimates the figure in the hundreds of millions. Meanwhile, foreign-flag competition would be free of any such additional cost of operations, making our ships less competitive and wiping out all the efforts that have been made in that direction by American-flag ships. In a nutshell, if these proposals were to be adopted, the maritime industry would come out of the situation in considerably worse shape that it was when it went in, because the Coast Guard is trying to fix something that they haven't proved needs fixing. Beyond that is our fundamental concern with the protection of an individual member s privacy rights. which surely would be in danger of violation as the proposal currently reads. We have gone into considcrnbk: detail in jointly submitting with the Marine Engineers Beneficial Association our comments on the Coast Guard proposals. SIU members will be kept advised of developments in this situation. Meanwhile. they should be assured that while we accept our responsibi1ities to hell' in protecting society against the damage done by drug and alcohol abuse. we are also committed to protecting the individual rights of our members and the ability of the industry to stay afloat. Rep. Sullivan became Chairman of the Merchant Marine Committee in 1972. We of the SIU will 'never forget her effective leadership in winning House passage of the Energy Transportation Security Act of 1974, othe.rwise known as the "cargo preference bill," which would have guaranteed U.S. tankers carriage of ultimately 30 percent of oil imports. The Senate, where the fight for the bill was led by Senator Russell Long of Louisiana, had already adopted the legislation. It appeared almost certain that this bill would be signed into law by President Ford because he had indicated to Senator Long and others that he intended to do so. Great pressure was put on Ford by his top cabinet officers, notably those from the State Department. Ford succumbed and went back on his word and pocket-vetoed the bill. In his autobiography, President Ford referred to "Paul Hall, president of the Seafarers International Union of North America ... a long-time personal friend ... I knew that my decision would come as a blow to Hall and when I telephoned him from Vail, our conversation was strained. He was terribly disappointed ... " Rep. Sullivan shared the disappointment that we of the SIU all felt after playing so important a role in that cargo preference battle. We remember, too, that Mrs. Sullivan also championed causes of the consumer and the disadvantaged and was frequently honored for her intensive efforts in the enactment of protective legislation such as the truth-in-lending law, which she wrote in J968. But this fine lady will be remembered especially by Seafarers for her outstanding contributions to the well being of the marine transportation industry and the men and women who depend upon it for their livelihoods. Upgraders Visit Capitol Hill 1 Leonor Sullivan, A Good Friend of Seafarers Seafarers have lMt a. truly great friend in the passing of former Congresswoman Leonor Sullivan, who died at the age of 85 in her native St. Louis on September I. This gracious lady was a consistent fighter for a viable American-flag deep sea shipping capability throughout her years in Congress and as a member of the House M~r~hant Marine and Fisheries Committee. And no one fought more aggressively and with more determination in support of an etfec;tive inland waterways transportation system. Last month members of the QMED class had chance to visit the Capitol as part of their Union Education week. Pictured above are James Bloodworth Ill, Robert Butler, Frank Coburn, David Cuffee, Riley Donahue III, Rafael Figueroa, Laurence Gilley, Richard Grosso, Sam Hacker, Edgar Hantsche Jr., Francis Jaworski, Michael LasDulce, Michael Lawson, Alberto Matos, Roy Matteson Jr., Wilmer McCants, Luong Ngo, Elwood Perlie, John PhiUips, Pedro Santia20, James Scanlon, Michael Scardina, Leroy Williams, John Wilson, Melvin Brumftied, Ronald Giannini, Raymond Doody and SIU Legislative Rep. Liz DeMato. Vol. 50. o. 9 September 1 Executive Board Michael Sacco President ~lt .Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I September 1988 Joseph Sacco Joseph DiGiorgio Angus "Red" Campbell Executive Vice President Secretary Vice President John Fay George McCartney Thomas Glidewell Vice President Vice President Vice President Roy Mercer Steve Edney Jack Caffey Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf. Lakes and Inland Waters District, AFL·CIO, 5201 Auth Way, Camp Springs, Md . 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER : Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �SIU Leads Labor Coalition to Protect Jobs GAIT Could Put U.S. Maritime Up for Grabs Last year, when American maritime programs such as the Jones Act and cargo preference were threatened by the Canadian Free Trade Agreement (FTA), the SIU went to work to conquer that threat. A coalition led by the Union, the SIU of Canada and other maritime groups, was able to pressure U.S. trade negotiators into removing those maritime threats from the treaty. That same group now has a bigger fight on its hands, and if it doesn't win. some 97 countries could find the door open to U.S. maritime promotional programs. The General Agreement on Tariffs and Trade (GATT) is a worldwide trade agreement established after World War II to govern economic and trade relations. Over the years it has covered many areas of trade. But now, for the first time, maritime services could be included. And the SIU is ready to protect the U.S.-flag merchant marine. As in the case with the FTA. there is fear that liberalized trade rules could open the door to foreign-flag participation in domestic shipping and cargo preference, the last two remaining major maritime promotional programs in the U.S. ''Our experience with the Ff A has heightened awareness and concerns about including shipping in the GATT agenda," said SIU President Mike Sacco. "This is a complicated and long-term process, but we have to stay on top of it, because for us, the bottom line is protecting the jobs of our membership. Things are tough enough as it is, and the last thing we need to see is a Sri Lankan ship hauling military cargo or somebody from Vanuatu moving coal from Norfolk to Boston," Sacco said. During the Canadian talks, there had been some mention of allowing Canadian shipping firms many of the same rights U.S. companies have. Not only would that have been a major blow to the American maritime industry, it very easily could have opened the door for other countries into the same areas. Because of individual trading agreements between the U.S. and countries which hold a "most favored nation" trading status, once one nation is granted certain trading rights, those "most favored" countries may automatically qualify for the same privileges. "What we have now is basically the same fight, but on a much larger scale. The GATT talks have not focused specifically on maritime programs yet. We have to be prepared," Sacco said. Currently those talks have focused on an overall framework for an agreement, negotiators for the United States Trade Representative told a recent meeting of more than a dozen maritime groups. In December, when the next round of GAIT talks begins, it is expected that maritime will be included. According to reports, the U.S. negotiators do not favor including major U.S. maritime programs in the talks. However, no assurances have been given that maritime services will be completely excluded. Seafarers Benefit in New Twist on Flag Switch as Foreign Owners See Advantages in Stars and Stripes Re/lagging Since the end of World War II, thousands of American-owned ships have abandoned the Stars and Stripes to sail under flags of convenience. When asked ''Why?'' the answer was, invariably, the high cost of doing business under the American flag. Crew costs were too high and regulations too strict_ The SIU has spent decades fighting the runaway· flag phenomenon. Now according to a recently released Coast Guard document, there may a revenal of that trend on the horizon. Since 1980 ~ome 60 ships have switched from other nations· flags to the U.S. flag. A quick count shows that Seafarers ar·e crewing 40 percent of those ships which Mc sailing on a regular basis. Of the ships re.flagged, 11 are the Kuwaiti-owned tankers which carry only an Amercian master and radio officer_ About a dozen others are in the R~ady Reserve F1eet. SIU Vice President Red Campbell said the reftagging trend can be attributed tc increased competitiveness_ ' Tm convinced we offer the best trained crews anywhere in the world and during the past several years we have worked to keep costs down, but not at the expense of the working Seafarer. "You know it's odd. We've been beaten over the head for years about the so-called high price of U .S. crews and U.S. -flag operations and these ~eo~le come in and reftag because they can see a profit. Maybe it's time for the administration to take a look and realize what's hurting us is not the cost. but the lack of any maritime policy at all ... Campbell said. "We welcome almost anything that can help our membership find good jobs. If this is a trend. great. But it's still no substitute for a full-scale maritime 1 1 policy. The industry-labor and management-has done its part; now it's time for the government to do theirs," said SIU President Mike Sacco. The Coast Guard has issued a Navigation and Vessels Inspection Circular (NA VIC), which is a sort of handbook for reflagging under the American flag. "We had very few requests for reftagging inspections until the late 1970s' said Lt. Cmdr. John Venjture of the Coast Guard's inspection bureau. ''But in the late '70s a trend seemed to be developing so we issued the NA VIC and make it available to companies who arc interested,'' he told the transportation magazine Traffic World. The NAVIC applies to foreign-built vessels between two and I 0 years old. "American shipyards are aware before they begin r;onstrur;tion of the standards they must meet,' said another Coast Guard officer, ''and our people are on hand or available through the entire process. Ships built abroad are another story. That's not to say they aren't as well built or less safe. They may even be better. But they usually weren't built with our specific requirements in mind." Venjture said the 10- and two-year limits stated in the NAVIC are not absolutes for passing an inspection ultimately. ''But ships built less than I 0 years ago are more likely to conform to our standards than older ones, while ships that have been at sea two years have more or less proven themselves in service.·· The certmcation process simply takes longer for older than newer vessels, he said. The usual practice said Venjture , is for a shipowner, NA VIC in hand to put his vessel in drydock, and have the shipyard incorporate whatever changes in structural characteristics, equipment, operating 1 1 1 1 fixtures and whatever else makes the vessel conform to NAVIC specifications. Then the Coast Guard performs a shipboard inspection and certifies the vessel or directs more revisions. Maritime observers said there are several reasons a company might wish to reflag its ships. One pointed to by several people was legislation introduced in the House of Representatives last year which would have required that a certain percentage of cars shipped to the U.S. be carried on American ships. The SIU strongly backed that bill, but it did not make it to the House floor. However, several car carriers, including the SIUcontracted Overseas Joyce, are now sailing under the American flag. While reftagged ships are barred from the domestic trade under the terms of the Jones Act and from carrying P.L.480 cargo for three years after reflagging, government-impelled cargo is a big draw. Many of the current ships hauling cargo for the Military Sealift Command are reftagged. including the Maresk Line ships now crewed by Seafarers. ''More and more seem to be getting into it for their own reasons. whatever those reasons may be," said a Coast Guard officer who has been observing the trend. "Some factors in their decisions are the declining dollar, I think, and the fact that American crew costs are leveling out and becoming more competitive with European and Japanese crews. Also, International Maritime Organization standards for various aspects of the industry have come to more closely match American standards. "Somewhere along the line," the officer said, "they just decide that the advantages of flying Old Glory outweigh the disadvantages." Kirkland's Labor Day Messag....... e-8 Years Is Enough By Lane Kirkland President, AFL-CIO Traditionally, in even-numbered years, Labor Day begins the countdown to Election Day. On Labor Day 1988 America's working men and women are preparing to reassert the proposition that government is an instrument of all the people, enabling them to ar;hicvc collectively things that arc beyond their reach individually. To every candidate for every office, our message • is the same: It is time to restore government to its rightful place alongside its citizens. helping to pull the load and lead the way to a better life for all. The present administration preached that government is the enemy of the people and gained votes by promising to diminish its role in their lives. But for eight years government power has been asserted as strongly as ever-but only on behalf of some of the people. not all of them. After eight years. the lesson has been learned: Americans are saying Yes to each other, Yes to the quest for fairness, Yes to the idea of government as an ally and not an adversary of the people. Experience over the 107-year history of the federation that is now the AFL-CIO has shown the absolute necessity of countervailing institutions-a watchful government and strong trade unions-to restrain predatory profit-seekers and ensure that the interests of workers and consumers are not sacrificed. (Continued on Page S.) September 1988 I LOG I 3 �Union Seeks fairness in Coast Guard's Program New Drug Testing Plan Draws Maritime's Fire (See PRESIDENT'S REPORT, Page 2) Several maritime groups, including the Sl U, have criticized a Coast Guard drug testing proposal which calls for random mandatory drug testing of all marine employees, with the bill to be footed by the industry. Some estimate the cost as high as $150 million a year. The proposal also has drawn fire for its lack of statistical evidence on drug use and safety in the maritime industry and for the haste the Coast Guard used in presenting it, leaving affected groups little time to study the proposal and respond. Normally, the federal rulemaking process is a time-consuming affair. An agency will study a problem and issue a set of proposals. The industry and groups affected will then have up to several months to respond through public hearings and very detailed written comments. Then the agency which issued the proposals normally takes several more months to study the responses and issue final rules, usually including many of the suggestions from the hearings and written comments. For example, the proposals on Construction Differential Subsidy payback for tankers seeking entry into the Alaska oil trade took almost two years before a final rule was issued. That was eventually challenged in court and overturned. While no group disagreed that a drug and alcohol free workplace is a desirable goal, there is little evidence indicating drug use is a cause of injury, accident or death. In its proposed rulemaking, the Coast Guard admits its data ''do not specifically identify the use of drugs or alcohol as a major causal effect in commercial vessel losses or casualty damage.'' The agency also acknowk:dgcs that what data it does have is "sparse and not conclusive ... ult is an understatement to say we are dismayed that a federal Mency would propose a program of such economic and soi;ietal effect while concomitantly acknowledging that it has no data which :mggcst the program will address an identified need in a regulated industry," said Thomas Allegretti, vice president of operations for the American Waterways Operators. He suggested the Coast Guard and the Department of Tramportation conduct a thorough study to determine what role, if any, intoxicants play in marine casualties. "We consider anything less to be irresponsible," he said. When the proposal was issued this summer, word around the industry was that it would be implemented despite whatever protests might arise. With the reduced amount of time to comment, some believed the drug testing proposal was part of .. election-year fever." The Coast Guard's haste to implement the program has left many holes, according to observers. Ernest J. Corrado, president of the American Institute of Merchant Shipping, said that "We would like to see an effective and efficient program. It is better to take the proper time now to do the job correctly rather than invite litigation or other forms of review." The Coast Guard has been instructed to issue its final rules within two weeks of receiving industry's comments, Allegretti said at the hearing. That part of the process normally takes months. "We believe the rush to regulate will assure that the Coast Guard will not have sufficient time to consider fully the comments which we do provide. We can foresee no way that the agency will be able to craft practical and effective regulations within that wholly unrealistic schedule," he said. There is a great deal of concern within the industry that Coast Guard's regulations would not pass legal muster, based on recent court decisions involving similar random testing programs. Recently a federal judge upheld employees of the Justice Department who challenged a random drug testing program which the Department tried to implement. In another case, a group of federal The Coast Guard's proposed drug regulations have come under fire. Following are some key points in the proposal. • periodic drug resting-as pa1i of required examinations, pre-employ- ment testing. random sampling programs, post-accident and reasonablecausc testing. Mandatory alcohol testin~ also would be required in postaccident and reasonable-cause situations. • implied consent provision-any mariner accepting employment on a U.S. merchant vessel on which any individual is required by law or regulation to hold a license. certificate or merchant mariners document is deemed to have given consent to be tested. Refusal or failure to submit to sampling is considered a violation of regulation and will subject the individual to suspension or revocation of license or document or termination of employment. • suspension or revocation-of license or document, denial of employment, and denial of job applications for illicit drug use and ineligible for 41 LOG I September 1988 (Continued on Page 5.) ~~--------------~--~~--~--------~-~-~--, J Drug TestingYour Opinion A Seafarers LOG Special Report The Proposed Rules te~ting employees at the National Weather Service went to court to stop a random drug testing program and won that case. The U.S. Supreme Court is scheduled to hear two drug testing cases during its next session. The Coast Guard estimated that the program could cost as much as $62.3 million a year; some inside the industry expect its cost to be closer to $150 million and charge that the Coast Guard has seriously underestimated the price tag . Other arguments against the drug testing proposal include: • Many of the pending drug testing proposals may conflict with rights protected by the Constitution, raise issues of fairness and evenhandedness in the treatment of employees, create concerns for employers about the cost of comprehensive testing programs, engender conflicts among jurisdictional requirements, and provoke civil liability suits. • Drug testing may be viewed as an intrusion in the right to privacy and a violation of the constitutional prohibition against unreasonable search and seizure by the government once the government requires employers to test workers for durgs. Courts universally have held that urinalysis or blood testing for substance use constitutes a "search" under the Fourth Amendment. • The administration's "drug-free workplace" campaign represents a striking departure from the administration's professed eight-year effort to free business from government meddling. But the government, having failed to cut off the supply of i11egal drugs, is simply foisting the job of drug enforcement and rehabilitation onto employers. The cost of testing, treatment and rehabilitation will affect the seagoing employment until successful completion of rehabilitation and rei.ssuance of license or document. However, employees who are identified as having used dangerous drugs on the job are not required to be afforded an opportunity for rehabi.litation or to be retained or rehired. • rehabilitation-is recommended for those individuals who are detected as drug users for the first time. If an individual has a second confirmed positive test, he will be subject to suspension and revocation of license or document, regardless of rehabilitation options. • marine employer-would be required to have a blood and urine sampling and shipping kit. Evidential breath testi.ng (EBT) devices also are required onboard a vessel at all times, operated by trained and qualified personnel. Marine employers must ensure that appropriate vessel personnel receive formal instruction in specific subject areas prior to being considered qualified operators of EBTs and in the practical application of the proposed requirements. The Coast Guard has proposed very strict, mandatory drug testing regulations for maritime workers (see the accompanying stories and page 4 in the August LOG). The SIU would like to know how you feel about the new proposals, about drug testing in general and whether you believe there is a drug problem onboard U.S.-flag vessels. Please take the time to answer the following questions and return your answers to: The Seafarers LOG Questionnaire # 1 5201 Auth Way Camp Springs, Md. 20746 Yes No Every Seafarer should be required to undergo mandatory and random drug testing as proposed by the Coast Guard. 2 Yes No Drug testing programs should be a matter for collective bargaining between management and labor with no government intrusion. 3 Yes No Drug testing should only be required when there is reasonable cause to suspect an individual is using drugs which impair him while on duty. 4 Yes,_ _ _ _ No._ _ _ _ There should be no drug testing whatsoever. No Some claim drug use on board merchant vessels is a widespread and serious problem. From your experience, do you: 5 Yes Strongly agree_ _ _ _ _ _ _ _ __ Agree_ _ _ _ __ __ __ Disagree._ _ _ _ __ _ __ _ _ Strongly disagree._ _ _ _ _ _ _ _ _ __ Other comments.~----------------------- ~-----~-~------------------------------~ �AFL-CIO ENDORSES DUKAKIS-BENTSEN TICKET (Continued from Page 1.) heading towards.'' Dukakis listed a series of ''invest in America" priorities: • Earlier this year, Dukakis said he was "disturbed by the massive decline of both the merchant marine and our domestic shipbuilding capability." He also said one way to help the merchant marine would be to "fully and fairly" enforce cargo preference laws. • He said passage of the National Economic Development Act would lead to job-creating, economy-building partnerships in high unemployment communities. • Investment in education would bring about the "best-educated" children in the world, and teaching must be restored as ''a valued and honored profession," along with a National Teacher Corps. He said every student qualified to do college work should be admitted, and he praised Michigan's new College Opportunity program, saying every state should have one. • He pledged to invest in workers, noting he recently visited a worker assistance center in Lynn, Mass., where General Electric and the Electronic Workers united to retrain hundreds of workers after a plant layoff. Backed by a state industrial stabilization program, he said, workers were placed in new jobs at an average $10.52 an hour. "That's what Lloyd Bentsen and I mean when we talk about good jobs at good wages," he said, referring to his running mate. Under the new trade bill, he added, such retraining will be possible across the nation. The new plant closing notice bill also will be implemented to save companies and jobs, he said. • Investment in people will be carried out with welfare reform legislation to enable families to escape poverty through training for jobs and with day care for the children, he said. Dukakis repeated a pledge to enact basic health insurance for every family in America and to pass a minimum wage bill. He also drew applause when he called for a National Labor Relations Board ''that will insist on justice and fairness'' and federal job safety and health inspectors who will inspect fac- tories as if their own lives dependec. on it. " I want a future," Dukakis concluded, "where Americans are investing in America; where American ideas ".re working for America; where American jobs stay in America; and where American productivity and workmanship are the best in the world." Kirkfand, in opening the board meeting, said the Reagan administration's policies resulted in trade and budget deficits ''of staggering proportions and the elimination of goodpa ying jobs in return for minimum wage jobs." He said Reagan's veto pen frustrated the majority will in Congress. He promised labor would pursue its get-out-the-vote drive with vigor. Onboard SIU's New Guayama as She Crews in Tampa See Page 1 For Complete Story on Puerto Rico Marine's New Ships Photos by Al Caulder Chief Steward Paul Stubblefield Posing for a photo are (I. tor.) AB Thomas Vain, Chief Cook Theodore Quamme, SIA James Wadsworth and QMED/Electrician Rex Bolin. Here are Seafarers Wayne Driggers, Theodore Quamme and Curtis Lang. Chief Steward Paul Stubblefield (front left) and DEU Curtis Lang checking in supplies. In the back (1. tor.) are crewmembers Wayne Driggers, Joe Gavin, and Edward Ellis. ------Labor Day Drugs (Continutd from Pagt 3.) (Continued from Page 4.) It is no accident that today's children are the first generation in history who cannot reasonably expect to do as well as the generation before. profitability of companies. • Drug testing can be used to discriminate against and harass individual employees; sanctions can be punitive and unfair to employees, while information obtained from mandatory drug testing can be used to prosecute an individual for illegal drug possession. • Inaccurate test results from the rampant incompetence and faulty procedures of laboratories and their uneven regulation can damage an employee's career and be stigmatizing. • Drug testing is unfair because it creates a presumption that a worker is on drugs unless proven otherwise. • Drug testing does not ensure eradication of the problem. • The proposed rulemaking under consideration is incomplete and leaves many concerns unanswered. Furthermore, the statutory basis for authority to promulgate this proposed regulation is questionable. That is the legacy of the 1980s, years when those in control of government said Yes only to the pursuit of private wealth and allowed ''free market forces'' to put the nation's future at risk. It is time to say Yes to even-handedness, Yes to a level playing field, and Yes to the kind of teamwork between employers and workers and their unions, aided and promoted by a responsible government that best serves the national interest and the interests of all the people. It is time to say Yes to quality jobs, to an optimistic future for our families and to the fulfillment of community needs. To candidates who say Yes to those goals, workers will say Yes at the polls in November. September 1988 I LOG I 5 �Onboard the SIU's M/V Ranger Time to Celebiate a Deserved Retirement for a Hardworking AB Thanks to Bosun Jerry Borucki, who took most of these photographs. Earlier this year longtime AB Melvin Skipper made his last run as a working Seafarer. The MIV Ran&er (Ocean Carriers) was on her way to the Philippines, about a day out, when the crew of the Ranger honored Skipper with a little party. We're sure everyone who has sailed with him wishes him more smooth sailing. Look out, he's got a knife ••. This voyage on the Ranger was the last for long-timr Seafarer AB Melvin Skipper. During a party to celebrate his retirement, Skipper readies to cut a cake the crew presented him. The "Skipper" congratulates Skipper . . • Ranger Capt. Richard Fasano wishes AB Melvin Skipper luck on his retirement. Here's a large part of the Rangers crew; GSU Frederick Saffo, AB Walter Harris, QMED Clifford Miles, AB Melvin Skipper, Steward Vic Harper, AB Jean Visier, QMED Manuel Alvarez, QMED Bradford Gilbert, AB Eric Johnson and Chief Cook Bertrand Wri21tt • .~:,·~Bf AB Melvin Skipper, QMED ClilTord Miles and AB Jean Visier. 6 I LOG I September 1988 AB Larry Lee Practice, practice, practice ... crewmembers on the MN Ranger take part in the weekly drill on the ship's stern underway-replenishment station. Coffee time brings deck mates AB Arnold Sebring, Bosun Jerry Borucki, ABs Terrance Hill and Scott Lovison together in the crew mess. �~ .. a es ..... ....... ~ tug/tow i'. harge/dre 91 ~ litl?.~··t~ .. D~·~~...;·:=~~~:mw:w.wr·· oQ ··::.· Two Minor Items Show Need for Vigilance 11 11 SIU and Allies Fight to Help Maritime on Food and Fuel Tax Problems Usually it's the big-time issues such as cargo preference, the Jones Act or safety which draw a lot of attention from the maritime industry. But many times it's the smaller, more mundane issues the Union and the industry have to keep an eye on. Following are two stories showing how the Fuel Tax Change Costs $300 Million Crew Meals Caught In Martini Fight Remember the flap over the '' 3martini lunch''? In 1986 Congress passed the Tax Reform Act which, among other things, reduced the amount of deductions from I 00 percent to 80 percent a person or business could take for so-called business-related meals. In one of those strange legislative twists, Boatmen and merchant seamen, known more for ''coffee-time'' than dry martinis got caught up in the tax reform. It turns out that vessel owners and Ol)erators had their meal deductions reduced to 80 percent also, even thou~h by law they must provide meals to their crewmembers. Now a coalition of the SIU and many of its contracted companies and others are fighting to get this mistake corrected . It1s not one of 1 the glamorous battles, but in a time when jobs and job security are tied directly to a company's profitability, recovering 20 percent of food costs could make a big difference. .. Meals for merchant seamen are just as necessary an expense as lifejackets for those seamen and fuel for the vessel," said SIU President Mike Sacco. The lobbying efforts by the SIU and the coalition have led to an effort to restore the full deductibility of onboard meals. A section covering the issues has passed the House Finance Committee. in its version of the Miscellaneous Revenue Act. It is expected that the bill, including the meal deductibility, will pass both houses and become law by the end of the year. River Traffic Moves as Drought Withers Up Barge traffic on the Mississippi River, slowed earlier this year by shallow water, has rebounded due to rain in the upper Midwest, government spokesmen said. Although parts of the river remain below norma.1 early-August rainfall added enough water to allow traffic to return to normal or above-normal levels, they said. In Memphis, Tenn., where low water in June and July caused officials to restrict barge movements, a Coast Guard official said the number of barges on the river has risen sharply in the past week. ((There's more traffic out there than at any time in the five and a half weeks I've been on the river/' said Lt. Commander Janice Gray, who tracks barge activity for the Coast Guard in Memphis. In St. Louis, a Corps of Engineers spokesman said barge traffic is ''a little higher than last year." Spokesman Clyde Wilkes said that although the water level is nine feet below normal, about 200 barges a day 1 SIU tries to stay on top of massive amounts of legislation which normally go unreported to the public. In both cases, the inland industry, which is just now beginning to rebound from years of hard times, would have been severely affected, which in turn means Union jobs could have been threatened. are moving through St. Louis, many of them carrying grain. At the same time last year, about 180 barges daily moved through the Missouri port. And farther upriver in Minneapolis the Corps of Engineers said rain in northern Minnesota has raised lake levels to the point that the Corps was forced to release water to return the lakes to their normal level. ''There has been enough rainfall that we are releasing additional water from several reservoirs to regulate their levels," said Corps spokesman Kenneth Gardner. In late July, the level of the Mississippi had fallen low enough that Minnesota's governor asked the federal government to release water from one of the lakes to raise the river level in 1 Minneapolis. But heavy rains fell before officials decided whether to follow the governor's recommendation. The river has been rising since. "We were saved by Mother Nature again," said Mr. Gardner. Last year, just a small change in the way taxes on diesel fuel are collected cost inland waterways operators some $300 million. But thanks to a coalition including the SIU, that money may be recovered through legislative effort. Currently there is a 15. I cents a gallon tax on diesel fuel which goes into the federal Highway Trust Fund. Water carriers and other non-highway users have always been exempt from that tax . But beginning last April, inland operators were forced to fork over that tax and then apply to the government for a refund because of the way the Omnibus Budget Reconciliation Act of 1987 changed the collection procedure. In the past, the tax was levied "at the pump. " which means that when a barge line purchased its fuel from a retailer, the I 5 .1 cents a gallon was not included in the price. The new law requires that the tax be paid at the wholesale level. In other words, that tax bite has already been added to the price of the fuel a barge line pays Hat the pump'' because the retailer must pass along his extra cost. Even though the operators will apply for a quarterly refund of the tax , it puts a serious dent in their operating cash flow, which in turn could have an impact on the crews working those boats and barges. The American Waterway Operators estimate the tax cost at $300 million which, in effect, is an interest-free loan to the government, instead of money which could be earning interest for the barge compames. The same coalition which is leading the apparently successful attempt to restore tax deductions for crew meals (see the accompanying story) is now fighting for a change in the fuel tax law. With help from Sen. Lloyd Bentsen (D-Texas) 1 chairman of the Senate Finance Committee, a Tax Correction Act will include an amendment to exempt water carriers from the tax at the pump. Congress is expected to take up the matter when it returns from its Labor Day recess. Court Protects Jones Act, Barge Line Sale On Hold The takeover of an American barge company by a Japanese firm has been put on hold by a federal judge until the Coast Guard can determine if American citizen-ownership requirements are met. Earlier this year Consolidated Grain and Barge Co. (CGB) was purchased by two Japanese firms. At the time, the Coast Guard approved the sale, despite protests from Ingram Barge Co. that the Jones Act was being violated by a foreign takeover (see August LOG). Except for a very narrow set of circumstances, the Jones Act requires that the ownership of any domestic shipping venture be American. CGB claimed it fit into that narrow definition; Ingram said it didn't. After the Coast Guard ignored Ingram's plea to deny the takeover, the company went to court. A federal judge issued an order which, in effect, overturned the Coast Guard's Certificate of Compliance (with the Jones Act) and ordered the Coast Guard to complete a full investigation of the sale. CG B has appealed. Maritime interests fear that if the sale is approved, it would open the door to dismantling the Jones Act. Register-Vote/ 11 September 1988 I LOG I 7 �The SIU-Crewed American Heritage in St~ Croix ~ A Shuttle Run To Africa from The Virgin Islands I t's a 26-day voyage from St. Croix in the U.S. Virgin Islands to the African Congo and return with crude oil for the island refineries. The crew of the SIU-manned American Heritage (Apex Marine) cleans tanks on the trip across and maintains the ship in the high standards of SIU crews. Pictured here are some of the crew during a recent payoff in St. Croix. The American Heritage tied up in St. Croix. At payoff are (I. tor.) QMED Federico Rodriguez, Patrolman Miguel Alicea and Port Agent Angel Hernandez. Heritage shipmates Bosun Raul Iglesias (right) and Third Asst. Thomas Munster. Togetherness ••. crewmembers (I. tor.) Chief Cook Henry Simmons, Utility A.Cyprian, Bosun Raul Iglesias and QMED Federico Rodriguez. 8 I LOG I September 1988 AB R. Bailey standing gangway watch on the American Heritage in St. Croix. �On the MV Constellation el Done o her SIU Jo SIU West Coast Vice President George McCartney met with the crew of the MN Consiellaiion as she prepared fo£ he£ maiden voyage under the SIU banner to the Far East. Above with McCartney are Able Seamen John Griffin and Paul Jagger, and Bosun Sal Ciciulla. (Also, see photo on page I.) ..----- - -- ~ Cleaning the tanks on the LNG Capricorn (Energy Transportation Corporation) involves a lot of teamwork. And that is what AB Amin Ben Rajah depicts in his drawing entitled, "Bosun Fred Pehler and His Band of Merry Men. " Can you pick out any of these SIU members? From the left: AB Ed Gontha, OS Dave Endom, OS Norman Olinger, Bosun Fred Pehler, AB Royce Kauffman, AB Ron Carraway, OS Reggie Cuffee. Coming out of the tank you can see half of the head of the artist, Amin Rajah " Jr.", and AB Mike Scaringi. AB Mike Dehnert is the one almost out of the tank. Thanks to Deck Delegate AB Ron Carraway for sending this to the LOG. The MN Constellation's steward department is in the capable hands of Steward/Baker John Hanrahan, second from left, and Chief Cook Jesse James with Steward Assistants Timothy King and Patrick Hewitt. Dispatchers Report for Inland Waters AUGUST 1-31, 1988 · rorAL REGISTERED All Groups Class A Class B Class C Port And I Must Go To Sea When I w11s just t1 I 1hought rd like little boy. lO go A sailing on the ocean And to sea, Someday I would go. So when I became a young man, I started sailing on the ships. And don't you know? I'm glad I did all of this. I've seen a lot of countries of the world, I otherwise would have missed. And I could never have done ir If it were not For the ships. And now rm at the middle of my life, I give thanks for all of this. For the tattoos on my arms, My hair Ha.s turned gray , 0 0 Norfolk ... .. .................... . 32 Baltimore ..... .. ................. . . _................ . New Orleans ...................... . 0 1 0 0 0 0 1 0 0 0 3 1 0 0 0 0 14 0 19 0 1 0 1 0 2 0 Wilmington .. . .. . .. . .............. seanle . . . .. . .......... . ......... Puerto Rico ............ . .... . .... Houston ................... . ..... . . . . 4 0 0 St. Louis ........................ . 17 0 0 0 0 5 0 0 9 0 0 0 0 0 0 0 0 0 Norfolk . . . .. .......... . ...... . .. . 2 1 0 Mobile .......................... . New Orleans . ..................... . Jacksonville .... . . ................ . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington .................... . .. . Seattle ........................ . . . 0 0 0 0 1 0 0 1 9 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 San Francisco .... .. . . ............. . Aloonac .... . . . .. . ........ . ...... . Piney Point ......... ... .... . . .... . . Totals . .. .. ..................... . 1 64 0 0 36 0 0 0 0 0 0 4 18 0 3 0 0 0 1 4 0 1 0 0 0 0 6 40 0 0 0 14 0 0 1 0 21 0 0 1 0 0 0 0 , 0 0 0 0 14 10 24 0 0 0 1 1 0 4 0 0 3 0 0 0 0 0 42 18 29 113 40 0 1 0 0 1 0 6 0 35 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 47 0 0 3 16 0 0 0 1 2 1 0 26 ENGINE DEPARTMENT Port New York .. ........ . . ............ . Philadelphia .... . . ......... . ... . .. . Baltimore .. . ... ... .. ............. . Puerto Rico . ...... . . .. .... . ...... . Houston . . . . . . . . . . . . . . . . . . . . . .. . . . Algonac ......................... . St. Lou is ........................ . Piney Point ....................... . Totals ............ .. ....... . .... . 13 0 0 0 2 0 0 4 0 0 0 2 0 0 0 0 0 0 0 0 8 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 23 0 0 1 0 0 11 0 0 0 0 1 7 0 0 41 0 0 16 0 0 0 6 0 0 0 0 34 0 0 1 2 0 0 0 0 0 1 0 0 0 0 11 0 0 1 0 0 0 1 STEWARD DEPARTMENT Port New York ........................ . Philadelphia .. . ... . ............... . Baltimore . . So what can I say? r II just keep on sailing Until the day That I come home. But what can I say? For a sailor belongs on ships, and ships belong at sea. For I am a sailor, And I mu.st go to sea. Mobile .......................... . New Orleans . ..................... . Jacksonville ...................... . USNS Stalwart (T-AGOS-1) 7 0 Jacksonville .............. . ....... . And I have no teeth, Albert Austin, bosun **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT New York . ....................... . Philadelphia . ....... . ........•..... Mobile . TOTAL SHIPPED All Groups Class A Class B Class C . .................... . NOrfOIK •.... . ... . ................ San Francisco ..................... . Wilmington . ...................... . Seattle . ......................... . Puerto Rico ...... . ............... . Houston .. . ..... . ................ . Algonac . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis ........................ . Piney Point . . . . . .. ......... . . . .... . Totals ......... . ........... . .... . Totals All Departments ............ ... . 0 0 0 0 0 3 0 0 0 0 0 0 0 1 4 0 0 8 0 0 0 0 0 0 0 1 1 0 0 3 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 5 85 16 41 0 1 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 8 0 3 43 13 60 18 32 197 69 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 9 •"Total Registered " means the number of men who actually registered for shipping at the port last month. **" Registered on the Beach " means the total number of men registered at the port at the end of last month. September 1988 I LOG I 9 �·.W~~!r:~;!;!;'.t ;'; , ;; '.;::. /;'. David Backovitz Adolf Heinsaar Arnold B. Harnblett J.B. Saranthus Gary Shaneyfelt Harold Welch The ashes of J.B. Saranthus were scattered over the Houston Ship Channel July 28. Saranthus, who died July 15, sailed as a mate for G&H Towing Co. for 20 years. A popular and well-liked man, he will be missed by many, especially his long-time fellow crewmembers on the tug Trojan. Pictured on the Trojan are (I. tor.) Gerry Victor, G&H safety engineer; Shelley Eddins, a daughter; Capt. Aaron "Salty" Williams, captain of the Trojan; Lori Wilson, another daughter, and George "Limey" Champion, AB on the Trojan. Deep-Sea David Backovitz Philadelphia, Pa. Joined Union 1956 Arthur Jacobs Lawrence A. Lynch Henry Blide Bellport, N. Y. Joined Uaion 1943 William Brogan, 60 Virginia Beach, Va. Joined Union 1961 Charles H. Brown Edison Brown, 77 Reisterstown, Md. Joined Union 1948 Glenn Conrad Quenton Brown, 68 Wilmington, N.C. Joined Union 1964 Robert G. Mason Floyd W. Mullens Ralph Bullard, 66 Philadelphia, Pa. Joined Union 1955 Herbert B. Daugherty John P. Dolan Robert W. Oslin Frank W. Smith INLAND Charles H. Brown, 62 Jacksonville, Fla. Herbert B. Daugherty, 62 Jacksonville , Fla. George J. Finnerty, 61 Leonard Y.C. Ching, 63 Honolulu, Hawaii James C. Collins, 65 Jacksonville, Fla. Henry Connolly, 60 New York, N.Y. Aden Ezell Jr., 60 Mobile , Ala. Floyd W. Fritz, 60 Jacksonville. Fla. Eldon A. Froese, 65 Houston, Texas Alfred P. Hargis, 65 Norfolk , Va. Ken Hayes, 67 Lawrence A. Lynch, 65 San Francisco, Calif. Robert G. Mason, 60 Jacksonville, Fla. Mortimer T. Morris, 61 Mobile, Ala. Floyd W. Mullens, 65 San Francisco, Calif. Inland James Baggott, 63 Charleston, S.C. Joined Union 1976 Baltimore, Md. Charles Young, 65 New Orleans, La. GREAT LAKES Glenn Conrad, 60 John P. Dolgan, 62 Algonac, Mich. New York, N.Y. Robert W. Oslin, 61 Wilmington, Calif. Fred Piotrowski, 65 Algonac, Mich. Joseph Pozzuoli, 65 Baltimore, Md. Melvin Skipper, 65 Baltimore, Md. Frank W. Smith, 60 Seattle, Wash. Mobile, Ala. James Stathis, 65 Jacksonville, Fla. James H. Tutwiler, 60 Alfred O'Krogly, 63 Marvin E. Howell Mobile, Ala. Arthur Jacobs, 65 Philadelphia, Pa. Anthony Vilanova, 59 Eugene, Ore. Joined Union 1960 George Waller, 73 Princess Anne, Md. Joined Union 1961 Norfolk, Va. Alfred Seiler, 62 10 I LOG I September 1988 Dobremir Kosicki, 65 Brooklyn, N.Y. Joined Union 1968 Joseph Landry, 58 Houston, Texas Marvin E. Howell Leonard Jones, 87 Jacksonville, Fla. Joined Union 1945 Harold Welch, 65 Fremont, Calif. Joined Union 1969 Stanley Prusinski, 67 Chicago, Ill. Joined Union 1948 New York, N.Y. Alfred P. Hargis William Hudgins, 80 Mathews, Va. Joined Union 1960 Glen Whitehead, 82 Toledo, Ohio Joined Union 1959 Thomas Cox Jr. 62 San Francisco, Calif. Joined Union 1956 Dominick Brancoccio, 57 Ray Gimbert, 60 Adolf Heinsaar, 61 San Leandro, Calif. Joined Union 1962 Joseph Pozzuoli Floyd W. Fritz Cleveland, Ohio Gary Shaneyfelt, 46 Mobile, Ala. Joined Union 1962 J.B. Saranthus, 55 Mobile, Ala. Joined Union 1962 New Orleans, La. Ken Hayes Arnold Hamblett, 75 Yokohama, Japan Joined Union 1968 Marcellus Padgett, 71 Houston, Texas Joined Union 1951 DEEPS EA Eldon A. Froese Edward Rokicki, 38 Bayonne, N .J. Joined Union 1969 Edwin Davis, 67 Houston, Texas Joined Union 1955 Milton Armstead, 52 A.den Ezell Jr. Andrew Ecker, 27 Brooklyn, N.Y. Joined Union 1979 San Francisco. Calif. Ivan D. Steffey, 65 Norfolk, Va. Brother Harry "Catfish" Granger (right) receives his first pension check from Houston Port Agent Dean Corgey. Granger sailed as chief pumprnan out of Houston. �Report of Credentials Committee On Candidates for 1988 General Election of Officers, 1989-1992 Seafarers lnte o a nion of North Amer· ca-Atlantic, Gulf, Lakes an nland Waters District The SIU A&G Credentials Committee, elected at the headquarters membership meeting in August, examined the records of candidates for the elections which will be held in November and December, and certified those who qualified. From left are William Following is the complete text of the Report of the Credentials Committee which examined the credentials of candidates for elective office or job in the Seafarers International Union, AGLIWD, for the years 1989-1992. The report was presented to the membership initially at the regular membership meeting in the port of Piney Point on Sept. 6 and was acted on affirmatively by the membership. The same procedure will take place at all regular membership meetings in the month of September. W e, the undersigned members of the Credentials Committee, were duly elected at the regular membership meeting held in Headquarters-Port of Piney Point on August 8, 1988. We have examined the credentials of candidates for elective office or job in the Seafarers International Union of North America-Atlantic, Gulf, Lakes and Inland Waters District for the years 1989-1992, in accordance with Article XI, Section 1, and submit the following report. Your Committee qualified or disqualified those members who submitted for office based upon the Union Constitution, particularly those provisions contained in Articles XII and XIII. The applicable constitutional provisions are as follows: ARTICLE XII - Qualifications for Officers, Headquarters Representatives, Port Agents, Port Employees and Other Elective Jobs Section 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative, Port Agent or Port Employee provided: (a) He has at least three (3) years of seatime in an unlicensed capacity aboard an American-flag merchant vessel or vessels. In computing time, time spent in the employ of the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, shall count the same as seatime. Union records, Welfare Plan records and/or company records can be used to determine eligibility; and (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immediately prior to his nomination; and (c) He has at least one hundred (100) days of seatime, in an unlicensed capacity, aboard an American-flag vessel or vessels covered by contract with this Union or one hundred (100) days of employment with, or in any office or job of, the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction or a combination of these, between January 1, and the time of nomination in the election year, except if such sea time is wholly aboard such merchant vessels operating solely upon the Great Lakes or, if such seatime is wholly aboard tugboats, towboats or dredges and contractual employment thereon is for fixed days with equal amount of days off, he shall have at least sixty-five (65) days of such seatime instead of the foregoing one hundred (100) days; and Seidenstricker, Franklin Robertson, Daniel Johnson, Committee Chairman Tom Brooks, Todd Smith and Calvain James. (d) He is a citizen of the United States of America; and (e) He is not disqualified by law. He is not receiving a pension from this Union's Pension Fund, if any, or from a Union-Management Fund ro which Fund this Union is a party or from a company under contract with this Union. (j) He has not sailed in a licensed capacity aboard an American-flag merchant vessel or vessels within 24 consecutive months immediately prior to the opening of nominations. Section 2. All candidates for , and holders of, other elective jobs not specified in the preceding sections shall be full book members of the Union. Section 3. All candidates for , and holders of elective offices and jobs, whether elected or appointed in accordance with this Constitution, shall maintain full book membership in good standing. ARTICLE XIII - Elections for Officers, Headquarters Representatives, Port Agents and Port Employees Section 1. Nominations. Except as provided in Section 2(b) of this Article, any full book member may submit his name for nomination for any office, or the job of Headquarters Representative, Port Agent or Port Employee, by delivering or causing to be delivered in person, to the office of the Secretary at Headquarters, or sending, a letter addressed to the Credentials Committee, in care. of the Secretary, at the address of Headquarters. This letter shall be dated and shall contain the following: (a) The name of the candidate. (b) His home address and mailing address. (c) His book number. (d) The title of the office or other job for which he is a candidate, including the name of the Port in the event the position sought is that of Agent or Port Employee. (e) Proof of citizenship. (j) Proof of seatime and/or employment as required for candidates. (g) In the event the member is on a vessel, he shall notify the Credentials Committee what vessel he is on. This shall be done also if he ships subsequent to forwarding his credentials. (h) Annexing a certificate in the following form, signed and dated by the proposed nominee: "I hereby certify that I am not now, nor, for the five (5) years last past, have I been either a member of the Communist Party or convicted of, or served any part of a prison term resulting from conviction of robbery, bribery, extortion, embezzlement, grand larceny, burglary, arson, violation of narcotics laws, murder, rape, assault with intent to kill, assault which inflicts grievous bodily injury, or violation of Title II or III of the Landrum-Griffin Act, or conspiracy to commit any such crimes." (Continued on Page 12.) September 1988 I LOG / 11 �Report of Credentials Committee (Continued from Page 11.) Dated ..................................................... . Signature of Member VICE-PRESIDENT IN CHARGE OF THE GULF COAST Book No .................................................. . Thomas L. Glidewell, G-467 Printed forms of the certificate shall be made available to nominees. Where a nominee cannot truthfully execute such a certificate, but is, in fact, legally eligible for an office or job by reason of the restoration of civil rights originally revoked by such conviction or a favorable determination by the Board of Parole of the United States Department of Justice, he shall, in lieu of the foregoing certificate, furnish a complete signed statement of the facts of his case together with true copies of the documents supporting his statement. Any full book member may nominate any other full book member in which event such full book member so nominated shall comply with the provisions of this Article as they are set forth herein, relating to the submission of credentials. By reason of the above self nomination provision the responsibility, if any, for notifying a nominee of his nomination to office, shall be that of the nominator. All documents required herein must reach Headquarters no earlier than July 15 and no later than August 15 of the election year. The Secretary is charged with safekeeping of these letters and shall turn them over to the Credentials Committee upon the latter's request. In order to ascertain the meaning of the term "member in good standing" which is used in Article XII, Subsection l(b), the Committee referred to Article XXIV, Section 9 of our Constitution which reads as follows: "Section 9. The term, 'member in good standing', shall mean a member whose monetary oblit,ations to the Union are not in arrears for thirty days or more, or who is not under suspension or expulsion effective in accordance with this Constitution. Unless otherwise expressly indicated, the term, 'member,' shall mean a member in good standing." Your Committee also referred to Article XXIV, Section 13 for the definition of the term "seatime". This section reads as follows: "Section 13. The term 'seatime' shall include employment upon any navigable waters, or days of employment in a contracted employer unit represented by the Union." We also noted in Article XXIV, Section 14, the meaning of the term "in an unlicensed capacity aboard an American-flag merchant vessel or vessels." This portion of the Constitution reads as follows: "Section 14. The term 'in an unlicensed capacity aboard an American-flag merchant vessel or vessels,' shall include persons employed in an unlicensed or licensed capacity aboard dredges, tugboats, towboats and similar vessels used to tow, propel, or push barges or other conveyances or assist merchant vessels in docking or undocking, or persons otherwise employed in a contracted employer unit represented by the Union." After full and careful deliberations, the Committee made its decisions and sent appropriate notification to candidates. The ultimate decisions of this Committee are later set forth. In arriving at these ultimate decisions, the Committee was most concerned with carrying out a stated principle of our Union which is that "every qualified member shall have the right to nominate himself for, and, if elected or appointed, to hold office in this Union." In connection with the foregoing, we have also consulted with the Secretary who, under our Constitution, has the obligation to insure appropriate election procedures as legally required (Article XIII, Section 7). Our Secretary has further consulted with the Union's Counsel as to the law applicable in Union nominations and elections. The following is a complete listing of all men who submitted their credentials to the Committee. Their names and the office or job for which they submitted such credentials are listed in the order in which this Committee feels they should be placed on the general ballot, that is, in alphabetical order under the office or job for which they run, anclthat the Ports, following the Headquarters offices, beginning with Piney Point, be arranged on the ballot geographically, as has been done in the past. After each man's name and book number is his qualification or disqualification, followed by the reason for that decision. PRESIDENT Leo Cronsohn, C-801 Michael Sacco, S-1288 Qualified-Credentials in order. Qualified-Credentials in order. EXECUTIVE VICE PRESIDENT Joseph Sacco, S-1287 Qualified-Credentials in order. SECRETARY Joseph DiGiorgio, D-2 Qualified-Credentials in order. VICE-PRESIDENT IN CHARGE OF CONTRACTS AND CONTRACT ENFORCEMENT Qualified-Credentials in order. Angus Campbell, C-217 12 I LOG I September 1988 VICE-PRESIDENT IN CHARGE OF THE WEST COAST George McCartney, M-948 Qualified-Credentials in order. VICE-PRESIDENT IN CHARGE OF THE LAKES AND INLAND WATERS John Fay, F-363 Qualified-Credentials in order. VICE-PRESIDENT GOVERNMENT SERVICES Roy A. Mercer, M-25001 Qualified-Credentials in order. HEADQUARTERS REPRESENTATIVE Leo Bonser, B-1193 Byron Kelley, K-12039 Carl Peth, P-755 Robert Pomerlane, P-437 George Ripoll, R-708 Qualified-Credentials Qualified-Credentials Qualified-Credentials Qualified-Credentials Qualified-Credentials in in in in in order. order. order. order. order. PINEY POINT PORT AGENT James A. Martin, M-5290 Qualified-Credentials in order. PINEY POINT PORT EMPLOYEE Hom, Kwong Jin, H-8002 Qualified-Credentials in order. NEW YORK PORT AGENT Augustin "Augie" Tellez, T-764 Qualified-Credentials in order. NEW YORK PORT EMPLOYEE Trevor "Robbie" Robertson, R-723 Robert Selzer, S-1258 Qualified-Credentials in order. Qualified-Credentials in order. PHILADELPHIA PORT AGENT Harry L. Dennis III, D-5377 David Heindel, H-1443 Qualified-Credentials in order. Qualified-Credentials in order. PHILADELPHIA PORT EMPLOYEE Kermett T. Mangram, M-2394 Qualified-Credentials in order. BALTIMORE PORT AGENT Allen P. Raymond, R-670 Qualified-Credentials in order. BALTIMORE PORT EMPLOYEE James P. McGee, M-5945 Qualified-Credentials in order. MOBILE PORT AGENT George Vukmir, V-269 Qualified-Credentials in order. MOBILE PORT EMPLOYEE Edward "Edd" W. Morris, M-1358 Qualified-Credentials in order. NEW ORLEANS PORT AGENT Ray Singletary, S-2260 Qualified-Credentials in order. NEW ORLEANS PORT EMPLOYEE Nick Celona, C-1578 Qualified-Credentials in order. HOUSTON PORT AGENT Dean Corgey, C-5727 Qualified-Credentials in order. HOUSTON PORT EMPLOYEE Frank Gill, G-8002 Qualified-Credentials in order. SAN FRANCISCO PORT AGENT Donald C. Anderson, A-5244 Qualified-Credentials in order. SAN FRANCISCO PORT EMPLOYEE Thomas J. Fay, F-514 Gentry Moore, M-8001 Ted A. Tolentino, T-486 Qualified-Credentials in order. Qualified-Credentials in order. Qualified-Credentials in order. ST. LOUIS PORT AGENT David M. Carter, C-12088 Qualified-Credentials in order. ST. LOUIS PORT EMPLOYEE VICE-PRESIDENT IN CHARGE OF THE ATLANTIC COAST Jack Caffey, C-1010 Qualified:.._Credentials in order. Jesse Solis, S-8001 Qualified-Credentials in order. Qualified-Credentials in order. (Continued on Page 13.) �Report of Credentials Committee (Continued from Page 12.) DETROIT-ALGONAC PORT AGENT Jack Allen, A-674 Richard "Dick" Gordon , G-943 William G. Truax, T-715 DETROIT-ALGONAC PORT EMPLOYEE Andrew J. Goulet, G-1221 (See NOTE at end of report.) M. Joseph Sigler, S-2101 HAWAII PATROLMAN Eufemiano Magbaleta, M-8018 * Qualified-Credentials in order. Qualified-Credentials in order. Qualified-Credentials in order. Disqualified-Was not in continuous good standing for three (3) years prior to time of nomination. Qualified-Credentials in order. Disqualified-Position of Patrolman Port of Hawaii not on ballot. As you will note in the foregoing sections of the Committee's Report, the provisions of the SIU Constitution governing election procedures made it mandatory that some of the nominees be disqualified. In light of these circumstances, the Committee wishes to call to the attention of all members the necessity of following all requirements and procedures which are established by our Constitution to govern eligibility to candidacy to Union office. However, at this time, the Committee particularly desires to point out the provisions of Article XIII, Section 2(c) of the Constitution, which spell out in detail the right of a disqualified candidate to appeal from the decision of the Credentials Committee and how he does it. In compliance with Article XIII, Section 2(b) of our Constitution, and in an attempt to give every nominee every consideration and to try to prevent any disqualifications by this Committee, Samuel T. Brooks, Book B-1196, and William Seidenstricker, Book S-1531, of the Credentials Committee, remained at the entrance of the Headquarters building of the Union until midnight of Monday, August 15, 1988, to receive any credentials that might h·a ve been delivered either by mail or by hand after the closing of business hours by the Union. The Committee points out that in the President's Pre-Balloting Report approved by the membership as per the Constitution and published in the May SEAFARERS LOG the exact offices and jobs for which nominations were to be made was set forth. In passing upon the credentials for certain of the nominees, this Committee had to make two (2) disqualifications, and the following are the details relative to each of those disqualifications: 1. Andrew J. Goulet, G-1221-Candidate for Port Employee-Port ofDetroitAlgonac. Union records indicate that Brother Goulet paid his dues for the First Quarter of 1987 on March 31, 1987, whereas they should have been paid no later than January 30, 1987. Brother Goulet was, therefore, disqualified under the provisions of Article XII, Section l(b), which reads as follows: "ARTICLE XII, SECTION 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Rep.r esentative, Port Agent or Port Employee provided: (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immediately prior to his nomination;" Based upon the provisions of Article XII, Section l(b), and further supported by Article III, Section 3; Article V and Article XXIV, Section 9, previously carried herein, the Committee disqualified Brother Goulet for the job of Port Employee-Port of Detroit-Algonac. In accordance with the requirements of Article XIII, Section 2(c) of our Constitution, and in order to assure adequate notice of its decision, the Committee informed Brother Goulet of his disqualification by mailgram sent on August 18, 1988 to the address stated in his letter of nomination. Moreover, the mailgram was followed by a Certified Mail Return Receipt Requested letter dated August 18, 1988 from the Committee to Brother Goulet that set forth the reason for his disqualification. A copy of the Union Constitution was enclosed with the aforementioned letter so that Brother Goulet would have available the procedure to be followed in appeal from the disqualification decision of the Committee. 2. Eufemiano Magbaleta, M-8018 *--Candidate for Patrolman-Port of Hawaii. The Committee received a letter on August 15, 1988 from Eufemiano Magbaleta, which was dated August 8, 1988, to be a candidate for Union Patrolman in Hawaii. Brother Magbaleta was disqualified by the Committee in that no such position exists on the ballot. Brother Magbaleta was advised of his disqualification by mailgram sent on August 17, 1988 to the address stated in his letter of nomination. Moreover, the mailgram was followed by a Certified Mail Return Receipt Requested letter dated August 18, 1988 from the Committee to Brother Magbaleta that set forth the reasons for his disqualification. A copy of the Union Constitution was enclosed with the aforementioned letter. Subsequent to our mailgram and letter to Brother Magbaleta, the Committee received a letter on August 25, 1988 from Eufemiano Magbaleta which was dated August 19, 1988 in which Brother Magbaleta appealed the decision of the Credentials Committee. Brother Magbaleta was adviseG by a Certified Mail Return Receipt Requested letter dated August 26, 1988 that there is no position on the ballot of Union Patrolman in the Port of Hawaii, and, therefore, an appeal is not appropriate. The Committee reviewed the credentials of Richard (Dick) Gordon, G-943, and noted that the appropriate certificate was not included with his letter of nomination. By letter dated August 18, 1988, the Committee advised Brother Gordon that a certificate should be mailed to the Committee immediately. The Committee received by return mail the missing certificate and Brother Richard (Dick) Gordon was deemed qualified to appear on the ballot as a candidate for Detroit-Algonac Port Agent. The membership can readily see from the foregoing report that your Committee has made every effort possible within the confines of our Constitution to qualify every nominee. All credentials received as of August 9, 1988, were turned over to the Committee in good order at 9:00 A.M. on that date, and those received by mail subsequently, but not later than August 15, 1988, have similarly been furnished to the Committee in good order. All credentials have been examined in strict accordance with the Constitution. Any defect in the credentials disposed of by the Committee has been the sole responsibility of the sender and no person adversely affected by such defect hc;:s denied this to the Committee. The Committee, in closing out its report, had turned over to it the credentials of Brother James E. Tyson, T-744, for nomination for Patrolman in the Port of Norfolk. Brother Tyson's letter of nomination was dated January 27, 1988 and was received in the office of the Secretary on February 8, 1988. By letter dated February 19, 1988 Brother James E. Tyson was advised that there would be no position on the ballot of Patrolman in the Port of Norfolk. Brother Tyson was sent a copy of the Constitution to aid him in his desire to nominate himself for a position on the ballot at the appropriate time. He was further advised that Article XIII, Section 1 of the Union Constitution states the following: "All documents required herein must reach Headquarters no earlier than July 15 and no later than August 15 of the election year." Under the Constitution, any candidate has more than sufficient time for nomination to office. He has almost unlimited time to file his credentials as long as they are received within the thirty-day period, July 15-August 15. In view of the clear constitutional language and most liberal opportunity for a member to timely nominate himself, we find Brother James E.' Tyson unqualified. Regretfully, the Credentials Committee has not received any further communication from Brother James E. Tyson. Fraternally submitted, August 26, 1988 CREDENTIALS COMMITTEE Samuel (Tom) Brooks, Chairman, B-1196 Calvain A. James, J-3 Daniel Johnson, J-577 Franklin Robertson, R-1307 William Seidenstricker, S-1531 Todd Smith, S-2318 * * * NOTE: Subsequent to the completion of the Credentials Committee Report, Andrew J. Goulet, G-1221, appealed his disqualification on the basis of the fact that his Union dues for the First Quarter of 1987 were inadvertently not deducted from his vacation pay as previously authorized. The membership voted to grant the appeal and qualify Brother Goulet as a candidate for Detroit-Algonac Port Employee, and his name will appear on the ballot accordingly. September 1988 I LOG I 13 �Bar-B-Que Tillle On the Darnell Steward Philip Lav What better way to spend a summer evening than a cookout, and if you don't have a backyard, a fantail in the middle of the Pacific will do. The crew of the SIU-contracted Gus Darnell (Ocean Ships Inc.), thanks to the efforts of Chief Cook Simon Shargabian and Steward Philip Lav, had the chance for a break from the ordinary. Thanks to AB J. Elbe for the pictures. Ready at the grill, Chief Cook Simon Shargabian cooks 'em to order. Chief Cook Simon Shargabian and Messman Tom Route at the bountiful table. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months. which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations . Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gutt. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures an<l disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers . Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel then~ has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Board hy certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as ref erred to are available to you at all times. either by writing directly to the Union or to the Seafarers Appeals Board. - CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights. as well as your ohligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any Sl U 14 I LOG I September 1988 KNOW YOUR RIGHTS all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or ohligation by any methods such as dealing with charges, trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights arc clearly set forth in the ·SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may he discrimi nated against because of race. creed. color. sex and national or geographic origin. If any member feels that he i-; denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111m111 1111111111111111111111111111111111111111111n1111111111111111nu11111111111111n1111111111111 patrolman or other Union offi::::ial. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refr~ined from publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsihility for Log policy is veste<l in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES.- No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Um.ler no circumstances should any member pay any money for any reason unless he is given such receipt. l n the event anyone attempts to require any such payment he made without supplying a receipt. or if a member is required to make a payment and is given an official receipt. but feels that he should not have heen requireJ to make such payment. this should immediately he reportcJ to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contribute to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received hecause of force. joh discrimination, financial reprisal. or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the above improper conduct, notify the Scatarers Union or SPAD hy certified mail within 30 days of the contrihution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic. political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �SHLSS Keeping the Industry ROiiing - TMT Driver Training at SHLSS ore recent evidence of the SIU' s commitment to seeking out new job opportunities in the industry was the creation of the TMT Driver Training course held here at the Lundeberg School. In this case, the training was for new UIW members, showing once again that the SIU/UIW recognizes the need to supply skilled people for new areas of the maritime industry. The skills learned by the men and women in the driver training course will be applied on the job for Crowley Trailer Marine Transport. The company's unique and trend-setting barge operation dictates the need for specialized driving skills. The 700-foot-long, triple deck barge uses carefully orchestrated movements of tractor trailers to load and unload simultaneously. During the two-week program, the students learned several types of skills: backing down a 40-foot container for a 700foot-long stretch, parking trailers, and ship and barge driving. • by John Gildersleeve As with all dock-related jobs, safety was stressed heavily as part of the curriculum. Additionally , the students learned of the important role the Union plays in advancing their job opportunities and security. With the help of the excellent crane facilities at the SHLSS, the students were given the opportunity for some real life "OJT"; further adding to the advanced skills the students needed to successfully execute all maneuvers required on the docks. The SIU /UIW and the Crowley Corporation, in establishing this program, have shown how labor and management can unite in a common effort and show their commitment to the industry's future workforce through responsive action that benefits all. With the help of the newly trained UIW drivers, Crowley TMT and the SIU/UIW, I am sure that we are all driving toward the same goal, and that is to be successful at any new challenge that comes our way. A Left to right: John Wozunk (Inst.), Joseph J. Zemek, David Appel, Billy Brown, Tom McCormick, James D. Roman, Mark Gray, John Gildersleeve (lost.). Special thanks go to Ken Conklin, Bill Eglinton, Bill Hellwege, and Eddy G. for helping us to make this program the success it was. A Instructor John Gildersleeve (right) congratulates top student, Billy Brown. A Instructor John Gildersleeve puts a student driver through the paces. September 1988 I LOG I 15 �SHLSS course craduates Chief Cook & Baker 8/3/88 ~ Left to right: Hayes Johnson, Doug Neubauer, Mike Northrup, Willie Rose, James H. Smith. - Canadian Chief Cooks 8/12/88 Left to right: Bill Eglinton (Dir. of Voe. Education), Jean MacDonald, Ken Conklin (V.P. SHLSS), Marilyn Warrell, Gary Johnson, Bill Hellwege (Sealift Coordinator), Edward White (Steward Instructor). Marine Electrical Maintenance 8/17/88 Left to right: Paul M. Titus, Joe Saxon, Valerio F. Carpi, Kevin Bertel. Crane Training 8/8/88 Left to right: Tom McNear, Roy Yarling, Craig Holben, Ken Conklin (SHLSS V.P.), David Cabrera, Victor Bell, Darin L. Zabor. Canadian Wheelsmen 8/8/88 First row, left to right: Sean Flaherty, Christian Noel, Jacques Gelderblom, Lawrence Kisser, Vince Faries. Second row: Luc Boughner, Andrew Macintosh, Karl Farnell, Alex Bell, Larry Carlsner, Michael Morrissette. Sealift 8/10/88 First row, left to right: Kas.sim Shaibi, Gina Lightfoot, Donald Smith, William Capps. Second row: Bill Tadios, Glenn D' Ambrosio, Steve Sylvia, Ahmed Hussain, Alberto Matos, Harry Alongi (Inst.). Third row: Leonte R. Cordova, Craig A. Luoto, Jerry Beaubren, Charles Betz. T.M.T. Driving Clas.s 8/25/88 First row, left to right: Steve Chmielowski, William Taylor, Jerry Stine. Second row: Bill Murray, James Lightcap, James Flanagan, John Wozunk (Inst.). HARRY LUNOEBERG UFt.BOf.\T CLASS 429 ,, .. x ...- ...... ::: _. ..... - Lifeboat 8/4/88 First row, left to right: Darwin L. Hand, William Capps, Linda Ray, Manfred Mueller, Donald Smith, Leonte R. Cordova. Second row: Charlie Betz, Donald Rezendes, Joey Clements, Jeff Engebretson, Mark Davis. 16 I LOG I September 1988 Trainee Lifeboat Clas.s #429 8/4/88 First row, left to right: Wendell Bloodsworth, Essick Moses, Esther Wilkes, Robin Swanson, Daniel Zealberg, Mark Billiot. Second row: Ben Cusic (Inst.), Albert R. Sweetman, Brian Wolfe, Marcus Hemenway, Daniel Vazquez, Le Barron West, Ernest B. Perreira, David Partikian, Jayson Joyce. �1988 Upgrading Course Schedule Deck Upgrading Courses Course Able Seaman Programs Geared to Improve Job Skills And Promote O.S. Maritime Industry September - December 1988 The following is the current course schedule for Sept. 1988 December 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Completion Date September 19 October 31 October28 December 9 September 23 September t 2 November 7 November 18 *.Minimum number of students required for radar class to be held is four (4). Radar Observer <Inltd. Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) *.Minimum number of students required for Celestial Navigation class to be held is five (5). Lifeboat September 19 October 17 November 14 December 12 LNG - (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) Self Study Safety Course The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Check-In Date September 30 October 28 November 25 December 23 *Upon completion of course must take Sealift Operations & .Maintenance. PLEASE NOTE: All members are required to take firefighting when attending SHLSS. Engine Opgrading Courses Course Check-In Date Completion Date Refrigeration Systems .Maint. & Op. October 3 November 11 Recertification Programs Course Steward Recertification Bosuns Recertification Pump room ain • & Operations ep em er September 5 October 14 Electro-Hydraulic Systems November 7 December 16 Automation November 21 December 16 Welding November 21 December 16 Hydraulics October 17 November 11 Third Asst. Engineer/Steam or .Motor Open-ended (Contact Admissions Office for Starting Date) *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. September 26 November 7 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks in length and offered on the following dates: High School Equlvalency (GED) Steward Upgrading Courses Completion Date Assistant Cook Open-ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office October 31 December 12 October 31 December 10 Adult Basic Education (ABE) English as a Second Language (ESL) Check-In Date Completion Date co er Variable Speed DC Drives Course Check-In Date The Developmental Studies Class (DYS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) (Offered prior to the Third Mate & Original Second Mates Course) for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date)* •All students in the Steward Program will have 2 weeks of Sealift familiarization at the end of their regular course. College Programs Scheduled for 1 g·aa Check-In Course Date Associates in Arts or Certificate Program August 8 Completion Date September 30 September 1988 I LOG / 17 - �.......................................................................................................................................... Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) Date of Birth (Middle) Address Mo./Day/Year (Street) (State) (City) Deep Sea Member D Telephone (Zip Code) Inland Waters Member D (Area Code) Lakes Member D Pacific D If the following imformation is not filled out completely your application will not be processed. Social Security#-------- Book#______ Sen iority______ Department _ _ _ _ __ Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ No D (if yes, fill in below) Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training _ _ _ _ _ _ _ _ _ _ _ Primary Language Spoken _ _ _ _ _ _ _ _ _ _ __ I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed ENGINE DECK D AB/Seallft O Towboat Operator Inland D Celestial Navigation 0 Master Inspected Towing Vessel D 1st Class Pilot (organized self study) 0 Third Mate O Radar Observer Unlimited ALL DEPARTMENTS D Welding 0 Llfeboatman (Must be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD 0 FOWT 0 QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electronics) O Marine Electrical Maintenance O Pumproom Maintenance & Operation O Automation 0 Refrigeration Systems Maintenance & Operations 0 Diesel Engine Technology O Assistant Engineer/Chief Engineer Un Inspected Motor Vessel 0 Orginal 3rd/2nd Assistant Engineer Steam or Motor 0 Refrigerated Containers Advanced Maintenance D Hydraulics O Electro-Hydraulic Systems D D 0 0 D Assistant Cook Utility Cook and Baker Chief Cook Chief Steward Towboat Inland Cook COLLEGE PROGRAM O Associates In Arts Degree D Certificate Programs ADULT EDUCATION DEPARTP.1ENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) 0 Developmental Studies (DVS) D English as a Second Language (ESL) O ABE/ESL Lifeboat Preparation With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE~~---------~--~ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 Rev. . 2188 ,__,.-.-.-..-................................................................................................................. ·--· 18 I LOG I September 1988 ..... ·~·~_;:-... ..... ~ \ �LING ARIES (Energy Transportation Corp.), July-Chairman John Davis, Secretary D.A. Pappas, Educational Director M.B. Goins, Deck Delegate AC. Pickford, Engine Delegate R. Robertson, Steward Delegate B.T. McEleney. No beefs or disputed OT reported. There is $410.28 in the ship's fund. The treasurer noted that the captain donates all slop chest profits to the fund. Several crewmembers suggested that a new exercise bicycle be purchased since the one onboard is in poor shape. Also suggested were a new ping-pong table and darts. The treasurer will approach the captain with these suggestions. Everything is running smoothly, according to the chairman. He reminded the membership not to slam their doors and wake those who are off watch. Since there are three new members on board, the educational director took the time to talk about the importance of upgrading at Piney Point and of taking full advantage of the courses there, including the associates degree. The entire crew offered their condolences to the family of Brother Frank Drozak. "We are all appreciative of the efforts he made to make this a better union. We also wish Mike Sacco the best. We're behind him 100 percent." A vote of thanks was given to the steward department for being such a good feeder, and "especially to Brian McEleney, chief cook, for the fine quality of food he prepares." Next ports: Nagoya, Japan and Bontang, Indonesia. OMI MISSOURI (OMI), July 24Chairman Carl Francum, Secretary Kris Hopkins, Educational Director John Penrose. The engine department had quite a bit of disputed OT which will be taken up with the boarding patrolman. Apparently, the chief engin r has been performing work that should be done by the QMEDs. There is $260 in the ship's movie fund. The chairman reported that two QMEDs left the ship in India for personal reasons. One replacement came aboard in Singapore, and the ship sailed short one man on the return trip. The crew was very saddened by the news of President Drozak's passing. "He will surely be missed by all of us." Everyone chipped in and sent flowers to the funeral. "We would like to thank Sparky Dole for his assistance" in getting all the arrangements made. Crewmembers were urged to take advantage of the Seafarers Harry Lundeberg School of Seamanship. "Upgrading your skills makes for good job security." A vote of thanks went to the steward department for "an exceptional job with the chow. It is by far the best feeder in the SIU fleet." The steward, in turn, thanked the entire crew for helping to keep the vessel clean, especially the 12-4 watch. The OM/ Missouri reports to the LOG that it conducted a burial at sea for a retired master on May 29. "He went to Davy Jones's locker with all present. May he rest in peace." Next port: the Philippines. OVERSEAS ALICE (Maritime Overseas Corp.), July 27-Chairman Steve Copeland, Secretary Collie Loper Jr., Educational Director M.W. Roberson. No beefs or disputed OT. There is $240 in the ship's fund. The chairman reminded the crew to help take care of the movies and return them, in their cases, to the movie locker. He also stressed the importance of upgrading at Piney Point. 'The SIU must have enough qualified members to man the ships." The secretary pointed out the benefits of contributing to SPAD, and the educational director underlined the need to maintain a high SIU standard at all times-and to keep the ship a safe one. The crew was saddened to learn of the death of SIU President Frank Drozak. One minute of silence was stood in memory of our departed brothers and sisters, and an additional minute was stood in memory of Brother Drozak. Next port: Subic Bay, P.R. SEA·LAND ANCHORAGE (Sea-Land Service), July 26-Chairman E.J. Duhon, Secretary J. Wright, Educational Director M.L. Frizzel, Deck Delegate S. Ackley, Engine Delegate J. Trauth, Steward Delegate R. Maddox. No disputed OT was reported. The engine department, however, would like to get a response from the company on the use of shoreside laborers to do jobs that should be OT for the black gang. Thanks were given to all hands for helping keep the ship clean. "In this election year, let's make sure that we are all registered to vote and that we put people in office who will help the entire maritime industry." A vote of thanks was given to the steward department, especially to Chief Cook Bob Maddox "for the fine chow." Next port: Tacoma, Wash. SEA·LAND ENTERPRISE (Sea-Land Service), July 17--Chairman E. Cary, Secretary A. Reasko, Educational Director F. Hall. Copies of the last LOG were received in Hawaii; the next payoff will take place in Oakland, Calif. on July 27. Everything is running pretty smoothly with no major beefs. There was, however, some disputed OT in the steward department which will be taken up with the boarding patrolman at payoff. There are no fans in the crew quarters-as provided for in the agreement. One minute of silence was observed in memory of our departed brothers and sisters. SEA·LAND EXPLORER (Sea-Land Service), July 3-Chairman LC. Cope, Secretary W. Hawkins, Educational Director/Engine Delegate S. Tellech, Deck Delegate William Murphy, Steward Delegate W. McWilliams. No beefs or disputed OT reported. The chairman discussed what had been taken care of in the shipyard and how all the safety rules had been observed and carried out. He thanked everyone for their cooperation. All communications received from headquarters have been posted. The safety meeting was well represented by all departments. M mber abo rd the Explorer appear to be very safety-conscious. A motion was made and seconded that all vacation time be credited toward retirement. This will be discussed with the boarding patrolman at payoff. The chairman advised all members that if they have any questions pertaining to current Union activities, they should talk with the Union representative. A special moment of silence was observed in memory of our departed president, Frank Drozak. SEA·LAND INDEPENDENCE (SeaLand Service), June 29-Chairman Joseph San Filippo, Secretary Charles E. Taylor, Educational Director Jimmie Nicholson. No beefs or disputed OT. There is $95 in the ship's fund. The crew of the Sea-Land Independence expressed sorrow at hearing of the death of President Drozak. They also gave congratulations and support to Mike Sacco in his new job as head of the SIU. The educational director reminded everyone of the importance of getting a good education, and that "there is no place finer for Seafarers than the facilities at Piney Point". Several suggestions were brought up to help in a smoother running operation. First, the gangway net should be in place or a storing crane used when taking on stores. The work light on the starboard side should be fixed. As it is, crew are unable to see the mate for signals to operate the mooring winches. Also, the chief mate should leave the handling of the lines to the ABs. Next port: Tacoma, Wash. SEA·LAND PATRIOT (Sea-Land Service), July 28--Chairman John W. Curlew, Secretary A. Delaney. No beefs or disputed OT reported. The bosun reminded the crew to report any unsafe or hazardous conditions to their department head, as well as any needed repairs. He also posted the wage increases on the bulletin board for all members to take a look at. As requested by the captain, the steward advised the crew of Sea-Land's new food plan for vessels. The crew agreed that it would be a good plan if Sea-Land would put the food onboard. As yet, many of the items have not been included in the stores. A motion was made and seconded that the steward utility should receive the wages of a third cook pantryman because of the many jobs combined in his. It was approved by the members and will be brought up in a discussion at payoff. All hands were asked to make an effort to keep the crew lounge area clean and to "leave it as you find it." The steward department received a vote of thanks for a job well done. SEA·LAND VOYAGER (Sea-Land Service), July 16-Chairman R. Murry, Secretary C. Gibson, Educational Director D. Johnson. Some beefs were reported in the deck and engine departments. Payoff is scheduled for July 24 in Tacoma, and it was requested that a patrolman be present at payoff. The educational director stated that "the recent loss of our president will be felt for a long time. But if our membership stands behind our new leadership, we should gain in strength and members." He also noted that upgrading at this time is very important for all eligible members. A vote of thanks was given to the steward department for a job well done. Next port: Tacoma, Wash. STUYVESANT (Bay Tankers), June 24-Chairman Bob Whytock, Secretary Ed Kilford, Educational Director Tony Smith, Deck Delegate William Kleimola, Engine Delegate Richard Groening, Steward Delegate Linton Taylor. No beefs or disputed OT reported. Upon hearing of the death of President Drozak, members of the Stuyvesant said, "We are truly sorry to report the passing of President Frank Drozak, and would like to send his wife and family our prayers and sympathy." New door locks have come onboard and have been installed wherever needed. Any problems should be reported to the bosun. The chairman noted that both national and Union elections are coming up in November. "As to the national-keep in mind that grassroots campaigning starts with your vote. Let's beat the Reagan-Bush machine." With regard to the Union elections, he said "Constitutional changes are not to be taken lightly. Think, then vote. " The educational director talked about the critical shortage of able seamen. Anyone with the necessary seatime should contact Manpower Coordinator Bart Rogers or their port agent to upgrade. The crew tape player has been broken four times this trip. Members were reminded to treat it gently. There is only one ice machine onboard the Stuyvesant that can be used by the crew. The captain has allowed it to be padlocked and no one can get ice. This problem will be taken up with the patrolman at payoff. Next port: Long Beach, Calif. USNS DUTTON (LSC), June 16Chairman Frank Coburn, Secretary Tracey Mcfarlane, Engine Delegate Jim Scott, (Temporary) Deck Delegate Pat Dillon, (Temporary) Steward Delegate Brian Gauthier. No beefs or disputed OT reported. There is $149.03 in the ship's fund. The chairman checked with the captain and Coast Guard to make sure the Dutton is not required to carry survival suits. A notice was read and posted on the bulletin regarding the death of President Frank Drozak. A telex was sent back to headquarters expressing the crew's sympathy. Copies of the LSC contract are available in the secretary's office at any time. The responsibilities of a delegate were explained and port draws were clarified. The crew lounge TV was fixed and the water fountain for the gym is still being looked into. Someone should also look into seeing if the soda machine can be fixed. Next port: Curacao. Official ships minutes also were received from the following vessels: AMERICAN CORMORANT AMERICAN HERITAGE BAYAMON BAY RIDGE LNG CAPRICORN CHARLESTON COVE LIBERTY COVE TRADER FALCON LEADER GALVESTON BAY GOLDEN MONARCH GREAT LAND LIBERTY SUN LNG LIBRA NEDLLOYD HOLLAND OMI COLUMBIA OVERSEAS JOYCE OVERSEAS JUNEAU PAUL BUCK PONCE SAN JUAN SEA-LAND ACHIEVER SEA-WO CRUSADER SEA-LAND DEVELOPER SEA-LAND ENDURANCE SEA-LAND EXPEDITION SEA-LAND KODIAK SEA-LAND LIBERATOR SEA-LAND MARINER SEA-LAND NAVIGATOR SEA-LAND PRODUCER THOMPSON PASS ULTRASEA USNS WILKES Personals Jim Bishop "I have your videotape." Contact John Steeber Jr., 24 Grant Place, Irvington, N .J. 07111. Francisco Rivera Please call Marie Martin in North Carolina at 1-800-334-0118 Henry L. Scott Call your mother. She has a message for you. - Monthly Membership Me~tings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, October 3 ................... 10:30 a.m. New York ............... Tuesday, October 4 ................... 10:30 a.m. Philadelphia .............. Wednesday, October 5 ................ 10:30 a.m. Baltimore ................ Thursday, October 6 .................. 10:30 a.m. Norfolk ................. Thursday, October 6 .................. 10:30 a.m. Jacksonville .............. Thursday, October 6 .................. 10:30 a.m. Algonac ................. Friday, October 7 .................... 10:30 a.m. Houston ................. Tuesday, October 11 .................. 10:30 a.m. New Orleans ............. Tuesday, October 11 .................. 10:30 a.m. Mobile .................. Wednesday, October 12 ............... 10:30 a.m. San Francisco ............ Thursday, October 13 ................. 10:30 a.m. Wilmington .............. Monday, October 17 .................. 10:30 a.m. Seattle .................. Friday, October 21 ................... 10:30a.m. San Juan ................ Thursday, October 6 .................. 10:30 a.m. St. Louis ................ Friday, October 14 ................... 10:30 a.m. Honolulu ................ Friday, October 14 ................... 10:30 a.m. Duluth .................. Wednesday, October 12 ............... 10:30 a.m. Jersey City ............... Wednesday, October 19 ............... 10:30 a.m. New Bedford ............. Tuesday, October 18 .................. 10:30 a.m. -· September 1988 I LOG / 19 �CL L NP Directory of Ports -Company/Lakes -Lakes Dispatchers Report for Great Lakes -Non Priority AUGUST 1-31, 1988 "TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac ................... 0 15 14 DECK DEPARTMENT 31 17 0 0 9 Port Algonac ................... a 12 4 ENGINE DEPARTMENT 20 5 0 0 10 Port Algonac ... ................ a 4 4 STEWARD DEPARTMENT 4 0 8 0 3 Port Algonac ................... 9 4 HEADQUARTERS ENTRY DEPARTMENT 0 0 0 25 47 14 0 Michael Sacco, President Joseph Sacco, Executive Vice President Angus "Red" Campbell, Vice President Joe DIGiorgio, Secretary Jack Caffey, Vice President Thomas Glidewell, Vice President George McCartney, Vice President John Fay, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP 3 20 25 34 0 26 0 59 0 45 Totals All Departments ........ 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach " means the total number of men registered at the port at the end of last month . 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea AUGUST 1-31, 1988 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville ........... . .. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ......... ... .... St. Louis ............. . .. Piney Point .............. Totals ................. Port New York ............... Philadelphia .............. Baltimore .............. . Norfolk ................. Mobile ................. New Orleans ..... ........ Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ...... .. ........ Piney Point .............. Totals ................. *TOTAL REGISTERED All Groups Class A Class 8 Class C 52 4 9 17 11 37 23 35 14 38 13 7 45 1 2 308 20 2 6 11 10 31 23 20 16 19 4 9 15 0 5 14 3 8 9 5 8 12 12 6 6 2 13 12 3 3 117 7 0 3 4 2 3 1 8 4 6 0 6 0 1 8 9 1 0 3 3 10 6 9 2 8 0 5 7 1 5 69 1 1 1 5 0 4 1 3 1 0 0 9 1 0 4 191 53 31 20 2 4 4 6 16 11 48 10 21 8 5 16 0 7 2 2 1 2 1 3 5 8 3 0 0 0 1 1 0 0 3 0 1 1 19 3 1 2 8 0 22 0 0 12 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 7 5 0 0 5 0 0 9 2 3 10 8 7 4 10 9. 2 5 6 7 0 0 8 5 7 7 2 2 2 4 7 0 0 3 0 4 2 10 1 8 4 10 5 0 0 28 5 7 18 9 33 28 20 16 30 16 8 31 1 3 253 25 2 3 8 5 19 22 10 7 12 3 11 26 0 4 157 32 126 21 0 5 4 2 11 3 23 5 15 7 5 11 0 0 10 0 8 12 5 12 4 10 13 9 4 68 11 2 7 10 0 0 10 1 11 13 14 11 7 1 170 7 0 6 11 0 1 1 3 13 6 8 5 9 7 7 7 0 0 614 175 261 Totals All Departments ...... 789 414 393 ENGINE DEPARTMENT 4 1 1 0 2 1 1 5 3 0 1 5 2 2 3 3 1 0 5 0 0 0 9 9 2 2 2 0 3 4 39 32 STEWARD DEPARTMENT 3 1 0 0 1 0 1 2 1 0 5 13 2 1 9 0 10 30 9 1 6 3 1 18 1 0 4 0 0 19 8 18 1 0 8 0 0 0 2 1 9 69 112 56 12 1 4 5 178 Port New York ............... Philadelphia ...... ........ Baltimore .......... ~ .... Norfolk ... .............. Mobile ................. New Orleans ............. Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ............ .... Houston ................ St. Louis ................ Piner Point . . . . . . . . . . . . . . Tota s ................. 80 78 58 26 ENTRY DEPARTMENT 17 10 0 2 4 0 9 9 1 1 11 15 1 8 5 14 9 10 7 4 1 6 169 63 5 3 0 0 2 7 140 253 317 367 55 4 0 1 2 1 0 4 3 0 7 0 9 6 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 104 3 15 19 13 63 49 62 21 66 21 7 55 0 0 18 7 7 8 8 7 12 13 6 3 3 14 12 1 2 6 1 0 6 2 5 4 8 1 3 0 4 3 0 2 498 121 45 39 4 8 13 13 37 33 33 18 40 12 6 31 0 2 10 1 2 7 6 8 4 12 8 4 0 8 2 0 10 2 2 1 1 1 1 1 8 1 2 0 6 1 0 2 37 289 82 29 5 1 0 2 2 5 5 9 1 2 1 95 5 0 2 35 2 5 3 12 28 23 78 19 29 2 2 4 1 1 4 4 10 3 11 0 23 1 0 1 0 0 2 1 3 2 5 1 1 1 15 3 1 1 8 4 31 0 6 8 135 283 74 37 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 43 3 5 8 3 19 4 54 9 39 14 4 15 0 0 20 2 8 9 7 12 8 17 14 17 5 82 15 2 9 11 1 1 10 4 23 14 20 13 10 2 150 7 0 2 0 220 227 268 227 1,290 504 379 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month . - Shipping in the month of August was up from the month of July. A total of 1,525 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,525 jobs shipped, 614 jobs or about 40 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 227 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 8,315 jobs have been shipped. 20 I LOG I September 1988 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (508) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.V. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADE~PHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Letters To The Editor Life's Road We learn many lessons as each day goes by. There are son.gs to sing and a few tears to cry. There are blessings to count, happy memories, too. And sometimes disappointment in things that we do. There are cups that run over and years that are lean. With bright days and dark days and long nights between. Blit one choice we can make as we carry life's load. If we look toward the sun, how it brightens the road! -Shirley Harvey 'Reflections on Life's Road ... ' Congratulations to you [Mike Sacco] and to your brother Joe. I awoke this early a.m. with many reflecting memories. I remember June 7, 1947-my first old Liberty ship beL.'1.g dispatched by Robert Jordan from the hall in Mobile. The Liberty William F. Cody was an Alcoa Steamship Co. vessel. She lay at Pensacola, Fla. where I boarded her as ordinary seaman under the command of Capt. Ju.mp (with a load of coal to France). Life's Road began then with me, at a tender age of fifteen years, eight month a ife's Road! And the many fond and not so fond emeries. As I look back and reflect upon them, I cry in part and laugh in others. As I read of Frank's [Drozak] death in the recent LOG, I silently cried with a heartfelt hurt. Recalling some forty odd years in acquaintance with and even previous to Paul Hall's presidency. It was no secret to me, as with others, and certainly no disrespect to the late Paul Hall whom we came to know, respect and brotherly love as the Great White Father-for he was exactly that in his loyalty and devotion in membership to and for us in the early periods of the SIU up until his death. We were blessed with his selective successor, Frank Drozak, whom he prepared well to carry on the continuity through leadership. To Frank, I can heartly salute "a job well done." He filled the shoes well. As I am equally sure you as president will do. When I first came to know you as vice president of SHLSS, I think the most outstanding impression was at a Union class you held in the old library in 1974 when I attended for a QMED certificate. Joe, too, appeared in my Life's Road at that time. Yes, I have come to know, respect and brotherly love the many officials of our great Union-Red Campbell, Cal Tanner, Chuck Svenson, Bull Sheppard, Harold Fisher, Blacky Neira, Robert Jordan. The list just seems endless ... and my latter friend Ken Conklin whom I came to know in 1974 over trainees at that period. There are many persons who have contributed much and who I haven't even scratched the surface to name that helped to enhance, educate and make our Union one of uniqueness. I can only hope our younger brothers can be grateful and constructively add to a continUity of greatness that they inherited through the bloody-bitter battles preceding even the 1947 Isthmian strike and the 12" fans per foc'sle (an upgrade even) from the natural draft system we once had. To the 16" fans if we had three or more persons per room. (Like the Virginia Slims cigarette advertisement, Yes, we've come a long, long way.) From classrooms on barges at SHLSS to the modern facilities not boasted. From Mobile to New York to Washington, D.C. headquarters. Therefore, as I read the enclosed poem, certainly I could not help but reflect upon memories of Life's Road and to include a late last friend to every seaman in the Union, Frank Mongelli, whom Paul Hall entrusted to help make SHLSS what it is today-along with wisdom and dreams of many. From Paul to Frank and now to you, Mike-yes, I stand proud. Not only to be an American seaman but a member of the greatest Union in the maritime history and of the labor force. Fraternally yours, Robert C. Goodrum Eufaula, Ala. 'Recognition for All Vets • • • ' At long last, those of us who served in the United States merchant marine have begun to gain recognition from our country for the service we provided in times of war. Unfortunately, this recognition now only extends to service during World War II. Those of us who served during the Korean and Vietnam conflicts have not received recognition, although we made substantial contributions to our country's efforts during those war years .... We are forming a Committee to Secure Recognition for U.S. Merchant Marine Service in Korea and Vietnam. We are compiling a list of those who qualify. Anyone who shipped out in the Pacific during 1950-53 (Korea) or 1965-1973 (Vietnam) should contact the committee at: 2525 N.E. Columbia Blvd. P.O. Box 11245 Portland, Ore. 97211 Sincerely, Ken Beckerich - Union Label & Service Trades Dept., AFL·CIO - - - I - -- DONT I Bl-OW UP I YOUR BRAIN ' WITJ.I I I I Ct<ACI<! I HELP IB I AVAILABLE CONTACT YO{IR i PORT AGENT OR YtJUR UNldN AT PINEY Pd/NT/ I I - - - - - I I I September 1988 I LOG I 21 • -- �Change of Command at MSCPAC - In change of command ceremonies held Aug. 18 on the flight deck of the USNS Mercy, Capt. William T. Dannheim, USN, was relieved by Capt. James S. Schultz, USN, as Commander, Military Sealift Command, Pacific. Ashore and afloat MSCPAC employees, along with representatives from the commercial maritime sector, labor and neighboring military commands, were in attendance at the ceremony which featured Vice Adm. W. T. Piotti, Jr., COMSC, as the guest speaker. Highlighting his accomplishments the past 24 months-which included the vigorous implementation of the MSC ACTION 88 program and the close oversight over all phases of the Mercy's conversion to her successful humanitarian voyage to the Philippines last year-Vice Adm. Piotti said Capt. Dannheim' s two years at MSCPAC resulted in many significant contributions to fleet support and MSC's effectiveness in the Pacific that will be felt for many years to come. "Captain Bill Dannheim has provided the positive and dynamic leadership demanded by this command,'' said Vice Adm. Piotti, praising the officer who led MSCPAC's l,900 mariners, 400 civilians ashore, 200 military personnel and the command's 22 ships and five offices. Though he didn't have it with him because of a paperwork delay, Admiral Piotti said Capt. Dannheim will be awarded the Navy's prestigious Legion of Merit for his outstanding service as COMSCPAC. In his farewell speech, Capt. Dann- heim paid tribute to the MSCPAC civil service mariners, his headquarters staff and the five MSCPAC offices for the jobs they performed during his tenure in Oakland. ''The Military Sealift Command is in the business of providing service at sea, and our mariners conduct this business very well,'' said Capt. Dannheim, who also lauded his shore staff and offices for their efforts with the fleet. "I've come to appreciate the breadth and depth of the total support effort required to man and maintain our ships." From Oakland, Capt. Dannheim headed back to Washington where he'll serve as deputy director of the Naval Center for Cost Analysis in the Pentagon. Capt. James S. Schultz assumed command of MSCPAC following almost three years as COMSCSEA, and he reminded the 200 guests in attendance of his many friendships with MSCPAC mariners. "I'm extremely pleased to be able to continue and maintain the relationships with MSCP AC masters, mates, mariners and employees whom I've become associated with the past 36 months in Southeast Asia,'' said Capt. Schultz. ''The people who spend half their lives at sea to carry out our sealift, fleet and special mission responsibilities deserve the very best we can provide.'' Capt. Schultz, a 24-year veteran of the Navy, has served in a variety of positions aboard several ships, including a tour as commanding officer of the USS W. S. Sims (FF 1059). Ashore, Capt. Schultz has served as a Soviet naval analyst in Japan and has com- Celebrating the change of command are (I. tor) Capt. William T. Dannheim, Vice Adm. W. T. Piotti Jr., and Capt. James S. Schultz. pleted a tour with the Intelligence Directorate of the U. S. European Command in West Germany. During another European assignment, Capt. Schultz served with the Royal Navy as head of navigation at Britannia Royal Naval College in Dartmouth, Devon, England. He also served as director of officer promotions, appointments and enlisted advancement with the Naval Military Personnel Navajo Leads Recovery of Helo The USNS - After 42 years of government service, Ollie King finally decided to retire. King received a retirement plaque and a congratulatory handshake from Capt. WiUiam T. Dannheim, COMSCPAC, for his faithful service to the federal government. A 20-year veteran of the Navy who retired as a First Class Steward, King went on to serve 22 more years with MSCPAC where he worked aboard 18 different ships as a chief cook. His last ship with MSCPAC was the USNS Sioux (though he says his favorite was always the USNS DeSteiguer). Shortly after he joined MSCPAC, King was one of the first members to sign up with the SIU. He credits his wife Dorothy for keeing things orderly at home while he was absent so much at sea. 22 I LOG I S$tember 1988 Command in Washington, D.C. Capt. Schultz, a native of Philadelphia, holds a B. S. degree in engineering and business administration from Pennsylvania State University. He's also a graduate of the Naval War College in Newport, R.I. Capt. Schultz and his wife Elizabeth have two children, Carolyn and Jeffrey. The family resides in Novato, Calif. Navaj~the key ship in helicopter salvage operations near San Francisco. In the aftermath of a tragic helicopter accident off the coast of San Francisco in July which left eight Naval airmen dead, the USNS Navajo relieved the minesweeper USS Excel to become the lead ship in retrieving and salvaging key sections of the downed helicopter to determine why it crashed. The MH-53E Sea Dragon helicopter plunged into the Pacific 11 miles southwest of the Golden Gate Bridge July 18 while on a routine mine-sweeping exercise. Capt. Phil Rosten, master of the Navajo, ordered his ship into a threepoint moor when he arrived at the scene of the crash site. A sophisticated mini-ranger tracking system onboard the Navajo and coordinated ashore assisted the ship to position itself directly over the helicopter debris 60 feet below the surface. The fleet tug, with 16 Navy divers and aircraft investigators aboard, was transformed into a diving and recovery station during operations which lasted more than two weeks. The Navajo frequently shuttled back and forth to Naval Air Station Alameda where a Navy Aircraft Mishap Board was set up to study the salvaged parts of the aircraft. "We basically turned a towing ship into a salvage ship, and the Navajo turned out to be as good as any ship built for that job," said Capt. Rosten, who commended his crew for the work they performed. "The mates showed excellent seamanship skills and our crane operators were outstanding." Assisting the Navajo in the salvage operation was the commercial ship M/ V Laney Chouest, a vesel similar in size to a fleet tug which is frequently used in oceanographic research work. In late August, the Navajo returned to her normal operating area off Southern California and was one of two vessels selected to pull a former target ship off the beach of San Miguel island. At the request of the National Park Service, the grounded LST was towed off the beach and sunk in deep waters. -B.B. (Continued on Page 23.) �O SAFEGUARD your tights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. T DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. inued from Page 22.) MSCPAC News Briefs . . . Two MSCPAC ships that were part of Commander Task Group 75.1 were praised for their role with the bi ateral COBRA GOLD exercise staged in Southeast Asia recently. "Every ship , from the USNS contingent of 'Killer Tug' Sioux to the 'Fast Attack Oiler' Mispillion, to the DESRON FIFTEEN tin cans Oldendorf and Towers, has contributed significantly to our overall mission to represent our nation in highly visible operations ," said the Aug. 5 message from CTG 75.1 which praised the training given to the Royal Malaysian Navy and the Royal Thailand Navy. "It's been a pleasure to steam with professionals, and I look forward to meeting you again at sea in the pursuit of our national objectives." ... Three employees of MSCPAC who helped the USNS Spica fill key crew vacancies were singled out in a message of appreciation from the fleet supply ship to the command in Oakland. "As Spica's Indian Ocean deployment draws to a close, we'd like to thank the shore side staffs for their timely support these past four months,'' said Spica's Aug. 26 message. "Special thanks go out to Barbara Chapman, Lou Jones and Gloria Burns of the personnel office. The responsiveness demonstrated in finding replacements for repats was appreciated by all." ... RMC Frank P. Moller, USN, a member of the USNS Kilauea's military department, received word July 11 from the Chief of Naval Operations • • • that he was the recipient of a Navy Commendation Medal, along with a citation and certificate, for his meritorious service while serving with the U.S. Naval Communications Area Master Station in Guam from April 1986 to April 1988. Chief Moller, who was the satellite communications division leading chief at the Guam site, was instrumental in maintaining systems reliability consistently above 99.95 percent for one of the .Navy's largest Super High Frequency (SHF) satellite communications facilities. "Chief Petty Officer Moller's superb technical knowledge of both personnel and material resources contributed significantly to the facility's exceptional material readiness and outstanding mission accomplishment record,'' said the CNO's citation for Kilauea's chief radioman. ... YNC Catherine A. Lawrence, an assistant to the MSCPAC chief of staff, was named the Naval Air Station Agana "Federal Woman of the Year" for her service at the Guam facility last year. ''Through your diligence and dedication to duty and the mission of the Naval Air Station, you have demonstrated the finest qualities desired of our military workforce,'' wrote Capt. Paul A. Cassiman, USN, commanding officer, N AS Agana, in a July 29 letter of appreciation to YNC Lawrence. Following her assignment in Guam, Chief Lawrence reported to MSCPAC last December. . . . Personnel Staffing Assistant Margaret DeJan has been named the P-2 Employee of the Quarter for her work as promotion board coordinator. ' 'Her efforts have been invaluable to the promotion boards," says her boss, D. D. Dysthe, "and because of her attention to detail, they've become a morale booster to the fleet." DeJan, a 15-year MSCPAC employee, enjoys an excellent reputation among shore employees and civil service mariners for her work at the command. . . . Donald E. Brown has been selected as the MSCPAC Professional Comptroller of the Month for August. A fiscal accounting clerk, Brown was praised for his substantial improvements in quality, quantity and timeliness of afloat fiscal accounts. . . . The Jack London Chapter of the Naval Reserve Association (NRA) has been seleted as the best local NRA group in the country. The president of the Jack London Chapter is Capt. George Bruno, USNR-R, commanding officer of MSCO Concord 220 and head of the tanker branch at MSCPAC. Bruno will attend the NRA national conference in Atlanta at the end of September to represent his group and accept the Rear Admiral John S. Lewis award. A number of MSC reservists are affiliated with the NRA Jack London Chapter. ... Retirements: Assistant Cook Alfonso Lucas, 31 years, who began his federal career in 1942 as a laborer at Fort Mason in San Francisco. Lucas worked as a laundryman, waiter, utilityman , messman and storekeeper with MSTS and MSCPAC aboard 28 different ships before retiring July 1 ... Mechanical Engineer George Hooper, 40 years, who began federal service in 1947 as a draftsman at the old San Francisco Naval Shipyard. The recipient of several awards during his lengthy career, Hooper came to MSCPAC in 1983 and was · involved in port engineering work with several fleet replenishment ships ... Ruth Jacques, 18 years, an employee relations clerk who had been employed at MSCPAC since 1980. Initially a transportation clerk, Jacques was reassigned to the personnel office a year ago until her Aug. 1 retirement. SIU Vessels Join Reforger 88 Three SIU-contracted ships, the USNS Algol, USNS Denebola and USNS Altair, began their role in "Reforger 88,'' one of the largest U.S. military exercises, late in July. '' Reforger,'' which stands for Return of Forces to Germany, will involve nearly 100 U.S. and European military personnel. It encompasses all the logistical and administrative aspects of moving large numbers of forces from the United States to Europe. U.S. operations in the ports of Sa- vannah, Ga. and Beaumont, Texas will see the loading of more than 2,700 pieces of equipment onto the Military Sealift Command vessels for the voyage to Europe. Upon arrival in Antwerp, Belgium, the equipment will move by air, highway and railroad to West Germany. The three fast sea-lift ships, former Sea-Land Service Inc. vessels, are converted combination roll-on/roll-off and containerships, capable of speeds of more than 30 knots. September 1988 I LOG I 23 �I l I l ·~n Addicts don't have friends. Because a friend wouldn't ~ LI let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fell ow Seafarer who has an addiction problem is just as easy-and just as important-as I~-------------------------------~ steering a blind man across a street. All you have to do I Addictions Rehabilitation Center is take that Seafarer by the arm and guide him to the lI I am interested in attending a six-week program at the Addictions l Rehabilitation Center. I understand that all my medical and counseling Union's Addictions Rehabilitation Center in Valley Lee, I records will be kept strictly confidential, and that they will not be kept Md. I anywhere except at The Center. Once he's there, an SIU member will receive the care I and counseling he needs. · And he'll get the support of II brother SIU members who are fighting the same tough I Name ................................... Book No .............. . battle he is back to a healthy, productive alcohol-free II f Address ........................................................ . and drug-free life·. I (Street or RFD) (City) (State) (Zip) The road is a long one for an alcoholic and drug user. I Telephone No. But because of ARC, an addicted SIU memb~r doesn't I Mail to: THE CENTER have to travel the distance alone. And by guiding a I Star Route Box 153-A brother Seafarer in the direction of the Rehab Center, : I Valley Lee, Md. 20692 you'll be showing him that the first step back to recovery : or call, 24 hours-a-day, (301) 994-0010 is only an arm's length away. ~-------------------------------24 I LOG I September 1988 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1988 Description An account of the resource HEADLINES AFL-CIO ENDORSES DUKAKIS-BENTSON TICKET SIU-BACKED FISHING BOAT SAFETY BILL READY TO SIGN NEW PUERTO RICO MARINE SHIPS-JOBS FOR SEAFARERS GATT COULD PUT U.S. MARITIME UP FOR GRABS SEAFARERS BENEFIT IN NEW TWIST ON FLAG SWITCH AS FOREIGN OWNERS SEE ADVANTAGES IN STARS AND STRIPES REFLAGGING KIRKLAND’S LABOR DAY MESSAGE- 8 YEARS IS ENOUGH NEW DRUG TESTING PLAN DRAWS MARITIME’S FIRE THE PROPOSED RULES SIU AND ALLIES FIGHT TO HELP MARITIME ON FOOD AND FUEL TAX PROBLEMS CREW MEALS CAUGHT IN MARTINI FIGHT FUEL TAX CHANGE COSTS $300 MILLION RIVER TRAFFIC MOVES AS DROUGHT WITHERS UP COURT PROTECTS JONES ACT, BARGE LINE SALE ON HOLD SHLSS KEEPING THE INDUSTRY ROLLING-TMT DRIVER TRAINING AT SHLSS CHANGE OF COMMAND AT MSCPAC THE KING RETIRES SIU VESSELS JOIN REFORGER 88 Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 9 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/b0cfb87f1102dd2bda6aa7ab79b14f86.pdf 39ba0629e01abec73daf221cfd6f92c5 PDF Text Text Security October 15 1988 In Uniry OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO "You can put me in jail, but you cannot give me narrower quarters than as a seaman I have always bad. You cannot give me coarser food than I have always eaten. You cannot make me lonelier than I have always been. " "Tomorrow Is Also A Day" -Andrew Furusetb -Andrew Furusetb The Seaman's Struggle for Equality 'There is also the dignify that comes to him who stands on bis own two feet, looks the world in the eye and takes on all comers in the battle for what be might believe is just. " ''We Have To Educate The Whole Person" -Tribute to Harry Lunde berg ''Politics Is Porkchops" -Paul Hall -Paul Hall "You can have the best contract in the world, but ifyou don't have any work, it doesn't mean a thing." -Frank Drozak SIU Fiftieth Anniversary �Few, if any, of the gains of the past 50 years would have been possible without the seamen's hiring hall (51 Beaver Street). "Bloody Thursday" reinvigorated the seamen's movement. Introduction: SIU Celebrates Fiftieth Anniversary T In 1938, Harry Lundeberg, center, received a charter from the American Federation of Labor to form a new international seamen's union, the SIUNA. he SIU is celebrating its 50th anniversary this year. The union was born during the Great Depression, one of this nation's darkest periods. War clouds were gathering over Europe and Asia. Despair and poverty still stalked the globe nine, long years after the Stock Market Crash of 1929. The American labor movement was split into two hostile camps. Conditions for seamen and many other workers remained intolerable. Yet there was hope . The New Deal had given workers a mechanism to make their voices heard. Industry by industry, workers were being organized on a scale never before imagined. The A&G District Was Called the SIU From the beginning, the Atlantic and Gulf District of the SIUNA was known simply as the SIU. It was not an easy birth. The new union had 500 members, few resources and only nine-contracted companies. Since then, the small, struggling affiliate that Harry Lundeberg established has become a powerful force in the labor movement. The SIU now represents a wide spectrum of workers: fishermen, cannery workers, tug and barge workers, service employees, office workers, wire and rope workers, and many, many more. The SIU's Story Dates Back Hundreds of Years October 15, 1938 On October 15, 1938, at a convention in Houston, Texas, the American Federation of Labor presented Harry Lundeberg with a charter to form a new international seamen's union, the Seafarers International Union of North America (SIUNA). Lundeberg was already head of the Sailors Union of the Pacific, a union of West Coast sailors which traced its origins back to 1885. Morris Weisberger, a top Lundeberg aide, took a month's leave so he could go to New York to help set up operations for a separate, autonomous affiliate of Atlantic and Gulf seamen. A skeletal structure was already in place. An interim charter for the new international had been issued in 1937. Robert Chapdelaine had been named acting The Wall Street Strike of 1948. Members of the SIU have consistently supported their fellow trade unionists. 2 chairman. The interim union didn't even have a name. It had a number: AFL Seamen's Union 22124. Matthew "Duke" Dushane was the acting chairman of ~he new A&G District. John "Whitey" Hawk was in charge of the Atlantic Region; Matthew Biggs headed up the Gulf Coast. At first there was little interaction between the two regions. Members shipped out on either a Gulf or an Atlantic Coast book. That wouldn't change for a number of years. Still, the seaman's age-old struggle for equality and justice lies at the core of the union's existence. It has a universal appeal that speaks to the experiences of all Americans. At its most basic level then, the history of the SIU is the story of a group of workers who used the labor movement to achieve equality under the law and dignity in the workplace. It is the story of great leaders, committed members and the bond they were able to forge. .· It is also the story of the American-flag merchant marine. Its continued survival presents our members with their greatest challenge as the union faces its second 50 years. The SIU became a power on the waterfront after Paul Hall was named director of organizing in 1945. He immediately targeted the Isthmian and Cities Service companies for organizing and set a successful blueprint for the union's future growth. SIU Fiftieth Anniversary �Chapter One: The Seaman's Struggle For Equality "I must go down to the sea again to the lonely sea and the sky And all I ask is a tall ship and a star to steer her by'' -john Masefield T oday's Seafarers lead lives virtually indistinguishable from the vast majority of Americans. They are middle-class wage earners who work onboard vessels that have to meet stringent safety standards. Yet seamen were once among the most brutalized of American workers. In at least one important respect, they were little better than slaves. Once a seaman signed the ship's articles, he was tied to a vessel for the duration of the voyage. "From the earliest historical period, the contract of seamen has been treated as an exceptional one, involving, to a certain respect, the surrender of his personal liberty during the life of the contract,'' said the Supreme Court in Robertson v. Brown (165 US 275). Leaving a ship before the end of a journey was tantamount to desertion. Under an early sea code, desertion was punishable by death. In some jurisdictions, it was punishable by branding. The seaman's unique legal status put him at a decided disadvantage in his fight to secure a better way of life. No matter how bad conditions were for workers in other industries, they at least had the right to quit and seek employment elsewhere if they were dissatisfied with their wages or job conditions. For someone who knew a skilled trade or who lived in an area where there was a labor shortage, this could be a powerful tool. Seamen lived, slept and ate in one big forecastle. Diseases swept a ship like wildfire. But as one judge put it, "a single act of assault and battery, though exceeding the bounds of moderation, will not justify a desertion." Even in the most sympathetic court of law, a seaman being charged with desertion was at a considerable disadvantage. No matter how brutal a mate or captain was, he still was a more credible figure than a seaman, who was lumped in with "Indians The Law Was Stacked Against Seamen The first American statute to restrict the mobility of seamen was passed in 1790. It stated that a merchant seaman who absented himself from a vessel for more than 48 hours without leave from his captain, forfeited "all his wages due to him, and all his goods and chattel on board of said ship or vessel, or in any store they may have been lodged at the time of his desertion to the use of the owners." The penalties for desertion were made more stringent in 1872, when Congress passed the Shipping Commission Act. Imprisonment for a period of not more than three months was added to the list of possible penalties that could be taken against a seaman who had left his vessel in mid-voyage. A seaman who "correctly" feared for his life had the right to leave a ship. Yet a seaman who feared "only" physical abuse from his shipmates did not enjoy that right. "Seamen, as a class, are an injudicious group often given, on shipboard, to frequent and violent quarrels ... A black eye, lacerations and bruises are not too uncommon a sight," wrote a nineteenth century judge. Bucko Mates and Cruelty at Sea In court cases and early seamen's journals, there are numerous accounts of a dreaded maritime phenomenon: "bucko" mates who took delight in torturing the people who worked under them. Congress passed its first anti-flogging statute in 1850. Yet it wasn't until passage of the White Act in 1898 that an officer could be held personally liable for the physical and mental damages he inflicted on a seaman. Under American law, a captain never did have the right "to beat a man with unreasonable severity" October 1988 The Pilgrim inspired Richard Henry Dana's 1Wo Years Before the Mast. Two Years Before The Mast Publication in 1840 of Richard Henry Dana's masterpiece, Two Tuars Before the Mast, marked a pivotal moment in the seaman's struggle for equality. Before that time, most Americans had no idea of the brutal conditions which existed on board American-flag vessels. The book has lost none of its power. In the following passage, Dana describes his reaction to a flogging at sea: "Sam, by this time, was seized up, as it is called; that is placed against the shrouds, with his wrists made fast to them, his jacket off, and his back exposed. The captain stood on the break of the deck, a few feet from him, and a little raised, so as to have a good swing at him, and held in his hand the end of a thick, strong rope. The officers stood t·ound, and the crew grouped together in the waist. All these preparations made me feel sick and almost faint, angry and excited as I was. A man--a human being, made in God's likeness-fastened up and flogged like a beast! A man, too, whom I bad lived with, eaten with, and st<>0d watch with for months, and knew so well! If a thought of resistance crossed the minds of any of the men, what was to be done?...If they resist, it is mutiny; and if they succeed, and take the vessel, it is piracy. If they ever yield again, their punishment must come; and if they do not yield, what are they to be for the rest of their lives? If a sailor resists his commander, he resists the law, and piracy or submission is his only alternative. Bad as it was, they saw that it must be borne. It is what a sailor ships for. .. " and idiots" as being a special ward of the American state. In addition, a captain had access to the ship's log, where he made all the entries. Notorious Crimp System This institutionalized pattern of legal discrimination reinforced abuses that were rampant in the maritime industry. In order to be employed on a ship, a seaman had to submit to the notorious "crimp" system, where the owners of bars and rooming houses were given liens on his future earnings. The system was rigged to keep a seaman permanently in debt. The crimp often had an understanding with a captain of a ship. His rooming house or bar served as an unofficial hiring hall. The crimp system made it almost impossible for seamen to organize. In order to gain employment, a seaman had to patronize or live in one of these crimp joints. Since he often stored his goods in these places, a seaman risked losing every single material possession he owned if he lef.La vessel becaue of poor conditions. There were numerous instances of seamen being shanghaied (the term was coined in San Francisco in 1855 when seamen increasingly found themselves on runs to the Orient against their will). It was not uncommon for a crimp to get a seaman drunk to get him to sign on a vessel that was about to sail shorthanded. This was particularly common if a captain had a reputation for running a "hell-ship." Life at Sea If a seaman's life on land left much to be desired, so did conditions onboard ship. Voyages often lasted two, three years. There was a constant danger of death by drowning. There was no way of reporting unsafe conditions; no mechanism to appeal arbitrary and even dangerous conditions by one's superiors. Seamen often slept in one large forecastle. Diseases like tuberculosis often swept a ship like wildfire. Even under the best of circumstances, life at sea was claustrophobic. "Life onboard ship calls for close contact and confinement of the men with little chance, until they reach port, for recreation," wrote a nineteenth century judge. The seaman's debased existence at sea and on land was tied closely to his legal status. Before he could improve his working conditions, he had to win the fight for equality under the law. 3 �Chapter Two: Seamen's Act of 1915 Brings Freedom T here were three pivotal developments in the seaman's early fight for equality under the law. The first came in 1840 when Richard Henry Dana published his classic novel, Two Thars Before the Mast. Before that time, Americans were not aware of the abuses that existed in the maritime industry. The next important development occurred gradually over a 30-year period. It was the formation of permanent seamen's unions strong enough to protect the rights of their members. Finally, there was the rise of leaders within the ranks of the seaman's movement. The early seamen's unions were blessed with an abundance of talented and selfless people: Dan Keefe, Sigismund Danielewicz, Burnette Haskell. But it was Andrew Furuseth who gave the seaman's movement its unique voice. Seamen Get A Spokesman modes of transportation, mainly railroads. In addition, Great Britain enjoyed an overwhelming advantage because of its access to low-priced steel. Mahan Shapes the Debate; America Needs Superior Merchant Marine By the end of the nineteenth century, America's presence in the foreign trades had declined so precipitously that it was a source of great concern to military planners, most notably Admiral Alfred Mahan, who is generally considered to be one of the nation's most brilliant naval tacticians. Mahan alleged that the United States would never be a first-class power unless it developed and maintained a superior navy and merchant fleet. Throughout history, said Mahan, there had always been a close connection between a country's maritime capability and its status as a world power. His observations gave seamen a more receptive audience than they might otherwise have enjoyed when they argued for reform of the maritime industry. The formation of the International Seamen's Union in 1892 out of a group of bickering, unaffiliated unions gave the seamen's movement a veneer of unity to the outside world. More Seamen Win important, it gave them a respected Legislative Victories spokesman, Andrew Furuseth, who could represent their interests in In 1895, Congress enacted the MacWashington, D. C. Guire Act, which did away with the There has never been anyone more worst abuses of the crimp system and effective in making the public aware abolished the penalty of imprisonabout the need to reform conditions ment for seamen who had "deserted" in the maritime industry. To the outtheir vessels. This was a monumental side world, Furuseth, with his stooped step forward in the emancipation of shoulders, lined face and eloquent seamen. speech, was the living embodiment of Yet two years later, the Supreme the American sailor. Court handed down a case, Robertson He was born in 185 4 in Furuseth, v. Brown (165 US 275), which seemed Norway. Forced to leave school at an to reverse at least part of the Macearly age, he was a self-taught scholar, Guire Act. The court upheld the confluent in English, German, Dutch, viction of seamen who had "deserted" French and Norwegian. Like many the S.S. Arago on a coastwise run. other Scandinavian seamen of his era, Writing a vigorous dissent, Justice he eventually made his way to the John Harlan called the decision "Dred West Coast of the United States, sailScott II," and said that instead of ing, for the most part, on the elegant hunting runaway slaves, Americans schooners which were being rendered could now hunt runaway seamen. obsolete by new technology. Furuseth's Coast Seamen'sjournal Furuseth became secretary of the was even more concise. It said that Coast Seamen's Union in the 1887, the difference between a slave and a two years after that union was formed . seaman was about $15 a month. The Seamen's Act of 1915, known as the Magna Carta of American seamen, set minimum One of the first things he did was to By this time, Furuseth was spendsafety standards and removed many remaining legal restrictions. It was sponsored by Senator Robert La.Follette (right inset above), a long-time ally of Andrew Furuseth (left inset above). establish the Coast Seamen 's]ournal. ing a good portion of his time in The seamen's bill provided a two-watch system for the deck force and a three-watch system He understood the importance of Washington, D.C. lobbying Congress. for the engine gang, plus a maximum nine-hour working day in port. It set a more liberal communication and the power of the In 1898, Congress passed the White schedule for rations and a minimum 100 cubic feet of space per man in the forecastles. written word. Act. Amopg other things, it made Previously, each man had been allotted 72 cubic feet, which Furuseth described as "too large for a coffin, too small for a grave." Also, the law specified that bunks in forecastles could be no He had the ability to make people licensed officers liable for their acts of more than two high. sit up and listen. "Tomorrow is also a brutality. The law also decreed that 75 percent of the crew must be able to understand the comday," he said after a bitter defeat. "You mands given in the English language. It decreed that the sailor could no longer allot part of his can put me in jail," he once said, "but wages to creditors before signing a vessel. And he could no longer be imprisoned on charges Political Climate Helps of desertion if he left his ship before the end of a contracted voyage . you cannot give me narrower quarters Progressive Causes; than as a seaman I have always had . Seamen's Act of 1915 You cannot give me coarser food than Enacted I have always eaten. You cannot make me lonelier than I have always been." Meanwhile, Americans were slowly but surely expanding the rights of the working people. There was a widespread backlash against the conglomerates Maritime in Turmoil which now controlled the economic life of the nation. Furuseth came to prominence during a troubled period in the history of the Tragedies like the Triangle dress factory fire, where hundreds of innocent immaritime industry: migrants-mainly young women-were killed, created an upswell of support for Seamen and other workers were just beginning to establish permanent unions more stringent safety standards. capable of protecting their rights. The gradual transformation of businesses into A turning point in the maritime industry came in 1912 with the sinking of the corporations had created an impetus for a national labor organization. This led Titanic. The highly publicized deaths of so many prominent people made Americans to the creation of the American Federation oflabor (AFL) in 1881. aware of the perils that seamen faced on a daily basis. Furuseth (who in 1908 had been named president of the ISU) and his closest Wages for West Coast sailors were slightly higher than those of their East Coast ally in Washington, D.C., Robert Lafollette, the progressive senator from Wisconcounterparts. Still, the depressed conditions in the maritime industry created hardships for all seamen. Many of the early strikes and organizing drives called by sin, were able to capitalize on this changed public mood. In 1915, Congress the ISU and Coast Seamen's Union ended in failure. enacted the Seaman's Act of 1915, which abolished many of the remaining legal restrictions against seamen. The United States merchant marine reached its zenith in the decade before the Civil War. With its beautifully designed schooner ships, it was on the cutting edge Woodrow Wilson signed the bill into law. His motives were not entirely altruistic. World War I had created an insatiable demand for America's neutral shipping. of modern technology. Yet this was to change. The Civil War and the switch to steamships ushered in While Wilson intended to keep this nation out of the war, he felt that this nation a dark era for American shipping. This decline was accentuated by America's needed a reliable source of sealift just in case. In 1917 America was dragged into preoccupation with its vast internal markets and by the growth of alternative the conflict. American seamen were the first to die for their country: 4 ·. SIU Fiftieth Anniversary �Important Dates In Maritime Labor 1803: The seamen of New York go on strike and win a $7 increase from their base pay of $10 a month . 18 37: Seamen in Boston go on strike. 185 4: The first union of marine engineers is formed on the Great Lakes. It quickly fades but is revived in 1863 and 1875 to become the National Marine Engineers Beneficial Association. 1863: Seamen on the Great Lakes form the Seamen's Benevolent Union of Chicago. It does not engage in collective bargaining, but concentrates on taking care of the sick and indigent. 1866: The Seamen's Friendly Union Society is formed in San Francisco. It elects Alfred Enquist as president and George McAlpine as secretary. It doesn't last very long. 1875.: The National Marine Engineers Beneficial Association is formed . 1877: Longshoremen on the Great lakes organize. 1878: The Seamen's Benevolent Union of Chicago is revived under the name Lakes Seamen Benevolent Association. Dan Keefe heads this organization, which tries to engage in collective bargaining. 1878: The Seamen's Protective Union in San Francisco is formed . It boasts 800 members but doesn 't last long. 1883: The Marine Firemen 's Union is formed . 1885: A group of disaffected seamen meet on the Folsom Street wharfand form the Coast Seamen's Union. Billy Thompson is elected president. 1886: The Steamship Sailors Protective Association is formed. 1887: Andrew Furuseth is elected secretary of the Coast Seamen's Union. He stares printing the Coast Seamen's journal, a union publication. 1891: The Coast Seamen's Union and the Steamship Sailors Protective Association merge, creating the Sailors Union of the Pacific. 1892: The National Longshoremen's Association is formed in Detroit. This eventually becomes the International Longsh~~emen's ~sociation in 1895. 1892: A convention of seamen is held in Chicago, with delegates from the various unions now organized on the West Coast, the Great Lakes and the Gulf of Mexico in attendance. East Coast unions are too poor to send delegates. The convention gives birth to the National Seamen 's Union, which is later rechristened the International Seamen's Union . Charles Hagen is the first president; Thomas Elderkin is the first secretary and James Mclaren is the first national organizer. 1908: Andrew Furuseth is elected president of the ISU. 1915: Congress enacts the Seamen's Act of 1915, which abolishes most remaining legal restrictions against seamen. 1919: The Industrial Workers of the World (IWW) establishes the Marine Transport Wbrkers Union No. 510. 1921: The ISU, which now boasts a membership of 115,000 seamen , is dealt a near-fatal blow during an ill.fated industry-wide strike. 1928: The Marine Workers Progressive League, a communist-dominated organization, is formed . It later becomes the Marine Workers' League (MWL) and then the Marine Workers Industrial Union. 1929: The membership of the ISU now stan ds at 3,000. 1934: The West Coast Strike of 1934 reinvigorates maritime labor. 1937: The National Mariti me Union is formed . The ISU is forced to disband . A tern porary AFL seamen's union is established on the East and Gulf coasts. Robert Chapdelaine is acting chairman. John "Whitey" Hawk heads up the Atlantic region; Matthew Bi~ is in charge of the Gulf Coast. 1938: The American Federation of Labor presents SUP head Harry Lundeberg with a charter to form a new international seamen's union, to be composed of autonomous affiliates. Matthew " Duke" Dushane is named acting chairman of the A&G District. Morris Weisberger, a top Lundeberg aide, takes a month's leave to go to New York to help set up operations for the new union. 1948: The SIU of Canada is established. Within three years, its membership grows from 200 to more than 6,000. 1949: The Brotherhood of Marine Engineers (BME) , a forerunner of District 2-MEBA, is formed . 1951: The American Federation of Labor presents a charter to the Marine Cooks & Stewards, AFL. Chapter Three: Maritime Enters Dark Age T he period between 1916 and 1934 is routinely described in the history books as the "Dark Ages of the maritime industry." The era started out on a promising note. Congress had just enacted the Seamen's Act of 1915; World War I made it possible for seamen to dramatically improve their wages and working conditions. Maritime's lobbying machine in Washington, D.C. remained effective. In 1920, Congress passed a piece of legislation, the Merchant Marine Act of 1920, which established the Federal Maritime Commission and strengthened existing restrictions against foreign participation in the domestic trades. This bill became known as the Jones Act. Had it not been enacted into law, there might not be an Americanflag merchant marine today. In 1919, the International Labor Organization was created as part of the Versailles Peace Treaty. This gave seamen and other groups of workers an international forum to improve worldwide conditions. Red Scare Sweeps Country Seamen were able to win impressive increases during a strike in 1919. Yet there was an ugly new mood in this country which would have important ramifications for all workers. The Bolshevik Revolution in Russia in 1917 had created a serious backlash amongAmerican voters. America was now gripped with a "red scare." For the moment, strikes and other legitimate forms of job action smacked of revolution in the minds of average Americans. Many of the gains that workers had made during the previous 20 years were now in jeopardy. An example of this was the ill-fated Maritime Strike of 1921. An Ill-fated Strike Breaks the ISU By now, demand for American shipping had decreased substantially from its peak in World War I. This gave the shipowners the upper hand. Even though the owners were forced to capitulate in the Strike of 1919, the general trend was on their side. They prepared diligently for the next round. When the next set of contract negotiations came around, they played hardball. After an all-ports strike was called by the ISU on May 1, 1921, the shipowners set up their own hiring halls. The strike was broken and the ability of the ISU to act as an effective bargaining agent for seamen was destroyed. While ISU President Andrew Furuseth retained the overwhelming respect of American seamen, he became increasingly removed from the day-to-day operations of his union. The numbers tell the story. In 1921, the ISU had a war-inflated membership of 115,000 seamen. By 1929 there were fewer than 3,000. Shipping companies like the International Pacific Marine Co. set up their own hiring halls after the ill-fated 1921 Maritime Strike. The IWW made great strides among disaffected seamen. The Growth of Rad ical Organizations On th e Waterfront During the 1920s, radical groups like the Industrial Workers of the World (IWW) and the communistdominated Marine Workers Industrial Union tried to make inroads among the rank and file, who suffered terribly during this period. Indeed, during the '20s and early '30s, "the ISU's major adversary... was not the shipowner, but the IWw," wrote Philip Ross, labor historian at Cornell University. "The Wobblies made no bones about where they stood," wrote Ross. " (Their mono was that) the employer class is a class of social bloodsuckers ... (They felt there was) no such thing as a good boss or a bad wage earner." " The overriding precept of the IWw," said Ross, "was the necessity for workers led by their unions to respect all picket lines, a principle which led to the condemnation of all bargaining contracts. War with the AFL unions was inevitable since the essence of American unionism was the getting and preserving of gains in such bargaining agreements whose quid pro quo for the employer was a no strike clause. ''As a group consisting largely of nomadic single men whose working life offered them much opportunityto read, reflect and argue, many seamen were attracted to IWW ideology with its emphasis on worker solidarity and the spirit of an injury to one is an injury to all . In particular, seamen were tempted by the advantages of industrial unionism despite the fact their unions from their origin were organized on a craft basis." Despite their strong pro-worker stance, the Wobblies did not pose much of a threat to the ISU. Their innate distrust of any kind of bureaucratic structure made it impossible for them to build a union capable of organizing on a mass scale. -continued next page _October 1988 5 �AFL President William Green issued a charter to the SIU. John L. Lewis changed the face of the labor movement. FDR pledged a New Deal for Americans. He revitalized the American-flag merchant marine. The First American-Owned, Panamanian-Registered Vessels Seamen were not the only group of workers to be hurt during this period. Most industrial workers suffered reductions in living standards. Still, some groups, especially those in the skilled trades, actually prospered during this period. Conditions for seamen were exacerbated by the decline of the maritime industry. Still, things could have been much worse . In 1917, American companies made use of a lax registry system in Panama to evade the modest provisions of the Seamen's Act of 1915 . But while the Harding, Coolidge and Hoover administrations could not reverse the decline of the American-flag merchant marine, they did nothing to encourage the mass exodus of American shipping companies overseas. In part, this was because of the bad reputation of Panamanian-registered vessels. In this era of Prohibition, they were linked in the public 's mind with "rumrunning'' expeditions. The Great Depression For many Americans, the 1920s were a period of great prosperity. Yet the glittering boom was built on a shaky foundation . Much of the nation's new-found wealth was not real : it existed only on paper. It was fueled by speculation and easy credit. The whole system came crashing down on October29, 1929, "Black Tuesday," when the value of all stocks traded on the New York Stock Exchange fell almost by 20 percent in one day. This ushered in one of the darkest periods in American history, the Great Depression. During the next three years, the total net worth of the United States fell by one-half, from $82 billion to $40 billion. Despair and poverty gripped the nation. Wages plummeted; unemployment soared. America's industrial machine ground to a virtual halt. The Great Depression was not just confined to the United States. There were severe political and social dislocations in every part of the globe. War clouds gathered over Europe and Asia. Democracy and freedom were on the run. Yet in one important respect, it was an era of hope. During the darkest days of the Great Depression, the American people voted overwhelmingly for New York Governor Franklin Delano Roosevelt. In his acceptance speech on January 20,. 1933, he made the following promise: "I pledge you ; I pledge myself, a new deal for the American people." The 1929 Stock Market Crash ushered in the Great Depression. Despair gripped the nation. The 1917 Russian Revolution sent shockwaves through the nation. Strikes became suspect. The New Deal ushered in an era of hope for Americans. Workers' rights were expanded. 6 SIU Fiftieth Anniversary �Chapter Four: The Seaman's Movement Is Reborn pon taking office, Franklin Delano Roosevelt immediarely began laying the foundation for a national recovery. He introduced legislarion aimed at improving the living standards of all Americans and providing the ten million people without jobs wirh temporary relief Within two years, he had passed the Social Security Act, the Civilian Construction Corps, the Work Progress Administration, the National Industrial Recovery Act and a host of other legislation. Having served as assistant secretary of the Navy during World War I, Roosevelt had a keen interest in the maritime industry. Alarmed by rhe decline in the American-flag merchant marine, he persuaded Congress to enact the Merchant Marine Act of 1936. This historic piece of legislation established a system of subsidies which reversed the decline of the American-flag merchant marine and enabled this country to enhance its badly-deteriorated sealift capability. He also signed into law the Wagner Act of 1935, which made it possible for unions to organize workers on a scale never before imagined. Indusrry by industry, workers flocked to organized labor. Yet this period was not without its difficulties. U Split in Organized Labor In 1935, organized labor splir into two hostile camps: the American Federation of Labor and the Committee of Industrial Organizations (later named the Congress of Industrial Organizations). The CIO was founded by Mineworkers PresidentJohn L. Lewis, who believed that organized labor had to embrace industrial trade unionism. Yet only 16 of the 109 unions which were affiliated with the AFL were industrial unions; the rest were craft unions which represented one type of worker (plumber; cigarmaker). When the AFL voted against organizing workers on an industrial basis in October 1935, Lewis resigned from the AFL executive board and formed the Committee of Industrial Organizations. This split had important consequences for organized labor. For one thing, it was a leading ca use for the establishment of the SIU. "I am convinced,'' said George Meany, who took over from Green in 1952, "that these differences of opinions that caused the split could have been worked out within the framework of the American Federation of Labor. There was no need for a split." Yet according to Meany, there was a bright side to this development. "The fact that the CIO was set up had a tremendous effect on industrial workers. When this split came, the old AFL conservatives were under attack, and they got off their butts and went to work." cargo through the picket lines on Pier 38 on the Embarcadero in San Francisco. On July 3, more than 5,000 seamen, longshoremen and other workers watched as a convoy of loaded trucks tried to make their way through the picket ines on Pier 38. All hell broke loose. OnJuly 5, the banle began again. This day became known to future generations of seamen as "Bloody Thursday." According to SIU historian John Bunker, ''pickets set cars on fire, hundreds of policemen charged the mass pickets, and a full-scale engagement began, with bricks and bullets, clubs and tear gas on nearby Rincon Hill, a knoll along the waterfront ... 1\vo picketers were killed; scores wounded." On July 16, a full-scale general strike was called. "This ... paralyzed the city. Nothing moved. Stores closed. Only a few restaurants were permitted to open. Business life came to a standstill," wrote Bunker. The strike was called off on July 19 when the Joint Strike Committee representing 120 striking unions agreed to put all demands to arbitration. Maritime workers made substantial gains. Historian William Cahn said that "the West Coast maritime strike was a harbinger of things to come in other industries: steel, auto, rubber. It set an example of union solidarity.. . that proved unbeatable." Seamen were among the first group of workers to respond to the changed political conditions brought about by the Great Depression (bottom photo). In 1934, they rose up en masse to support striking longshoremen on the West Coast. The authorities responded with police barricades to keep seamen from their ships (top photo). Even though they were clubbed and jailed (inset), their resolve was strengthened (middJe photo). 1\vo seamen, Howard Sperry and Nick Bordoise, died in what future generations of seamen have called "Bloody Thursday." This marked the resurgence of the seamen's movement, which had been in a state of decline since the ill-fated strike of 1921. Bloody Thursday Seamen were among the first group of workers to respond to the changed political situation in this country brought about by the Great Depression. On the West Coast, they rose up en masse to support striking longshoremen, who were seeking an increase in their pal try S10 a week salary. The strike began on May 9, 1934. Within days, shipping in San Francisco and other West Coast ports was at a standstill. The shipowners and port officials were determined to break the strike. They decided to run October 1988 7 �Chapter Five: The SIU Is Born Out of the Ashes of ISU T he revival of union fervor on the waterfront spelled trouble for the International Seamen's Union. Its leadership was weak and divided. The organization had ceased to have any credibility with seamen. The day-to-day operations of the ISU had passed from Furuseth to Victor Olander, Dave Grange, Paul Scharrenberg and a number of other officials. These officials were not exactly what one would call militant: they had to be coerced into supporting the longshoremen during the 1934 strike. Many, including Furuseth, favored government hiring halls. In 1934 Harry Bridges, president of the Pacific District of the International Longshoremen'sAssociation, formed the Maritime Federation of the Pacific. The new federation sought to provide a forum for maritime unions to discuss issues of common interest. The leaders of the International Seamen's Union strongly opposed this organization. But the MFP had attracted a great deal of support during the 1934 strike. Its militant stand during that period contrasted sharply with the one taken by the ISU. As a result, the ISU leaders suffered a serious blow to their prestige. By 1935 discontent within the ranks of the ISU had become rampant. Dissidents within the union started printing a newsletter which later became the official organ of the NMU. The headline on the first issue became a rallying cry for CIO seamen: "It's time to go I heard them say, I heard them say it's time to go." The leadership of the ISU found itself increasingly isolated. In 1936, they pushed through a constitutional amendment which permitted the revocation of an afftliate's charter at any time and for any reason. Afraid of the growing popularity and militancy of SUP head Harry Lundeberg, they revoked the charter of the Sailors Union of the Pacific. Sailortown during the 1936 strike. The strike marked the beginning of the end of the ISU. Harry Lundeberg's militant stand in favor of the hiring ball attracted widespread support. 1936 Strike Breaks Out The beginning of the end for the ISU started in 1936 when a West Coast strike broke out. ISU officials resisted calling a sympathy strike on the East Coast. For the few remaining faithful, this proved to be the last straw. Bridges tried to fill in the vacuum on the West Coast, but he had little luck. Longshoremen and seamen had historically been at odds out there, and besides, Bridges' well-known left-wing sympathies were out of sync with the political mood of most West Coast sailors. The ISU attempted to establish an alternative West Coast sailors union, but it attracted virtually no support. West Coast sailors remained overwhelmingly loyal to the SUP. On the East Coast, the situation was fragmented. There was no strong, autonomous seamen's union capable of providing leadership. NMUFormed A sitdown strike on the S.S. California in March 1936 thrust Joe Curran, an unknown bosun, into the national limelight. He soon formed a close alliance with Bridges and other CIO officials. A new union, the National Maritime Union, was formed in May 1937. Within a year, the NMU was able to pick up a majority of the contracts of the old ISU. "Curran was aggressive, articulate and ambitious and the times suited him well," wrote SIU historian John Bunker. "It was evident, judging by those who surrounded and supported him, that Curran was willing to front for the strong cadre ofleft-wingers in the new union." Large numbers of East Coast seamen refused to join the NMU. Many felt that the NMU was dominated by left-wing elements; others remained Joyal to Andrew Furuseth and the AFL and blamed the ISU's decline on Victor Olander, Dave Grange and Paul Scharrenberg. The NMU applied for membership in the newly-formed CIO. This prompted the AFL, which was in a life-and-death struggle with the CIO, to respond. "By 193 7 the dispute with the CIO really got hot; (in May) there was a closed convention of the AFL in Cincinnati, with no press and no outsiders," recalled George Meany in a taped interview with Archie Robinson. "It was at this point that the AFL really started to move; all the AFL unions started to organize." Fearing that the AFL might be shut out of the waterfront, AFL President William Green requested the resignation of the ISU's top leadership. A temporary charter was issued in August 1937. Green, ILA President Joe Ryan and AFL organizer Holt Ross were named to the executive committee. In December 1937, a new committee, headed by Harry Lundeberg, was put together. Robert Chapdelaine was named temporary head of the new union. On October 15, 1938, at its convention in Houston, Texas, the AFL presented SUP head Harry Lundeberg with a charter to form a new international seamen's union. Morris Weisberger, a top Lundeberg aide, took a month's leave to go to New York and help set up operations for an autonomous affiliate, the Atlantic and Gulf District. A skeletal structure was already in place. Matthew "Duke" Dushane was acting chairman of the new A&G District. John "Whitey" Hawk was in charge of the Atlantic region; Matthew Biggs headed up the Gulf Coast. At first, there was little interaction between the two regions. Members shipped out on either a Gulf or an Atlantic Coast book. That wouldn't change for a number of years. From the beginning, the Atlantic and Gulf District of the SIUNA was known simply as the SIU. 8 An AFL hiring hall during the 1936 strike. The white caps symbolized support for Lundeberg. SIU Fiftieth Anniversary �Chapter Six: SIU Lays Strong Foundation for Future T he SIU did not have an easy birth. The new union had 500 members, few resources and only nine contracted companies. "In the beginning," said Ted Babkowski, book number B-1 and a charter member of the union, ''there was virtually nothing.'' "I started shipping in Baltimore," said Babkowski. "The first union hall was on Pratt Street. We had one desk. One bench. No money. "Bill McKay was the port agent there. We had to move be~ause the rent was $7 and we couldn't make it." The SIU Has a Tough Go The NMU, by contrast, had organized a majority of the companies under contract with the ISU. By 1939, it claimed a membership of 35,000. "We had a tough go," said charter member LS. Johnny Johnston. "The NMU was breathing down our neck, making it hard for any seaman not belonging to their union. You could look for a dumping if caught by their beef squad leaving or returning to your ship. "It was hard, and as I look back today I wonder what kept the men fighting when it was so easy just to walk into any NMU hall, throw your ISU book on the counter and get an NMU work permit." Still, the nucleus for a new union was there. "The AFL was able to hold onto Delta and Waterman Steamship and a number of other companies," said Johnston. There was an intense rivalry between AFL and CIO unions. The split between the two organizations was a leading cause for the formation of the A&G District of the SIUNA. The union hall at 51 Beaver Street in N.Y. was like a second home to many Seafarers. SIU members welcome a friend back from a dangerous run during World \v.lr II. Battle With CIO Heats Up The SIU, like all other unions during this period, was preoccupied withJohn L. Lewis's decision to break away from the AFL and form the CIO. Dual unionism, as it was called, was the single overriding reality for all trade unionists until 195 5. That was the year that George Meany engineered an historic merger between the two national organizations. In order to remain a viable force on the waterfront, the AFL needed to re-establish itself on the Atlantic and Gulf Coasts. It already had a solid base on the West Coast with the SUP. Early editions of the Seafarers LOG devoted a lot of space to the rivalry between the two national organizations. There was a constant barrage of unflattering stories aboutJohn L. Lewis, Joe Curran, Harry Bridges and other leading CIO figures. Needless to say, there was no love lost on either side, and the compliments were returned in style. The Hunter and the Dog The SIUNA held its first convention in San Francisco, Calif. in 1942. Great progress had been made since the union's inception in 1938. World War II had created many new jobs. Seafarers writing home from the union hall at 51 Beaver Street just before the war's end. In his later years, when asked to put the split into perspective, Meany would say that the CIO had made several important contributions to the labor movement. He felt that the CIO had forced the AFL unions to "get off their butts and organize new members." In addition, he lauded the CIO's commitment to political action and racial equality. Yet he and many other AFL leaders had one overriding problem with the CIO which they were never able to reconcile. "Lewis brought in all the hot-shots, the radicals and the Communists that were in other unions . They all flocked to Lewis and he took them all in. They were outstanding organizers; they could get people to join. They were not very good at conducting the affairs of the union. " When (Ladies Garment Workers President David) Du bi~sky would argue with Lewis about using Communists as organizers, he said to Dubinsky, 'Well, who gets the bird-the hunter or the dog?' In other words, the communist organizer was the dog and Lewis was the hunter." Lundeberg and Curran In a sense, the differences between SIUNA President Harry Lundeberg and NMU President Joe Curran mirrored those of William Green and John L. Lewis, the heads of their respective national organizations, the AFL and the CIO. In taped conversations with Archie Robinson towards the end of his life, George Meany pretty much summed up the AFL position on this issue. He differentiated between a member's individual beliefs and the wisdom of allowing the entire administration of a union to fall under the control of non-democratic forces. Meany's views were shaped by the times. He and other AFL leaders had witnessed from a distance the rise of Fascism in Germany. They had seen trade unionists and others put to death for their commitment to democratic principles. This was not just a theoretical issue to them. "In the final analysis," said Meany, "no matter what type of dictator takes over a country, the first thing he does is destroy worker freedom. If he's going to dictate, he has to have control of the workers. That's the reason every dictatorwhether military, right wing or left wing-begins by wiping out the freedom of workers. They wipe out free trade unions. "The Communist Soviet philosophy back in those days was to try to bore into the American industrial scheme and they looked upon communication and transportation as being very important. -continued next page October 1988 9 �"They would have liked to get control of the radio system-anything to do with communications. They would have liked to get control of trucking if they could; city transportation was very important to chem. "They did get control of radio operators on ships that union became strictly under the control of the Communists. They had control of certain shipping; they had control of the National Maritime Union." SIU Members Help Fuel the War Effort Communist Presence in the NMU The Communist Party has never played a prominent role in American political life. After the McCarthy era, its influence became negligible. But during the Great Depression and World War II, it achieved a certain respectability which it sought to convert into power. For a while, it exerted a considerable influence in a number of CIO unions, one of which was the NMU. ''The NMU was the crown jewel of the Communist Party,'' wrote Philip Ross in his history of the SIU. Five out of six members of the NMU's executive council were members of the Communist Party. The only one who wasn't was NMU President Joe Curran, and he flared AFL resentments by marching in the 1936 May Day parade. "The Party had become the vehicle for the young man of conventional ambitions, f• wrote Murray Kempton, one of this nation's most respected journalists, in his classic book on the era, Part Of Our Time. "The Communists made the decisions and assigned the offices. Membership in the waterfront section of the party had become more necessary for the careerist in the NMU than the Rotary Club ever hoped to be in more ordinary societies." The NMU Pilot had a communist editor, and it pretty much followed the Party line. After Hitler and Stalin signed a non-aggression treaty, the Pi,/ot was strongly in favor of the United States remaining neutral. Yet the week after the Germans invaded the Soviet Union, the Pilot strongly urged the United States to enter the war on the side of the Allies. Wobs Played a Role A good many of the early members of the SIU were former Wobblies who staunchly opposed what they perceived was the communist domination of theNMU. "As individuals," wrote Ross, "many Wobbly members played important roles during the stirring organizing years of the middle and later 1930s. By and large, Wobs were to be found closely allied with Harry Lundeberg in his battles with the Communist demand for its services. World War II transformed the American merchant marine into the largest in the world and defined a whole generation of seamen. World War II created so many new jobs for American seamen that the SIU was forced to move out of its cramped quarters at 2 Stone Street into a new union hall at 51 Beaver Street. In the beginning, there weren't enough seamen or ships to carry on the war effort. Once again, America had been caught short. The federal government ran advertising campaigns trying to persuade seamen to enlist. Shipyards were on an all-out schedule to meet the unexpected demand for vessels. "I remember seeing a government poster for the American-flag merchant marine," said Jim McCue, a former member of the SIU. "I decided that this would be a good way to help my country." Some seamen, determined to serve their country, joined the merchant marine because they couldn't pass the physical for the armed services. "They wouldn't take me," said SIU Vice President Red Campbell, "so I joined the merchant marine. For a while, I was the only male between the ages of 16 and 60 on my block." "With the outbreak of war," wrote columnist James J. Kilpatrick, "merchant seamen received additional military training. Shipping articles were changed so that seamen could be ordered to such ports and places in any part of the world as may be ordered by the U.S. government. A War Shipping Administration took over the merchant ships for service consistent with strategic military requirements." Seamen suffered the second highest casualty rate of the war. President Roosevelt talked about extending G. I. benefits to seamen, but he died before he could take action on that issue. Still, seamen had at least the satisfaction of knowing they had served their country. And it made for some truly wonderful sea stories. Torpedoed Seven Times Asst. Sec.-Treas.J.P. Shuler handles this member's beef. Party.'' "There were ships sailing SIU during the war, "wrote Ross, "which were crewed from master down to ordinary seamen, top to bottom, with only Wobs." The new union organized companies like calmar. SUP Gave A Helping Hand For the first few months of its existence, the SIU was little more than a shell organization. Until 1940, the union was run by SUP organizers. But the stated goal of Harry Lundeberg was to enable the A&G District to become a fully autonomous member of the SIUNA. Right before the first election, the SUP organizers returned to the West Coast. Speaking about this at the first SIUNA convention in 1942, john Hawk, the first popularly-elected secretary-treasurer of the SIU, had this to say: "The SUP men when they came east had promised the seamen that the SUP was not moving in to control the new organization, but only to give it fraternal support until it got off its feet. Now that the District was obviously on a sound organizational basis, the SUP brothers wisely decided to tum the leadership over to the men elected from the rank and file." Security In Unity; Brotherhood of the Sea Helping to build up the A&G District was consistent with Lundeberg's philosophy of trade unionism. He believed that affiliates of an international should be free to run their own affairs, but that they should band together on larger issues. Above all, Lundeberg believed that the various affiliates had an obligation to support one another. Simply put, he believed in the two mottos of the SIUBrotherhood of the Sea and Security In Unity. Organizing Drives The new union won a number of important organizing drives and strikes against Alcoa, P&O, Calmar, Ore, Robin, Bull Line, Eastern Steam Ship and other companies. But more than anything, the outbreak of World War II turned the new union into a viable organization. In a sense, it was a repeat of what happened during World War I. America was once again the world's largest neutral shipper, and there was an explosive 10 "One of our members, Bobby Burton, set a record for being onboard seven vessels hit by German torpedoes and still surviving," said SIU Secretary Joe DiGiorgio. "He became something of a celebrity among seamen. I remember going onboard a ship and seeing him. I got right off. Damned if the vessel wasn't torpedoed." "They wouldn't let us use electric razors onboard ship because they thought that we might send signals to the Germans with them,'' said Red Campbell. "We had to go to bed with our clothes on in case we got hit by German torpedoes. When that happened, every second counted." Liberty Ships and Hog Islanders In the early days of the war, the United States was lucky to have a supply of Hog Islanders left over from World War I. The Hogs, named after the shipyard just outside Philadephia, Pa. where they had been built, were the first -"els mass-produced ~n American shipyards. They were the inspiration for a w!£ new generation of World War II vessels, the Liberty vessels, which Presi<lcnt Roosevelt dubbed the "ugly ducklings" of the American-flag fleet. American seamen developed a strong attachment to these old ships . They may not have been the most beautiful vessels, but they were sturdy and dependable. T SIU Wins War Bonus Benefits Throughout the war, the SIU attracted growing attention because of its tough stands. It was able to win impressive wage increases for its members, and took the lead in fighting for War Bonus benefits. In 1939, SIU crews started walking off ships to gain this important benefit for its members. The United States was neutral, but American ships were still at risk. In September 1941, before America was engaged in the war, it tied up 20 ships on this issue. Roosevelt stepped in and said that "the ships must sail or else." Hearings were held in Washington , D .C. before the newly-created National Defense Mediation Board (NDMB) to resolve the dispute. The NDMB granted an immediate increase in war bonuses for unlicensed seamen. By the end of World War II, the SIU had established itself as a presence on the Atlantic and Gulf Coasts. Speaking about these early days, Ted Babkowski had this to say, "Help from the SUP was critical. Then World War II came along and created a lot of jobs for us. "Afterwards, Paul Hall took over as director of organizing. He signed up Isthmian and Cities Service and turned the SIU into the most powerful union on the waterfront." SIU ·Fiftieth Anniversary �Chapter Seven: The SIU Fights For Democracy In WWII The SIU bad barely been formed when World War II erupted. SIU seamen played a pivotal role In that war, carrying troops and ammunition overseas. John Bunker, former bead of tbe union's historical research department, wrote the following article on tbat Important period In our nation's history. It appeared In tbe LOO as part of 26-part series on the b'lstory of the union (check Individual issues from 1980-1982). Bunker, a former reporter for The Chris · n Sc ence Monitor, started writing/or the SIU In the 1940s. He Is best known to SIU members/or The SIU at War, a pamphlet be wroti during World W4 II wblcb chronicled tbe heroic efforts of SIU members. M embers of the Seafarers International Union were on the front lines of batdeath. The Alcoa Pilgrim, loaded deep with 9,500 tons of bauxite for Mobile, tle in World War II. They carried guns, planes, gas and "ammo" to a dozen caught a "tin fish" and went down in 90 seconds with heavy loss of life. SIU men made the hazardous run to Russia, including the famous convoys of beachheads and to supply ports and island bases all over the world from the Aleutians to Algiers. July and September 1942, which were hit by subs and bombers and lost many ships in those cold, Arctic waters. SIU Even before the United States had crews made all the hazardous war officially entered the war against Gerruns---all the bloody beachheads. Unmany, Italy and Japan, SIU sailors sung "heroes," in a way, were the knew what it was like to be torcrews who spent months on tedious pedoed and put adrift in open boats trips to supply bases behind the tides hundreds of miles from the nearest land. of the battle. On May 21, 1941, long before Pearl Harbor, a submarine stopped the unInvasion of Normandy armed S.S. Robin Moor of the Robin There wasn't a beachhead from Line on route from New York to Anzio to the Philippines; from NorSouth Africa. Captain William Myers mandy to Okinawa, where SIU crews was given 20 minutes to abandon were not in the forefront of war. They ship, after which the U-boat's gunners took part in the longest battle of the put 33 shells into the freighter and war too--the fight to keep England sank her. After the sub disappeared, supplied with food, gas, guns and the 45 survivors struck out for land in other war supplies. four boats. Fortunately, all four were Thousands of SIU seamen took picked up but not until the fourth part in the greatest resupply in the boat had traversed 700 miles of open ocean. history of the war---the invasion of the When the first survivors were French coast in June of 1944. larided and news of the sinking stirred They had an important role in the nation, President Roosevelt sent a landing the 2,500,000 troops, the 17 special message to Congress in which million tons of ammunition and suphe said that American ships would not plies and the half million trucks and be intimidated. "We are not yielding," tanks that were put ashore there in he said, "and we do not propose to Survivors of tbe Robin Moor, the first American-flag vessel to be hit during World War II. the first 109 days after D-Day. yield." There were myriad tales of heroism as SIU ships steamed their embattled Government recruiting posters promoted American seamen suffered the second highemployment onboard American vessels. est casualty rate of World War II. way across sub-infested seas. German U-Boats Take the case of the S.S. Angelina Prowl Seas of the Bull Line. This SIU freighter When German U-boats brought the was westbound in October of 1942 war to the very coasts of the United across the North Atlantic where it beStates early in 1942, SIU seamen were came separated from the rest of its among the first to feel the brunt of it. convoy in a violent storm. Wind The City of Atlanta was northdriven waves over 30 feet high conbound off Cape Hatteras on January tinuously wracked the ship. Just before midnight on the 17th, a Ger19, 1942, when it was torpedoed by a German submarine. The ship sank so man torpedo exploded in the engine fast that there was no time for the room, killing the black gang and crew to launch the lifeboats. Only flooding the engine spaces. three men survived; 39 were lost. The Only one boat could be laur.lched three survivors were rescued by the and, being overloaded with crewmen SIU-contracted S.S. Seatrain Texas. and Navy armed guard gunners, it was Less than a week after this, the SIUsoon capsize_~ in tremendous seas. manned S.S. Venore, an ore carrier, Some managed to hold on to the grab rails on the bottom of the boat, but was torpedoed off Cape Hatteras with one by one they were swept away by the loss of 18 men. Following quickly New Yorkers thronged Times Square to celebrate VE Day. World War II was nearly over. the numbing cold and the battering in the wake of this sinking were a waves, until only a few remained. long list of SIU ships, all of them unThese would have died, too, were armed and unescorted. it not for the heroic efforts of the There were the Robin Hood, the ship's carpenter, Gustave Alm. It was Alcoa Guide, Pipestone Country, the Alm who urged the weary desperate Major Wheeler, the Mary, and many men to "hang on ... hang on." When more as U-boats enjoyed a field day one of them would drop away from along the Atlantic Coast, in the Gulf of exhaustion, he would bring him back Mexico and in the Caribbean. and help to hold him on until he Two boats from the Pipestone revived. When someone said, "I've Country were adrift for 16 days before had enough," and wanted to die, Alm being picked up. The Major Wheeler would slap him on the face and yell, completely disappeared. The Robert "Keep on ... keep on." E Lee, a passenger ship, was sunk alWhen a destroyer finally found most inside the Mississippi Delta. them many hours later, it was Alm who grabbed the lines thrown from No SIU Ship Held Up the warship's deck and made them fast around his exhausted comDespite this havoc, no SIU ship was panions so they could be hoisted onheld up for lack of a crew. Many crews board. Alm was the last to be saved. steamed out to meet almost certain SIU Fiftieth Anniversary 11 �----------------~---------------------------The hiring hall was threatened by the Taft-Hartley Act. An FOC hiring hall. -- ---- Unlike the U.S. fleet, Soviet shipping experienced a rapid expansion after World War II. Chapter Eight: SIU Faces Ominous Post-War Trends F or most Americans, the post-war era loomed large with possibilities. The United States was now the most powerful nation in the world. In 1945, it accounted for half of the world's industrial output. Seamen, however, were not so lucky. They could no longer take their job security for granted. Hundreds ofAmerican-flag vessels were laid up when World War II ended. Moreover, seamen were not eligible for the same kind of education and job retraining benefits that enabled millions of veterans to enter the middle class. A seaman who had served his country in World War II-who had been onboard a vessel that was torpedoed by a German U-boat and survived the chilly waters of the North Atlantic-<:ould not apply for a G.I. loan for his college education. He was ineligible for low-cost mortgages. And yet only the Marines had suffered a higher fatality rate during the war. Despite these and other disturbing developments, the se~man's life had changed dramatically from the dark days of the mid '30s. As a result of gains won by seamen's unions in collective bargaining negotiations, members of the SIU and other maritime unions were beginning to achieve a standard of living comparable to their counterparts on shore. Under it, the companies promised to make their vessels available in case of any international emergency. The nations under whose registries they reflagged agreed to that condition. The rationale for this was that American shipping companies could no longer compete against the merchant fleets of other nations-merchant fleets that the American government had rebuilt from scratch with enactment of the Ship Sales Act of 1946! The EUSC Doctrine was supposed to be a way to balance the nation's security needs with the economic needs of the owners. Yet, as Irwin Heine, a former official in the Maritime Administration, has noted, "the fact that (EUSC) registries play an important role in U.S. mobilization planning is based upon agreements, not treaties, with Panama, Honduras and Liberia. Under international law, only the state of registry has the right to requisition and document under flag-of-convenience registries." A good many of the ships sold overseas under the Ship Sales Act found their way to these newly-formed FOC fleets. The transfer of American vessels overseas had a dynamic all its own. It began over the heated protests of American maritime unions. Once it started, it proved impossible to stop. Taft-Hartley Poses Threat to Hiring Hall Easily Exploitable Towards the end of World War II, American corporations began campaigning for a law to restrict the rights of labor unions. In 1947, after a spate of post-war strikes, Congress passed the Taft-Hartley Act. The legislation sent a shiver throughout the labor movement. For 12 years, the Wagner Act had created a favorable legal climate for unions to organize new members. Enactment of Taft-Hartley marked a major political shift. Taft-Hartley made organizing more difficult by allowing states to enact right-towork laws. It tightened restrictions against secondary boycotts and outlawed the hiring of workers through hiring halls. In order to preserve the seaman's hiring hall, SUP President Lundeberg met with Robert Taft, one of the sponsors of the legislation, to secure an exemption from the ruling. Saving the seaman's hiring hall was one of Lundeberg's most important contributions to the maritime industry, said Paul Hall, who succeeded Lundeberg as president of the SIUNA. "Taft-Hartley posed a special threat to seamen. The hiring hall had been at the heart ofall their gains." · Neither Panama nor Liberia had particularly impressive maritime ·traditions. They did, however, possess certain qualifications that made them attractive to American corporations. Both were poor and easily exploitable. Americans have always looked upon both countries as "de facto" colonies. When setting up an open registry system to evade American standards, it was not surprising that the shipping companies would have chosen these countries. A lax system of registration already existed in Panama. After World War II ended, American shipowners and former government officials met with the leaders of Liberia and drafted a Liberian registry tailored to the demands of American shipowners. Ship Sales Act and EUSC Doctrine Decimate American Fleet In a sense, the post-war maritime industry was out of sync with the rest of the country. By 1980, the wholesale transfer of American companies overseas would become a commonplace occurrence. But in 1945, the only factory that was easily transferrable overseas was an ocean-borne one, an American-flag vessel. Congress started this process by enacting the Ship Sales Act of 1946, which authorized the sale of American vessels abroad at cut-rate prices. Now that World War II was over, there was a surplus of American vessels. Policy-makers tended to equate the Ship Sales Act with the foreign aid programs like the Marshall Plan. Maritime unions felt that the program posed a serious threat to the job security of their members. Between 1946 and 1948, foreign buyers snatched up 1,159 American ships. These vessels enabled many foreign fleets to startup at rock-bottom prices. In effect, Congress had subsidized maritime's competition. Ironically, foreign competition was not the most serious threat to the job security of American seamen. It was the actions of American owners and the federal government. In 194 7, the government decided to offer War Risk Insurance to American companies which had reflagged their vessels under the registries of countries deemed "under the effective control of the United States." This later became known as the EUSC Doctrine. 12 Soviet Build-Up The post-war decline of the American fleet coincided with a build-up of the Soviet maritime industry. Starting with a few of our lend-lease vessels in World war II, the Soviets have built their fleet to more than 7,poo vessels. The decline in the American-flag merchant marine was so quick that by the beginning of the Korean War there were only 1, 700 vessels under our registry, roughly 40 percent of what we had during the height of World War II. This was just enough to meet our sealift needs during that conflict. Meanwhile, there was an explosive growth in the number of vessels registered under flags of convenience. This would have profound consequences for seamen, not just in this country but all around the globe. Seamen Were the First to be Abandoned The wholesale exodus of American shipping companies after the war was a prototype for something that would become commonplace throughout the American economy during the 1980s. Writing about the decline of the American auto industry, Pulitzer prize-winning author David Halbestram had some keen observations to make about the motives of American automobile companies in the early part of the decade. He could just as easily have been writing about the shipping industry of the late '40s. "The Japanese challenge had given many American companies an excuse to do something they had always longed to do, which was to relocate their factories in underdeveloped countries beyond the reach of American labor unions. Until then only the most labor-intensive industries, such as the garment industry, had been able to escape the nation's borders. Abandoning the American worker had been socially and politically unthinkable. But now, because of the coming of the Japanese, the tactic had become acceptable." SIU Fiftieth Anniversary �... •• ' t • I ti. • ;a ... t. I I I I .. ._ ft • I ... • ... ( t • f ••I I .. Chapter Nine: Paul Hall Takes Over the Helm of SIU P aul Hall is to the SIU what John L. Lewis was to the Mineworkers: an inspirational leader who shaped the union in his image. The SIU's rise to power during the post-war era was largely a result of his determination and foresight. After he was named director of organizing in 1945, the union began to play a leading role on the waterfront. It was Hall's leadership qualities that made the difference for the SIU. Although World War II had made it possible for the A&G District to survive and even prosper, it was not particularly well placed to assume a leadership role in the maritime industry. The membership of the NMU still outnumbered the A&G District by a large margin. It had most of the big companies and a near-lock on the lucrative passenger vessel and tanker trades. Shipping Gave Him a Break Like many other charter members of the SIU, Hall's early years were filled with poverty. His father, a railReader's Digest said Hall was "morally, inroad conductor, died when he was tellectually and physically superior." just 11 years old. He was forced to leave home at 14 years old to seek employment. He worked at numerous odd jobs, none of which paid very much. He lied about how old he was and boxed men twice his age for a quarter a fight. His brother Pete, 12, was his manager. He often told friends that his first big break came when he decided to ship out. His oldest brother, whom everyone knew as "Sailor," had been the first in the family to take the plunge. Seamen Were His Family As bad as economic conditions were in the maritime industry 60 years ago, they were infinitely better than the ones that Paul Hall had to cope with as a fatherless transient roaming a South plagued by economic collapse. He had a Southerner's sense of the extended family. When he joined the merchant marine, seamen became part of his bloodlines. Even after he became maritime's leading spokesman, every old-timer was his brother and every trainee his son. Though he was intensely proud of his Southern heritage, he was no bigot. His life had been too hard, he had seen too much, for him to look down on anyone. Moved to Integrate the SIU Immediately after he became head of the SIU in 1948, he took steps to integrate the union. Until that time black members were confined to one department. It was not a popular stand by any means, and it could have cost Hall his position. But by 1951 the process was complete: the SIU was no longer a "checkerboard union." Like the good boxer that he was, he knew how to improvise, how to learn from his competitors. The NMU's strong stand on racial equality was Isthmian was his most important campaign. October 1988 one of its most important contributions to the maritime industry. Besides, Hall's family history-his father had been a union member in a region and at a time when unions were frowned upon-had made a strong impression on him . In those pre-CIO days, the union that Hall's father belonged to, the Brotherhood of Local Engineermen, was one of the few to take an unequivocal stand in support of desegregation. While poverty and family tragedy cut short Hall's formal education, it did not cut short his life-long quest for knowledge. During World War II, he sailed as ·an oiler, even though he had received a second engineer's rating. First Union Position In 1943, he was elected to his first important union position-dispatcher in Baltimore. Speaking of Hall's first election, Ted Babkowski had this to say: ''A few of us-Red Baron, Alex Jakowski, myself-motioned Paul for the dispatcher's job in Baltimore. "It was the ideal spot. Baltimore was just about the biggest shipping port in the country. Everyone went through there. You could get to know everybody.'' Boxing Strategy Hall's campaign for dispatcher was marked by an astute sense of timing and a strong attention to detail that became his trademarks. Invariably, the one image that people use to describe Paul Hall is that of the boxer, the lonely warrior who goes one on one with his opponent. The good boxer is almost by definition a good strategist because if he isn't he has to endure immediate pain, immediate punishment. "Paul loved to talk strategy," said Bobby Pomerlane, special assistant to the SIU president. "He used to say that the one thing a boxer should have is a good left hook, because your opponent can't see it coming." The Chief Many of the officials who worked with Paul Hall called him "the Chief," though in many respects he was more like a general. He had a great fondness for Civil War history. In his later years, he would collect antique books on the strategies of Robert E. Lee. Like Lee, he stood alongside his troops on the front lines of battle. The first thing he did at the start of every campaign was to assemble a closelyknit team. He instinctively realized that every person had some skill or idea that could be utilized. More often than not, he said, it was the person everyone else overlooked who made the crucial difference. In 1943, he was virtually unknown outside a small circle of friends. Within a decade, he would be attracting nationwide attention. Writing about Hall in a widely-publicizedReader'sDigest article that appeared in 1953, labor reporter Victor Reisel made the following observations: ''Paul Hall, husky six foot secretary-treasurer of the Seafarers, stands out physically, mentally, morally and intellectually. At 39, this blondish Viking from Alabama has shown old-line unionists how to keep faith with the rank and file and at the same time roll up millions of dollars in assets ... he is one of the few honest labor leaders on the New York waterfront." The people who worked with Paul Hall called him ·;che Chief." Like the good general he was, he scood alongside his troops on the from lines. 13 �CHAPTER TEN: The SIU Becomes a Waterfront Power P aul Hall and the other officials of the SIU set the union's strategy for the post-war era at a port agent's conference in March of 1946. Isthmian and Cities Service were targeted for action. With more than 100 vessels, Isthmian was the largest American-flag steamship company. I twas a worldwide operator whose parent firm was the huge U.S. Steel Corporation. Cities Service was singled out because it had 16 tankers representing 300 potential jobs under its corporate seal. As such, it marked an inviting target for the SIU's entry into the tanker industry. The NMU had tried to organize these companies for years, with little success. Within four years, both were to sign contracts with the SIU. By organizing Isthmian and Cities Service, the SIU was able to establish itself as a power on the waterfront. "Who would ever have thought that a handful of rag-tag sailors could have taken on two of the largest conglomerates in the world and won?" said SIU Secretary Joe DiGiorgio. Both campaigns were stirring, the stuff of labor history. But neither company exists under the American-flag today, which highlights the most important lesson of both campaigns. No union can be content to rest on past victories and survive. It has to continually organiz.e new companies or else face extinction. Cities Service a Dogfight All the Way "In some ways," wrote John Bunker, former head of the SIU's Historical Research Department, "the Cities Service campaign was tougher than the Isthmian campaign that came along about the same time. The Isthmian fleet was many times larger than Cities Service and its ships were engaged in worldwide trading, which posed more challenging organizational problems . But with Cities Service, the SIU was up against an outfit that was bull-headedly anti-union and was determined to throw every roadblock and baffie that it could before signing on the dotted line. "Organizing efforts on Cities Service began in 1946 ... signing up the men on the ships was the easy part of it. The real fight came against company shenanigans. "There were no Marquis of Queensbury rules in this organizing drives. No punches were held back by either side. It was a dogfight all the way. "Cities Service had become so fearful of SIU men infiltrating its ships through its New York hiring hall that it began hiring crews from such places as the Red Lantern Cafe in Boston, the Rialto Cafe in Bayonne, Paddy Keane's gin mill in Bayonne and other such joints, where men frequently even paid to get shipped on Cities Service tankers ." And in another desperate attempt to keep SIU sympathizers out of its fleet, the company built up an elaborate spy system. Cities Service Sets Up Spy System ''A former Coast Guard officer, John Dugan, was hired to set up this spy system in an attempt to spot SIU men on the ships. One private eye hung around the Citco hiring hall in New York, fingering any SIUers who came in applying for a job. Another detective shadowed the company's own marine employment manager because higher-ups didn't trust him. They even tapped the phone in his office and his home." The company's tactics were so unorthodox that the United States Senate Committee on Labor and Public Welfare felt compelled to hold hearings into the matter. The committee, which was headed by Sen. Warren Magnuson (D-Wash.) , reached the following conclusion: "It is almost unbelievable that any union could continue in the existence of this combination of legal stalling and violent anti-union activity. Certainly a smaller, poorer and less persistent union would have been destroyed." Isthmian Was the Typical Paul Hall Campaign As colorful and exciting as the Cities Service Campaign was, Isthmian remains the prototypical "Paul Hall campaign." It was the one where Paul Hall put together his first "closely-knit team." Writing about this campaign, John Bunker noted, "New York Port Agent Paul Hall had been named ... to head up the drive. "Earl 'Bull' Shepard was in charge of the field work, assisted by Cal Tanner, Lindsey Williams, Per Lykke and Eugene Dauber. Secretary-Treasurer J.P. Shuler was also part of the team (as were LOG editor Herb Brand and Hall's administrative assistant Rose Siegel, who coordinated the voluminous flow of information). Among the others who deserved credit were organizers Johnny Arabasz, Al Kerr, E.S. Higdon, William Rentz and Charles Sterling. They worked 18-hour days, seven days a week during this vital campaign. "(But Paul Hall always said that the real heroes were the SIU seamen who) rode the Isthmian ships despite their lower wages and lack of other benefits. These men would infiltrate the Isthmian fleet as volunteer ship organizers. Gties Service hired seamen from bars and tapped phones. The sru came to the aid of striking Wall Street workers in 1948 (below and top-right). The beef made front page news. TRI The Isthmian campaign put the union on the map. The SIU beat out the NMU in signing up the largest unorganized company. 14 SIU Fiftieth Anniversary �"(One of many SIU members to come to the aid of the union) was SIU Vice PresidentAngus 'Red' Campbell, who rode Isthmian'sStee/Inventory as a volunteer organizer on a five-month trip from New York to Shanghai and back. He remembers having all of 28 hours in overtime and paying off with $750." Headquarters Turned Into a Battlefield Throughout the rest of Hall's career, education would remain a priority. He would continually improvise, moving the union's training facilities first to Mobile, then to Brooklyn and finally to Piney Point, where they remain today. Maritime Strike of 1946 Despite the drop-off in post-war shipping, the SIU was able to win important increases in contract negotiations with Waterman and Mississippi Shipping inJ uly The important thing in any campaign is to instill people with a sense of misof 1946. These gains were threatened later that year when the National Wage sion. Hall did this by putting the entire New York union hall on war footing. No Stabilization Board cut the union's wage scale down to a lower level won by the maner where you turned, you could not escape the Isthmian campaign. Writes NMU. Bunker: A general strike was called in September 19~6, "The Isthmian drive was directed from Paul which the uhion won. "This strike," said John Hall's organizational headquarters at 51 Beaver Hawk, "is being directed against the National Wage Street in New York, where the operations resembled field headquarters for a wartime military Stabilization Board and their autocratic infringement of the rights of free labor unions to bargain command. collectively with the operators for wages, hours and "Here complete reports were received daily on working conditions." the position of Isthmian ships all over the world and detailed information on those in American ports or due shortly to arrive. There was a file on MTD Established each ship, including such things as the names of key As the A&G District gathered strength, it began to men aboard and the reaction of crew members to play a more prominent role in the SIUNA's national SIU organizing; when and where the SIU literature had been placed on board; where and when the campaigns. The SIU was no longer a weak link in the AFL seamen's movement; it was a strong ally for ship had been contacted by SIU organizers ; effectiveness of the NMU competition on board; atSUP President Harry Lundeberg. In August of 1946, titudes of crewmen toward the company, and the SIU and the SUP jointly established the similar useful data. Mari time Trades Council of the American Federation of Labor. Later, under the direction of Paul Hall and " Large charts on the walls in this operations cenPete McGavin, it would develop into the powerful ter showed the status of the drive in colorful Maritime Trades Department, a constitutional graphics, so that headquarters would have a daily SIU white caps march in behalf of Detroit phone workers. department of the AFL-CIO consisting of 44 internapicture of the worldwide effort. If one port seemed tional trade unions representing 8.5 million memto be falling behind in the drive, organizers could be shifted from strong to weak points on short bers. The MTD and its numerous port councils gave the SIUNA a strong grassroots notice . The tempo of activity never slackened. The New York combat information center, as it could be called, operated 24 hours a day, with someone always on presence around the country. It played an important role in securing support for hand to take messages, give orders and make decisions. seamen in their organizing drives and legislative banles. Hall Lays a Blueprint for the Future Affiliates Established Yet the Isthmian and Cities Service campaigns were just the tip of the iceberg. During the same time, Hall was laying a blueprint for the SIU's future . In 1946, the SIU came up with its first training program. This was particularly important to Hall, who regretted that his own education had been cut short. Hall was elected to the SIU's top post, secretary-treasurer, in 1948. Building on the union's commitment to organizing, he worked with Lundeberg in chartering three new SIUNA affiliates, each of which represented an important area of growth for the union. --continued next page he ", (; fficers were refused Licensed O a secret ballot election tor heir free choice of col\ective bargain· g representative 1be New York limes praised "the white-capped Seafarers" during this 1948 rally. The ILGWU was fighting organized crime. Such an election is absolutely necessary to prevent a further insure safe efficient ferr The SIU gained attention by helping more than 100 other trade unions in the post-war years. October 1988 Paul Hall showed solidarity. Seafarers marched on behalf of their licensed brothers. 15 �This sad state of affairs was exacerbated by the actions of the Canadian Seamen's Union, which was dominated by the Communist Party. The union was wreaking havoc on the waterfront. International Trade Unionism the Key Speaking of the troubled situation on the Canadian waterfront at the SIUNA's 1947 Convention, William McLaughlin of the British Columbia Seamen's Union had this to say: "It is a period of foreseen and unforeseen events. It is a period that will make exacting demands on the endurance ... and the common sense of each member of the movement. "We in Canada look forward .. . to a militant movement awake and alive to the working class needs. We see it in the nature of the values of international trade union solidarity, and, say, speed the day when all labor will be in the one house, with one set of ideals and principles, and united under the one banner. "International representation in the final analysis, is the only guarantee that will assure seamen the world over of the maintenance and success of any struggle in the defense of their rights." Battle of Halifax The 1946 General Strike enabled the SIU and other maritime unions to achieve gains. In 1949, the Inland Boatmen's Union of the Pacific was formed. This gave the international its first entry into the tug and barge field. In 1949, the SIUNA chartered the Brotherhood of Marine Engineers and the Marine Allied Workers Division (MAWD). The BME was formed to create an alternative to licensed seamen who did not want to be part of the CIO-affiliated Marine Engineers Beneficial Association and who were still working for unorganized lines. From its inception, the MAWD was perceived as being the organizing arm of the SIU (it was unique in that it was chartered under both the international and the Atlantic and Gulf District). In order to be fully effective, the A&G District needed to establish a base among shore-side workers. Helping Other Unions Increasingly throughout the decade, the SIU began to establish a nationwide reputation by supporting other unions in their beefs and organizing drives. Working through the SIUNA and the MID port councils, the SIU supported striking members of the United Financial Employees Union, Local 205, AFL, during the bitterly-contested Wall Street Strike of 1948. In 1946, the union went to the aid of the Masters, Mates and Pilots, the Marine Firemen, Oilers and Watertenders, the International Longshoremen's Association and the CIO Shipbuilders. When organized crime tried to infiltrate the Ladies Garment Workers Union, white-capped SIU seamen stood by their union brothers at a rally, held in midtown Manhattan, that was attended by more than 50,000 people. "Scattered through the crowd," said The New York Times, "were hundreds of white-capped Seafarers who drew enthusiastic cheers and applause for the aid they were giving the ILGWU in its war on the gangster hoodlums." And when Canadian shipowners asked SIUNA President Harry Lundeberg to help them fight the Communist element on the Canadian waterfront, SIU seamen joined their SUP brothers as full partners in this campaign. Writing about the battle to establish an independent Canadian affiliate of the SIU, SIU historian John Bunker had this to say: "The Canadian District of the SIU was formed in September of 1948. "When the contract between the Canadian Shipping Federation, which included most of the Canadian operators, and the Canadian Seamen's Union expired, the Federation signed contracts with the new SIU. ''As the SIU began taking over the ships according to the agreement, the CSU called a strike in March 1949. About 80 ships were affected ... The strike spread as far as Great Britain, Europe, Australia and New Zealand as left-wing longshore unions were brought into the beef in support of the CSU. "The famous battle of Halifax erupted on April 8, 1949, when some 300 SIU and CSU men came together in a head busting confrontation on the waterfront there, with a number being hurt by shotgun blasts, bricks, rocks, bottles and other missiles. "The SIU finally prevailed and the CSU faded away in what one writer called 'one of the worst defeats to be suffered by communism in North America.' " With the Canadian beef, the SIU had come full circle. It had started the decade under the trusteeship of the SUP. Within 10 years, it had become a full-fledged partner in the international and was able to offer support to other affiliates when they needed it. Seafarers relish a quiet moment during the General Strike of 1946. Hundreds hit the bricks. Canadian Beef Conditions for Canadian seamen deteriorated rapidly after World War II. Although still sizeable, the Canadian deep-sea fleet was being decimated by that country's colonial relationship with Great Britain. Canadian shipping companies were free to reflag under the British flag, and they did. A Canadian union hall. The SIU of Canada enabled seamen to win important gains. 16 SIU supports striking New Orleans telephone workers. The help was much appreciated. SIU Fiftieth Anniversary �Chapter Eleven: NMU Embroiled In An Internal Fight T he SIU's rise as a power on the waterfront was greatly helped by internal the NMU Pilot, the battle came to a head over a resolution which stated: problems that were embroiling its main competitor, the NMU. "Resolved that this convention of the American seamen reaffirms its faith in the The Communist Party had played an important role in the administration of United States and what is stands for and makes it clear that we will defend our the NMU since its inception in 1937. Yet relations betweenJoe Curran and the country against any enemy including the Soviet Union.'' Party started to sour towards the end of World War II. The delegates adopted this resolution by a vote of 448 in favor, 56 against with Publicly, at least, Curran took great pains to underplay the differences. And the 53 abstentions. A second vote was taken on expelling Communists from the NMU. Although it DailyWorker, the official organ of the Communist Party, continued to write glowing pieces about him. failed to gain the necessary two-thirds vote, it marked the end of the Communist "Curran worked at his job as few of the others Party as a major force on the waterfront. did," wrote Murray Kempton. "The Communists Today, it would be unconstitutional to expel a still held him up as a stately monument of the member for his political beliefs. Yet the fact remains proletarian. But in those years, he must have felt that roughly 20 percent of the delegates to the 1949 that his office as president of the NMU had about it NMU Convention refused to vote for an innocuous aspects of reign without rule.'' resolution saying that they would defend their Yet behind the scenes, there was a byzantine country. struggle for control of the union. To a country that was about to be engulfed in a In 1946, a number of high ranking NMU officials bitter confrontation in Korea, this was bad news. were expelled from the Communist Party. At the Had such a state of affairs been allowed to continue, same time, a number of Communists were dropped the whole justification for government subsidies to from the NMU's higher echelons. the maritime industry would have been underBy the summer of 1948, not one Communist mined. remained on the NMU's executive council. Despite The NMU was not the only CIO union to go these developments,' 'the Communists ... continued through this kind of ordeal. In 1949, the leadership to exalt Curran as a symbol," wrote Kempton. of the CIO expelled 11 unions because they were At one time, five out of six members of the NMU's executive "They thought of themselves as his creator." "masquerading as labor unions" and were "effeccouncil held cards in the Communist Party. The only one who tively Communist-dominated." The NMU was not didn't was NMU President Joe Curran, center at bottom. expelled because by this time Curran had already The Inevitable Showdown won his fight with the Party. Eventually, Curran was forced into a public showdown with the Communist In the eyes of many, though not all, AFL labor leaders, the issue wasn't the members of the NMU's higher echelons. The political realities of the post-war beliefs of the individual members. After all, many of the early members of the SIU era-the rivalry between the United States and the Soviet Union, the rising tide had been former members of the IWW of anti-communism in this country-made such a confrontation inevitable. The real issue was the wisdom of handing over the administration of a union Ideology aside, the most devastating charge that could be levelled against the to non-democratic forces. Speaking of the practical effect of that decision, ShanCommunists who played a leading role in the NMU was that they were less non Wall said in the May 1987 edition oftheNMU Pilot: militant than their AFL counterparts in fighting for the rights of their members. "In the beginning, the professed principles of the Communists seemed to line According to Kempton: up with the idea of working seamen-like wanting a strong union and wanting to "Nobody noticed that somewhere at the core, people were going soft and that wipe out discrimination. As long as the Communists said that they wanted the it was harder and harder even to pay men to go out and organize whatever ships same thing the rank-and-file members knew they wanted, there seemed to be no remained outside the union. For there were things that you could not buy. problem. Blackie Meyers spent $170,000 to unionize the Isthmian Steamship Line and "But by the beginning of World War II, the goals of the Communists began to ended up with nothing. A reformed and resurgent AFL sailor's union was shamopenly diverge from the goals of the membership. The working seamen naturally ing the NMU wherever there was a contest." wanted England and France to win the war. But when Russia and Nazi Germany Communist domination of the NMU was broken once and for all at the briefly became allies, NMU Communists, utilizing petty strikes and isolation union's 1949 convention. According to Shannon Wall in the May 1987 edition of slogans, tried to put every obstacle in the way of aid to the democracies.'' Chapter Twelve: SIU Seamen Mount Sealift in Korea The followl1 ig a ry o the SIU lbe b ~lfilrcrs 26 part-~..~ on LOG. L ess than five years after the end of World War II, the United States was suddenly faced with another major conflagration. On June 25, 1950, more than 60,000 North Korean troops crossed the 38th parallel behind a phalanx of Russian tanks and invaded South Korea. The United States reacted immediately, dispatching troops and supplies from bases in Japan to aid the Republic of South Korea. The United Nations supported the American action and some of its members later sent combat forces to Korea, too. This Korean invasion emphasized, probably more than any other in history, the vital importance of a merchant fleet being ready to support a war effort. It proved that the "bottom line" in an emergency is not a fleet on blueprints but a fleet that is already in service and ready for "full speed ahead." Even though our involvement in World War II was gradual, there was enough lead time to prepare sea transport for ourselves and our allies. The invasion of South Korea came suddenly and without any warning. In order to keep South Korea from falling into Communist hands, war supplies of all kinds had to be sent quickly. SIU crews carried American troops and arms (left) to safety in a huge sealift in Korea. At right, an SIU crew takes care of displaced civilians and army personnel. Reversal of Fortunes During the summer of 1950, United Nations forces threw the (North Korean) invaders back across the 38th parallel and pushed them all the way back to the Chinese border at the Yalu River. Then in November of 1950, more than 200,000 Chinese troops crossed the Yalu and drove back the UN forces, with the merchant marine preventing the UN retreat from becoming a military disaster. When it appeared that the UN forces -continued next page October 1988 Seafarers provided the United States with a reliable source of sealift during the Korean War. 17 �would be overwhelmed, every available ship was sent to H ungnam and other North Korean ports to evacuate civilians, troops and military supplies. SIU-Manned Vessels Part of Amazing Sealift American-flag ships, including many manned by the SIU, accomplished one of the most amazing sealifts in the world at Hungnam. In only two weeks time, freighters without any regular troop or passenger accommodations evacuated 105,000 troops, 100,000 civilians, 14,500 vehicles and 350,000 tons of guns, tanks, ammunition and other baule equipment. This was a tremendous logistical achievement, the full scope of which seemed almost unbelievable. The last ship to leave the embattled port of Hungnam was the Madaket of Waterman S.S. Company, carrying a full SIU crew. She steamed out of the shell spattered harbor carrying no less than 11,000 men, women and children. The Waterman Line's Choctaw left just a few hours before the Madaket, jammed with troops and supplies. Able Seaman Florenz Paskowski of the Madaket said that the night sky was lit up like the Fourth ofJuly. "It was like the Normandy beachhead," he recalled. "Refugees and troops streamed onboard while shells from our warships thundered overhead toward the enemy. Dead-tired soldiers and marines came up the gangplanks with hand grenades still pinned to their uniforms. They were covered with dust and mud." SIU Crews Sail Well Prepared All SIU ships crewed up and sailed on time. This was because of the union's foresight in setting up manpower comminees. The comminee accumulated a list of skilled sailors to man the ships soon after the war broke out. SIU-manned ships won many plaudits from the military for a job well done in the Korean War supply efforts. One example was the Sea Wind. "Your performance," wrote Vice Admiral C. T. Joy, commander of naval forces in the Far East, to the ship's captain, "has been notable throughout the Korean campaign. The merchant mariners who performed for you did so silently, but their accomplishment speaks loudly. The cooperation and assistance of the merchant marine adds but one more page of glory in our maritime history.'' Chapter Thirteen: The Fifties: SIU Makes Rapid Progress T he 1950s were a period of tremendous growth for the SIU. The union was working on many different levels to protect the interests of its membership. The union continued to pick up new work. While the NMU still had most of the subsidized operators, the Korean War had given the SIU an opportunity to grow. "The Korean War swung it around for the SIU," said Ray McKay, president of District 2-MEBA. "It created an opening for small operators, entrepreneurs who otherwise wouldn't have had a chance. Some of the companies that got started during this period developed into important sources of jobs for SIU and BME seamen. Morris Weisberger, who was then the SUP's Port Agent for New York, had a lot of contacts with these people. He was instrumental in helping the SIU sign up new work." The union explored all kinds of new areas for growth. In 1954 it became one of the first unions to recognize the potential of Puerto Rico. Keith Terpe, the union's director of organizing, was sent to that island to establish the Puerto Rico division of the A&G District. By 1970, the unit had 20,000 members employed in 82 different industries. for the members but for their dependents-they were not taxed as income. As required by law, the activities of the welfare plan were overseen by a board oftrustees, which was composed of an equal number of representatives from labor and management. Vacation Plan, Scholarship Program, Clinics Other benefits were introduced. A vacation plan was started in 1952. And in accordance with Paul Hall's commitment to education, a scholarship program for SIU members and their dependents was started. In 1955 the union signed another agreement with its operators to set up a nationwide system of clinics. Dr. Joseph Logue, a retired admiral who served in World War I, was named to head the new program. The first clinic opened in 1957. The whole operation was geared towards the needs of the seaman. "Doctor Logue had a special rapport with the membership," said Florence Penny, his administrative assistant. "They felt comfortable with him. Seamen no longer had to put up with long delays at hospitals. They SIU Moves Into New weren't dependent upon the whims Headquarters Building of a company doctor. Moreover, the The union's new position on the clinics stressed preventive medicine. We weren't specialists, but we could waterfront was underscored by its move to a new headquarters building. catch something early on. We had a close connection with certain hospiThe union had outgrown the old tals, like Lutheran Medical in Brookfacilities at 51 Beaver Street. Paul HaJl directed a top assistant, lyn, so a seaman just wasn't another Alphonse "Frenchy" Michelet, to find face in the crowd. a new building and oversee the move. "Doctor Logue was a deeply compassionate man. But he ran a tight Michelet spotted a building on the ship. If a member had to lose weight corner of Twentieth Street and Fourth Avenue in Brooklyn, N.Y. "Formerly or get his blood sugar count down, the Doc told him in no uncertain Job opportunities for SIU members expanded so rapidly that the union was forced to move to Public School Number 60, this large, a new headquarters building in Brooklyn. "Frenchy" Michelet oversaw the repairs (inset). terms. for a lot of seamen, it was althree story building was gutted and most like having their own personal renovated to become one of the finest union halls and union administration centers in the country," wrote SIU hisphysician." torian John Bunker. "In addition to offices and hiring hall, the new building featured a bar in the Improved Conditions shape of a Viking ship, a cafeteria seating 250 with a modern, stainless steel galley Throughout the decade, conditions for seamen onboard ship were upgraded. designed for use in a stewards training program. The hall also had a barbershop and a slop chest where seagoing gear was available to members at cost prices. For Barely 20 years earlier, seamen were forced to sleep in one large forecastle. In a while there was also a nightclub, with dancing and entertainment for union 1956, the Cities Service Baltimore became the first American-flag vessel to give members and their friends.'' unlicensed seamen their own private rooms. The new headquarters building was in a constant state of motion. "Paul Towards the end of the decade, Paul Hall started the Food Services Plan, a understood how important it was for seamen to have a place they could call their training program for stewards. The program served a two-fold purpose: to help own. Back then, a union hall was a seaman's second home," said Secretary Joe cut costs for the operators and to improve the quality of life onboard ship. DiGiorgio, who in his early days used to run the Sea Chest. The union also started a lending library that it put on all ships. In their spare "The union hall was where a seaman went to play cards on his time off, where time, seamen could now read anything from Zane Grey westerns to the classics. Meanwhile, in Washington D.C., the union argued for improved safety standhe connected with old friends. Paul was constantly making improvements--tearards onboard ships. It went one-on-one with government agencies like the Coast ing this wall down or putting a new carpet in, anything to make things better for Guard in protecting minimum manning standards. It tried to make sure that the the membership." job security of its membership wasn't jeopardized by some arbitrary regulatory change. Welfare Plan Started The Fifties had barely begun when the SIU signed a contract with nine operators which authorized the formation of a new welfare plan. This was part of a larger national trend. For the first time ever, unions began targeting benefits as a priority in contract negotiations. Throughout the decade, the union would win impressive gains in this area. Since the benefits furthered an important national goal-better health, not only 18 Cargo Preference Act of 1954 Still, improvements in wages, benefits and conditions would have been impossible without a steady source of cargo. "You can have the best contract in the world," said Frank Droza.k, the late president of the SIU, "but if you don't have any work it doesn't mean a thing." SIU Fiftieth Anniversary �An SIU dependent wins 1955 scholarship. SIU seaman makes good use of the union's new clinic by passing an EKG with flying colors. The union played an instrumental role in enacting the Cargo Preference Act of 1954, which set aside 50 percent of all government-generated cargo for American-flag vessels. The bill was sponsored by Sen. Warren Magnuson (DWash.), maritime's leading spokesman on Capitol Hill. A good portion of all the work that remains available to the American-flag merchant marine today is generated by this one piece of legislation. The AFL and CIO Merge; NMU and SIU Still Battle In 1955, George Meany engineered an historic merger between the AFL and the CIO. This marked a new era for the labor movement. Throughout the next 30 years, the SIU ~nd NMU would intermittently enter into merger talks. On several different occasions the two unions came close to tying the knot, but they were never able to surmount their differences. Throughout the '50s and early '60s, the NMU and SIU were embroiled in numerous beefs: Robin Lines, Moore-McCormack. American Banner Line . But probably the famous, and certainly the most unusual, was the one involving the American Coal Company. American Coal Beef The American Coal Company was established by Mineworkers President John L. Lewis . According to SIU historianJohn Bunker: "The new company was a means The union gained new benefits for Seafarers and whereby Lewis hoped to get a strong foothold in maritime because if the The SIU and NMU fought FOC vessels. predictions about the coal boom became true it would have required hundreds of Llberty ships a year to supply the European demand for coal. This would mean a huge fleet of ships and thousands of jobs. "In order to acquire ships from the RJPS//111111/JlflS I AMERICAN MERCHANT MARINE government's reserve fleet, it had to AND NATIONAL SECURITY show that it was in the shipping busiPROTEST AGAINST (i NIE ONLY / ness, so it brought a Liberty ship called the China Trader and renamed it the Coal Miner. "But more impressively, it also bought out the 68-year-old Bull Line, one of the SIU's oldest companies . Bull operated 15 ships at the time. "While MEBA and the MM&P were negotiating with the new outfit for a contract, the company signed an agreeement for officers with the Brotherhood of Marine Officers (BMO), which was affiliated with a UMW catch-all union called District 50. "For unlicensed men, the company signed a contract with the NMU , although it didn't have a single ship at the time of the signing." The battle between the two unions would rage on for several years . Responding to a request for labor unity fromAFL-CIO President George Meany, the SIU offered to give up the right to crew these vessels . In exchange, the NMU had to recognize the right ofMEBA and the MM&P. "When the NMU'sJoe Curran tried RllKJWJY October 1988 The NY mermaid became an SIU landmark. to make it appear that the SIU had refused to cooperate," wrote John Bunker, "Meany sent him a strong rebuke." A drastic decline in the coal industry in the early '60s rendered the whole beef moot. Old-Timers Come Out of Retirement To Help Their Union But before that happened, "a federal judge entered the dispute with a ruling that all hiring must be done through the unions and that the crewmen had to be hired on a seniority basis," wrote Bunker. "This unusual situation turned union hiring halls at Savannah, Norfolk, Philadelphia and New York into oldtimers conventions. Both the SIU and NMU beat the bushes for old-salts with wads of discharges." SIU members as old as 79 came out of retirement to man the ships. The average age of most crews was well over 60. Said retired official Ted Babkowski: "Paul Hall told me to look out for the old-timers and get them onto the ships. Those characters didn't need any nursemaids. They were as salty as sea biscuits and tough as old marlin. I offered to help one old SUP guy up the ladder with his gear. He acted like I had called him a fink. 'Hey junior,' he said. 'I could lift you and the sea bag, too.' " their families throughout the decade. NMU and SIU Unite To Fight FOCs In one important area, the SIU and NMU were able to overcome their differences and forge a united front. Towards the end of the decade they formed a joint union, the International Maritime Workers Union, to organize flag of convenience vessels . By the mid-1950s, the EUSC Doctrine had decimated the American maritime industry. Most of the work that remained to American-flag operators was in the protected Jones Act trade or was generated by the Cargo Preference Act of 1954. Throughout the decade both the SIU and NMU had tried to draw attention to this issue. Hearings were held on Capitol Hill, but no action was ever ta.ken. Both unions tried to organize the FOCs on a ship by ship basis . This posed a unique legal question. Could unions organize vessels owned by American companies if those vessels were technically registered under foreign flags? living conditions onboard ship improved. Supreme Court Finds in Favor of FOCs The NLRB grappled with this question. By the early part of the 1960s a definite trend had emerged. The courts applied a "contacts-test" to the vessel. --continued next page 19 �• The fewer contacts that an FOC vessel had with the nation of registry, then the more likely the NLRB would say that it fell under the jurisidiction of American labor laws. For example, if a vessel registered under the Panamanian flag paid no taxes, had a British crew and was owned by a company that was incorporated in Delaware, the NLRB was more likely to say that it was governed by American laws than if it employed Panamanian citizens and paid taxes to Panama. This whole promising trend was stopped dead in its tracks in 1963 when the Supreme Court handed down a decision, Belzer vs. United States , which said the NLRB had no jurisidiction over FOC vessel regardless of what kind of contacts they had with the nation of registry. SIUNA Continues to Gain Strength . ' , . . . of "Dignity is not always a matter of manners or dress or a cultured speech. There is also the dignity that comes to him who stands on his own two feet, looks the world in the eye and takes on all comers in the battle for what he might believe is just. "Such a dignity belonged to Harry Lundeberg of the Seafarers International Union of North America and the Sailors Union of the Pacific. His speech was as salty as the seas he sailed, and his manner matched his speech . Hats and coats were not for him: a cap and shirtsleeves or a sweatshirt were his trademarks. "He went to sea in the age of sail and left in the age of steam-but he never left his shipmates. For them he stood always ready to fight against the shipowners to win fair wages and decent working conditions and, later, against the Communist Party, who infested the waterfront. "Because he fought with whatever weapons were at hand, thousands of his fellow seamen found a new pride in their calling and a dignity denied to them before. "Harry Lundeberg left a mark on San Francisco, indeed on every American ship that sails the seven seas, a mark his death did not erase and cannot erase. Maybe he was not a gentlemen in the shallow and generally accepted use of the term; but dignity he had in plenty, and no one could say that he was not a man." Throughout the decade, the SIU remained actively involved in the affairs of its international, the SIUNA. Under Ludeberg's leadership, the SIUNA continued to gain strength. By 1951, the SIU of Canada had established itself as a full-fledged member of the international. The union's membership had grown from 200 to 6,000. The union now had 80 companies under contract. It was able to improve conditions and wages for Canadian seamen. Hal Banks, who headed the union, began an organizing drive aimed specifically at French-speaking seamen, many of whom remained unorganized. The Marine, Cooks and Stewards attended its first SIUNA Convention in 1953; the MFOW in 1955 . The MCS was headed by a protege of Harry Lundeberg, Ed Turner. The union had been chartered to compete against the communist-dominated National Union of Marine Cooks and Stewards. After a heated organizing drive, Turner and his AFL allies re-esSen. Warren Magnuson (D-Wash.) introtablished order. duced the Cargo Preference Act of 1954. At the 1953 SIUNA Convention, Turner talked about the union's early The SIU started a book drive for all ships. SIU seaman reads the Seafarers LOG to learn about the important maritime issues of the day. growth: "On April 5th, 1952, the Marine Cooks & Stewards, AFL, opened an office and hiring hall at 100 First Stree t, Sa n Fran cisco. We had trouble fo r some time keeping this office open, due ..to the .. goon squad from the NUMC&S . But we were successful. ''At the time the office was opened we had a membership of 200. (Today, a year later) ...we have issued 2 ,600 membership books. The organizers who worked on this drive up and down the coast for the Marine Cooks & Stewards had to work under the most adverse conditions. "The organizing drive as it exists today would not have existed were it not for. .. the various branches of the international." One of Turner's major accomplishments during this early period was the establishment of a training school in New job opportunities became available because of the union's political action program. Santa Rosa, Calif. Paul Hall would later use this as a prototype for the The new headquarters building became a second home to many seamen. It was where they ate, met their friends and threw in for a job. Harry Lundeberg School in Piney Point, Md. Harry Lundeberg Dies In 1957 the man who had guided the SIUNA from its inception died . Harry Lundeberg was mourned by seamen from one coast to another. Morris Weisberger was named president of the SUP. Paul Hall was elected head of the SIUNA. Speaking of the man he had replaced: Paul Hall had these things to sayat the 1959 SIUNA Convention, ''Before the convention gets under way, I would like to do something I did at the last convention, which is to read an article pertaining to Harry Lundeberg which appeared in one of the San Francisco papers upon his death. It is called, 'The Dignity of a Man.' 20 SIU Fiftieth Anniversary �Chapter Fourteen: SIU Fights for a Democratic Movement F ew leaders leave such an impression on history that their names become synonymous with a movement or a cause. George Meany, the earthy, cigarsmoking plumber from the Bronx, was such an individual. For many, he remains the personification of the American labor movement. The members and officials of the SIU served as footsoldiers in one of his most stirring campaigns. Throughout the 1950s, Meany fought for a democratic trade union movement. The fight began on the New York waterfront, where corruption had become so pervasive that it threatened the integrity of the entire labor movement. "We have to have a clean movement in these United States," he said, "and not only because we think it proper but also because of the paramount obligation to serve the members." Waterfront Commission Highlights Abuses In 1951, the New York Waterfront Commission began investigating crime on the waterfront. It uncovered an extensive pattern of graft and intimidation. After much soul-searching, Meany moved to expel the main culprit, the International LongshoremensAssociation, from theAFL. "That was the first time that the AFL had ever injected itself in any way into the internal affairs of a union," he said. Although autonomy was the most fundamental principle of trade unionism, "we were not going to let them use it as a cloak for things that were wrong, basically corrupt.'' After expelling the IIA, Meany chartered a new union, the American Federation of Longshoremen (the name was later changed to the International Brotherhood of Longshoremen). SIU Secretary-Treasurer Paul Hall was named director of the new organization. John Dwyer, left, was the inspiration for the Marlon Brando character in Ott the Waterfront. He's talking to Bill McMahon, whose brother was found dead in the Hudson River (1953). SIU official Ted Babkowski reads about corruption on the waterfront in an old AFL paper. John Dwyer According to SIU historian John Bunker, "a key figure in the new union was 38-year-old John Dwyer, a rank-and-file leader in Village Local 895, a second generation longshoreman on the Manhattan docks and a long-time fighter for a clean and democratic union. "The alliance of dissident longshoremen with the SIU occurred at a meeting at the St. George's Hotel in Brooklyn, where Dwyer (and several other members of the ILA) metwith Paul Hall and Morris Weisberger. " 'I told them we would help all we could, provided they would go with us all the way,' said Dwyer. 'We go all the way on everything,' Hall told us. 'The SIU never quit a fight yet. We go to the last bell.' " On the Waterfront Dwyer, who later came to work for the SIU as an official, was the inspiration for the Marlon Brando character in "On the Waterfront." A writer, Bud Schulberg, became interested in Dwyer 's struggle. He wrote a series of articles which he later adapted into a screenplay. SIU organizers began signing pledge cards for the new union in large numbers. In December 1953, an election was held, but the new union fell short: 7,568 votes to the IIA's 9,060. But there was so much violence and coercion that the NLRB ordered a new election. Thousands Gather at the SIU Hall "Intimidatio~, beatings and murders dominated this whole campaign, for the racketeers were fighting for survival on the waterfront," wrote Schulberg. "But on election night, May 26, 1954, the rebels were in a victory mood. With no union hall of their own, thousands of them gathered at the Seafarers Union Hall in Brooklyn to await the election returns. Paul Hall, the formidable ex-sailor president of the SIU, was the ranking AFL officer in this war against the IIA. October 1988 "Beer was on the house that night for the men who had stood up to the danger, ostracism and starvation in their effort to wrench control of the 'Waterfront from the racketeers.'' Yet the new union was to lose bya small margin out of the more than 16,000 votes cast. ''A mere 319 votes separated the old order from the new," wrote Schulberg. "In Jersey City alone, buses scheduled to carry anti-II.A dockworkers to the polls mysteriously failed to show up. One of the AFL organizers responsible for this transportation was promptly rewarded by the ILA-promoted to hiring boss. That one defection-and there were others--cost this tragic photo-finish defeat." The battle between the SIU and the ILA was to continue for several more years. In June 1958, Paul Hall met with Captain William Bradley, the new leader of the IIA, and reached an agreement to end the five-year dispute. A year later, the ILA was readmitted into the AFL-CIO. "We gave it all we had," said Hall. ''Like anything we go in for, we go in 'til the final bell. For the sake of peace on the waterfront we took off the gloves. "We didn't win the vote, but we fought for a clean union for waterfront workers and that was worth the fight." Paul Hall and Georse Meany Cement Their Friendship The new ILA that emerged from this fracas was a cleaner, more democratic union. Certain locals of the ILA have emerged as important allies of the SIU in fighting for the rights of seamen. And as a result of the beef, Paul Hall and George Meany formed a close, life-long friendship. Meany knew that anytime he had a tough campaign, he could depend on Paul Hall's support. And Hall was a strong admirer of Meany, perhaps because the two of them shared a common quality: leadership. Speaking about the AFL president years after this beef, Hall said: "George was ideally equipped at a time when he was called upon to put together varying personalities. You give me one good guy on a ship who knows what he is doing, and I'll give you a united crew with a single purpose. "If Meany comes into the room and nobody knows who he is, he has the quality to attract the attention of other men. If you go aboard a ship and meet in the mess hall over a cup of coffee, you'll soon see who the leader is. They call that built-in leadership quality, and this Meany has.'' Fighting the Teamsters The IIA beef wasn't an isolated incident. Meany would battle corruption in the trade union movement throughout the rest of the decade. The issue had aroused considerable publicity, and Sen. John L. McClellan was holding hearings on the matter. There was a political dimension to the issue. As UAW President Walter Reuther noted, "Failure to eliminate corruption would lead to a law that would make Tuft-Hartley look like a liberal, pro-labor law by comparison." The McClellan Committee uncovered extensive abuses in the Teamsters. In 1957, by a 25-4 vote, the executive council voted to expel the union. Teamsters Raid AFL-CIO Unions Unlike the ILA beef, the AFL-CIO made no attempt to set up an alternative union to the Teamsters. "It would have been impossible for us to take on the Teamsters and try to destroy their union,'' said Meany. The federation's courageous decision to expel the Teamsters came at a high cost. Outside the "House of labor," the Teamsters were free to engage in raids on other unions, which they did with increasing frequency. -continued next page 21 �Thousands gather at an outdoor rally held at the SIU hall in Brooklyn in support of the newly-formed AFL Longshoremen's Union. The fight for a free labor movement was in full swing. Paul Hall pledges to support the dissident longshoremen. The SIU came to the aid of small unions who were being raided by the Teamsters. Below, the Chicago taxi fleet. When this happened, AFL President George Meany and the heads of small, vulnerable unions who didn't want to be gobbled up by the Teamsters knew that they could turn to the Seafarers for support. Battle Lines Drawn in Puerto Rico The battle lines were drawn in Puerto Rico when Meany and Luis In Puerto Rico ... Munoz, governor of Puerto Rico, re"In Puerto Rico the SIU took on the quested help from the SIU. The fight biggest with a directive from Meany to continued stateside, in Chicago, 'stop Hoffa.' Hoffa retaliated with 'Bust Philadelphia, Detroit and St. Louis, the SIU in Puerto Rico!' where the SIU was on the front lines "The Seafarers soon discovered that the Teamsters were muscling in on SIU in the fight to keep AFL-CIO unions contracts and the fight was on Before it from being raided by the Teamsters. ended some nine years later there were Wrote John Bunker, "In the early hundreds of bitter confrontations bepart of the '60s, the International tween SIU and the Teamsters all over the island, with head-busting picket line batBrotherhood of Teamsters had more cles where white-capped sailors and than one and a half million members, green-capped Teamsters mixed it up plus a bank roll that even Chase Manwith clubs, chains, fists and baseball hattan would have envied. The membats. There were bullets and fire bombs, too. bership of the SIU at the time did not "SIU Representative Keith Terpe once exceed 75,000, including all its afstepped out of his house in the morning filiates . to be met by shots from a waiting car "Compared to Jimmy Hoffa's that then quickly sped away. The bullets missed him by inches." mighty Team ters, Paul Hall's SIU was a David with a slingshot. But little David took on Goliath and stung him with defeats from Puerto Rico to San Diego and other points in between. "The Teamsters' most decisive and embarrassing confrontation with the SIU came in Chicago where the sailors helped rebellious cab drivers (from being swallowed up by the Teamsters). " Joe Abata formed the Democratic Union Or- 22 ganizing Committee to oust Teamster Local 777 from control. After a hard and bitter campaign, the SIU and Abata won. "For the first time in 12 years," wrote Bunker, "the drivers received an increase in pay, plus benefits. And for the first time each driver received a copy of the union contract and could attend regular monthly membership meetings." Hoffa Wanted to Control the Waterfront; Great Lakes Seamen Endangered In Chicago ... "Hall's outspoken opposition to the Teamsters' chief almost cost him his life in Chicago in 1960. After a meeting of the AFL-CIO Executive Council, Hall and Steve Leslie, head of the Operating Engineers, were seated at a restaurant table when the head of a Chicago Teamster local came up, took out a gun concealed in his hat and said to Hall 'Do you want it now or outside?' "Leslie distracted the gunman's attention and brushed his arm aside, enabling Hall to take the gun. When they managed to get around the table and grab the intruder, other leamster goons invaded the joint and a real donnybrook erupted. " 'We fought our way out,' said Leslie, 'but it was a close call-a real knucklebusting brawl.' "Later that evening Hall walked into a meeting of Teamster big-wigs at a nearby hotel, gave them a revolver and said, 'Here's your gun. I don't want any leamster property!' " "It should be remembered," wrote Bunker, "that Paul Hall and the SIU had a special reason for wanting to climb into the ring against the Teamters. In 1960 Hoffa cooked up a grandiose scheme to bring all longshoremen and marine workers into the Teamsters through a proposed Conference of Transportation Unity. This plot included alliances with Joe Curran's National Maritime Union and Harry Bridge's International Longshoremen's and Warehousemen's .A.s.5ociation. "As part of this plan, Hoffa moved into la.kes shipping and tried to take over one of the SIU fleets there. He also set up the Marine Officers Association to raid the Masters, Mates and Pilots and the Marine Engineers Beneficial Association jurisdictions. He was unsuccessful.. .but it was a strong signal of his overall intention. SIU Fiftieth Anniversary �"'James Hoffa,' said the Chicago American, 'is determined that the Teamsters shall boss the waterfront workers and the seamen, thus controlling all of the nation's transport facilities for freights except the railroads and the airlines.' " Defection in Philadelphia to labor's highest council. "The battle for a democratic trade union movement was one of the most stirring in this union's history," said current SIU President Mike Sacco. "Many of the people who participated in those battles are still alive today. Whenever I come across someone who was active in one of those beefs, I think to myself, here is someone who was willing to risk his life for the trade union movement. "Ultimately," said Sacco, "it all boils down to the actions of one individual. A lot of young people today take a lot of things for granted. They just don't understand the sacrifices that the people who came before them made." One of the biggest fights against the Teamsters occurred in Philadelphia, where Steve "Blackie" Cardullo, national director of the United Industrial Workers Union (the new name for the Marine Allied Workers Division) , defected to the Teamsters. At stake were the democratic rights of hundreds ofUIW members working In Philadelphi?....r: , in such shops as Hussman Refrigeration. It was a tough and bitter fight, ·~ut noon time on Feb. 24, 1962, Red campbell was waiting fot lunch and watching a basketball game on t.v. Suddenly there was a shattered glass and ~bottle came sailing through but the SIU won. The SIU almost won Teamsters Re-admitted To AFL-CIO the big front window of the union hall. Even though the battle with the another fight. It had backed the Voice uMoments later there was a crash and a shock ·that rocked the btiitding as the rest of the Teamsters had been long and bitterly of the Teamsters Organizing Commitwindow splintered in aU directions and the front end of a truck nosed into the bah, followed fought, SIU President Frank Drozak in by a barrage of bricks and bottles. tee (VOICE), a dissident group of "George McCartney had been there sining a few feet away writing a report and wishing he 1988 joined a united executive counTeamster members committed to alUld be home th.at night for his wife's birthday. cil of the AFL-CIO in voting to resecuring a democratic local in the " 'I knew right away what had happened,' he said. 'The Teamsters had come to call. I grabbed admit the Teamsters into the "House Philadelphia area. The SIU was given a bat and rushed -Out the door-li.ke the charge of the Light Brigade. I ran into four gorillas loaded with bricks and bats. 1 swung my bat and they backed away. Then I realized I was the of Labor." practically no chance of winning this only one in McCartney7s charge. l got back inside somehow without catching any bricks or ''Times change and so do one. But the final vote was 3,870 to bottles.' priorities," said Frank Drozak. "If any 3,27 4. "It was," said Business Week, By that time big Ralph Qninnonez bad charged out the door with Tom Gould, Steve Troy union had the right to vote against ad"the first real challenge to Hoffa." and some othets. The 'R!rtmstets jumped inr.o a car and sped away.n mitting the Teamsters, it was this one. The battle for a democratic trade ''And yet it was vitally important for union movement had several importhe Teamsters to be re-admitted. tant consequences. Most were good; During the '50s, the big battle was to clean up the labor movement. George one, unfortunately, was not, and it still plagues trade unionists today. In 1959 Meany, Paul Hall and others did so. Congress enacted the Landrum-Griffin Act, which imposed severe new regula'fuld now the federal government wants to go far beyond the Landrum-Griffin tions on the labor movment and created a bureaucratic nightmare. Act in its fight against the Teamsters. They say that this is a special case : don't "The entire labor movement was punished for the actions of a few, " said Arworry. chie Robinson. The SIU was luckier than most. Under the watchful eye of Howard Schulman, a one-time president of the 12,000 member Labor Law sec"If the labor movement has learned anything these past eight years of the tion of the American Bar Association, the SIU was able to minimize the effects of Reagan administration, it is that if there is any kind of loophole it will be abused. "If Ronald Reagan can appoint James Watt as Secretary of the Interior or put "harassment" suits that became commonplace after enactment of the legislation. Ann Buford in charge of the Environmental Protection Agency, then sure as I stand here, any precedent taken in connection with the Teamsters will be abused. In Hall Named to the Executive Council of the AFL-CIO the early '60s, we went to war with the Teamsters to protect the concept of democratic trade unionism. It's now the '80s, and we'll support them every inch In 1962, Paul Hall was named to the executive council of the AFL-CIO. Hall's of the way for the same reason." courageous actions during this period played an important part on his elevation • 4 In 1957, George Meany expelled the Teamsters to ensure a democratic labor movement. Paul Hall and George Meany joined forces in the battle for a democratic labor movement. - As a result of the sacrifices made by the SIU, Chicago taxi drivers made important gains. i.A\\ MEMBERSHIP MEETING October 1988 23 �Chapter Fifteen: Fight to Save the Maritime Industry B y the early '60s, technological advances were so rapid and far-reaching that they posed a serious challenge to the job security of American seamen. The rise of cross-Atlantic air travel killed off the lucrative passenger vessel industry. Eight of the few remaining American-flag passenger vessels were sold overseas or laid up in 1969. They were all under contract to the NMU, and their demise put a serious strain on that union's pension plan. In 1958, the SIU had made an attempt to create new work for its members in this area when it became involved in the American Banner Lines beef. The union implemented an innovative training program, but the company lasted only one year. training school in Brooklyn, N.Y In 1968 , the SIU got into a beefwith District 1MEBA over an apprentice engineer rating that District 1 wanted to have introduced on its Delta ships. The SIU said that it violated its jurisdiction; after a brief confrontation the rating was dropped from all SIU-contracted vessels. The apprentice engineer rating was particularly important because it represented an attack against the SIU's future. The SIU had introduced a new rating in the engine room, the QMED. During the Vietnam War there were plenty of jobs Containerization Changes Maritime l - Other changes were just as farreaching. In 1957 a new era in shipping was ushered in when the Gateway City became the first fullycontainerized vessel in the world. The technology had been pioneered by two North Carolina trucking brothers, James and Malcolm Mclean, who had bought Waterman Steamship Company in 1955. Containerization changed completely the face of the maritime industry. It placed a premium on space, which rendered ports like Manhattan obsolete. By wedding trucking and shipping it ushered in a new era of intermodalism. And it drastically cut down the amount of time that a ship needed to spend in a port. Other changes were revol utionizing the maritime industry. Automation cut down the number of people needed to crew a vessel. It also put a premium on workers who could handle sophisticated computerized equipment. Generous subsidies and favorable tax laws enabled foreign fleets to get a jump start with diesel technology. This substantially reduced their operating costs, making them more competitive. The first American company to introduce that kind of sophisticated equipment was the Falcoln Group, an SIU-contracted company headed by the visionary C. C. Wei. Richard Nixon gave maritime a reprieve with the 1970 Merchant Marine Act. In 1976,jimmy Carter pledged sup p ort for a cargo preference bill. Ford vetoed cargo preference, Paul Hall vetoed Ford. SIU lobbyist Phil Carlip w as a fix t u re on Capitol Hill. Vietnam War Creates New Jobs for American Seamen .L:.. American shipping was given a reprieve of sorts by the Vietnam War. Once again, demand for shipping increased. Once again, it was a mad scramble to provide properly trained crews for all the vessels. Manpower became the catch-all phrase among port officials . "We didn't actually shanghai anybody," said one SIU official, "but there were times when I wished it were a viable option." The battle to man all the vessels was two-fold. If vessels consistently sailed short-handed, an operator would argue that the manning scales were out of line. And if the work were done by licensed officers, the SIU would lose the slot altogether. A lot of new members came into the SIU during this time. The demand for shipping made it possible for many members to gain 'il books and advanced ratings in record time . Bobby McKay became the youngest deck officer in the history of the maritime industry. He had started with the SIU as a teenager and worked his way up. Other members made good use of the opportunities. john Adams was from Southern Maryland. "I was hanging around with no place to go . If it hadn't been for the SIU and the opportunities it presented me, I don't know what would have become of me," he said. He became a captain in 1986. In order to handle this increased demand for shipping, the SIU and District-2 MEBA opened a joint 24 for all American seamen. But everyone knew that once the war ended, the decline in shipping would resume unabated. FOC fleets did not pay taxes, nor did they have to meet the same kind of minimum safety and health standards that American companies were required to meet. Coupled with automation and other technological advances, this meant that the number of jobs available to American seamen would inevitably shrink. SIU President Paul Hall realized that the long-time job security of American seamen depended on just two things: political action and education. Throughout the sixties and seventies, he made both a priority. SPAD Gets Results for American Seamen Under Hall's direction, the SIU developed one of the most effective political action programs in the country. A new program, the Seafarers Political Action Donation program, or SPAD, was introduced. The members were told that their SIU Fiftieth Anniversary �job security depended on political action. Under American law the general funds of a union could not be used for lobbying; this meant that seamen had to make direct contributions to a separate fund. ''Politics is Porkchops" ran the headlines in the SIU LOG. The union made an all-out effort to communicate to its membership the importance of political action. The members responded in style, making voluntary contributions to the union's political action program. Thanks to their generosity, SPAD became one of the largest programs of its kind. The SIU then used it to lobby for programs that would create a steady source of cargo for American seamen. The government challenged the legality of SPAD in the courts. A federal judge eventually dismissed the case, saying that the government's actions amounted to "legal harassment" of the union, thus clearing the way for further action. The program continues to give the SIU a solid political base in Washington, D.C. place the Maritime Administration into the Department of Transportation, where he felt it would get lost in the shuffie. Like the Isthmian and Cities Service fights, Hall made political action an all-out campaign. The MID was turned into a war room, complete with charts and graphs showing how a particular senator or congressman had voted on an important issue. He again assembled one of his famous "teams." The MTD team consisted of Pete McGavin,Jean Ingrao, Phil Carlip, 0.W "Bill" Moody, John Yarmola, and a few others. New Research Center Formed In this new ballpark, knowledge was power. Hall then persuaded SIU-contracted companies to develop an independent research center, known as the Transportation Institute. It opened in 1969 under the direction of Herb Brand, one-time editor of the Seafarers LOG. SIU Becomes Leading Political Player Hall became a leading player on the national political scene. AFL-CIO President George Meany asked him to direct Hubert Humphrey's presidential campaign in California. A confident of New York Governor Hugh Carey, Hall was ranked among the 10 most powerful people in the stateh by New lf>rk Magazine. Paul Hall with two members of his "MID team." Jean Ingrao, center, John Yarmola, right. In the '70s, the MID played a pivotal political role. lbe SIU developed a sophisticated political action program. Paul Hall talking to industrial workers at a UIW membership meeting. On the executive council of the AFL-CIO, Hall was a consistent supporter of George Meany. He broke with Meany just once: in 1973 when the council voted to impeach Richard Nixon. Meany understood why: aside from Franklin Delano Roosevelt, no president in this century had done more to promote the American-flag merchant marine. Nixon had signed into law the Merchant Marine Act of 1970, an ambitious shipbuilding program which extended Title XI loan guarantees to tankers and inland equipment. Hall's role in passage of the bill earned him the title of "Father of the modern American merchant marine ." Merchant Marine Act of 1970 Only Half of the Solution MTD Plays an Increasingly Important Role During this time the Maritime Trades Department played an increasingly important role in protecting the job security of American seamen. Under the direction of MTD President Paul Hall and Secretary-Treasurer Pete McGavin, the MID vvas a major player on the national political scene. The MTD consisted of 44 international unions representing 8.5 million members. Hall had realized that there was little that 100, 000 seamen could do alone. But by engaging shore-side workers into the struggle for a stronger, more secure merchant marine, the battle lines were more evenly drawn. Throughout the sixties and seventies, the MTD became a leading voice in the fight to secure a steady supply of cargo for American companies. It was on the front lines in preventing the government from closing down the USPHS hospital system. Lyndon] ohnson once complained that the only man he couldn't beat on Capitol Hill was Paul Hall. Hall had continually frustratedJohnson's attempts to October 1988 The Merchant Marine Act of 1970 was supposed to have created 300 new ships. Fewer than one-third that amount were actually built. "People forget,'' said MTD Secretary-Treasurer Jean Ingrao, "that Paul Hall envisioned the Merchant Marine Act of 1970 as one-half of a comprehensive program. The other half was securing a steady source of cargo for the American-flag merchant manne.'' Hall spent the last nine years of his life pursuing this one goal. He came close to achieving it in 1974 when Congress enacted the Energy Transportation Act, which would have set aside a certain percentage of petroleum and bulk cargoes for American-flag vessels. He had received an assurance from President Gerald Ford that he would sign the bill into law if it passed both houses of Congress. But when it did, Ford reneged on his promise. "For years," wrote Victor Reisel, "Hall dealt in presidents and with presidents. He knew Jerry Ford when most labor leaders didn't know the Michigan congressman from a Pinto. In 1976 Hall could have re-elected Ford because he always played arithmetic politics. He had the votes to throw to his old friend Ford. But the ex-president, after having invited Paul to Vail, Colo . for a conference, refused to back a cargo preference bill which would have put considerable oil ,,.. and grain tonnage in American vessels. "Jerry Ford vetoed that on principle. Hall vetoed Ford, as he had vetoed other presidents ... Hall made certain that Jerry Ford would lose New York state. But first, Hall got candidate Jimmy Carter to sign a long letter at the Park Sheraton Hotel promising to deliver a cargo preference bill." Hall urged Congress to implement bilateral trade agreements and to develop steady sources of cargo for American-flag vessels. During the early years of 25 �Officers of the SIUNA are sworn in at the 1975 convention. Throughout the decade. the SIU remained active in the affairs of the international by helping other affiliates and pursuing mergers. detente, the United States and the Soviet Union signed a bilateral trade agreement allowing the American-flag merchant marine to carry one-third of all grain cargo to the Soviet Union. Pension Plan Adopted There was much more than just politics during these years. In 1961, in negotiations with deepsea companies, the SIU got its first pension plan. "If you ask me, this was the most important thing that Paul Hall ever did," said Vice President Red Campbell. "The other maritime unions had their pension plans long before we did . Paul waited until he knew that ours would be financially secure. He took a lot of heat on that one. But he was right, and today the members have the finest pension plan in the industry." "Paul's mother had been left destitute after a union pension plan she was supposed to have received went bust," said Rose Hall, his widow. "This made him determined to make sure that any benefit he offered the membership be secure. He didn't want his membership to be in the position that his family was put in. They had relied on the pension for their sole means of support, and when it went under they were left virtually penniless." The facility was forced to close when ship construction from the Merchant Marine Act of 1970 failed to meet projected goals. Still, the project had earned the respect of trade unionists and civil rights leaders around the country. It served as a model for other programs aimed at promoting minority employment in the highly skilled construction trades. After the SIU entered into a merger agreement with the Marine Cooks and Stewards, hundreds of culinary workers employed on the Queen Mary Hotel joined the UIW This marked a turning point in the UIW's efforts to sign up new workers in the service sector. ERISA - During this period the whole nature of union administration was changing. Congress and the government were piling one regulation on another. Sometimes, the regulations flatly contradicted one another. "On Labor Day of 1974," wrote Caroline Gentile, former administrator of the SIU Pension Plan, "Congress passed a revolutionary piece of legislation that would have a profound effect on the way employee benefit funds such as pension plans and medical plans were run. The statute was called the Employee Retirement Income Security Act (ERISA). It was obvious from the beginning that ERJSA was a very complicated statute that would require a good deal of examination and careful analysis before any action could be taken, but within 12 months of the Act's passage each Seafarers employee benefit plan would have to be changed. "Unlike many other plans that would require major amendments, the Seafarers' plan had already provided for many of the protections that Congress sought to guarantee by the passage of ERISA ... Although many of the rules (mandated by ERISA) seem simple and familiar today, the statue was confusing and difficult to interpret when it was first enacted. The problems were worsened by disagreements about the meaning of the legislation between the Department of Labor and the Internal Revenue Service." SIU Vice President Lindsey Williams, left, presents SIU member with his pension check. Olroline Gentile, former administrator of the SIU Plans, outlines ERISA for the trustees. SIU Active in International's Affairs The union continued to be active in the affairs of the international. Throughout this period, the A&G District actively pursued merging with other affiliates. In 1976, the Inland Boatmen's Union became part of the A&G District. A similar agreement was reached in 1978 with the Marine, Cooks & Stewards. The SIU continued to offer support to the other affiliates. It strongly supported the SUP and the MFOW in their dispute over the manning of the Valerie F And when the SIU of Canada was embroiled in the bitterly-contested Upper Great Lakes beef, the A&G District did everything it could to help its sister affiliate. The SIU made sure that all benefits offered under the Pension Plan were secure. United Industrial Workers Union Continues to Grow - Throughout this period, Hall supported development of the United Industrial Workers Union, which was directly affiliated to both the international and the A&G District. It had been chartered in 1949 under the name of Marine Allied Workers Division, but changed its name in 1961 to reflect a change in the composition of its membership. For the first few years of its existence, the UIW concentrated its efforts on signing up workers in marine allied trades. Gradually, however, it began to sign up more and more workers in industrial shops. In 1962, it played a pivotal role in Hall's campaign against the Teams~ers. The UIW gave the SIU an important base among shore-side workers whose support seamen needed if they were to continue to remain an important political force. Some locals of the urw, such as the one in Columbus, Ohio, were quite active in grassroots activities. In 1970, under the direction of Frank Drozak, the UIW's national director, and Ralph Quinnonez, the union's Atlantic Coast director, the UIWwas able to sign up more than 2,000 new members on the U.S. Virgin Islands. Later in the decade, the UIWwas active in getting the Brooklyn Navy Yard reopened. 26 Throughout the '60s and '70s, wages and benefits for UIW members continued to improve. In a sense, the UIW's growth was proof that the seamen's ageold struggle for equality and justice could stir workers outside the maritime industry. Later, in the 1980s, the UIW would serve as a focal point for the union's fight for legislation to promote fair trade in the international marketplace. SIU Fiftieth Anniversary �Chapter Sixteen: Lundeberg School Gives Thousands Of Seamen a Chance for a Better Life I n 1967, a small group of teenagers became front-line soldiers in a campaign that would occupy Paul Hall's attention for the last 13 years of his life. None had ever been employed onboard an American-flag vessel. Some had been born and raised in New York City ghettoes; others were from Appalachia. Few had any real job prospects for the future. They were the first group of trainees to be admitted to the union's new training school in Piney Point, Md. They were greeted by union officials who had spent nearly two years preparing for this moment. After signing in, the trainees were issued regulation uniforms-jeans, work boots, levi shirts. Their heads were shaven and they were put up in a makeshift dormitory in a rundown motel. They got up at dawn, marched in formation, learned how to tie knots and earned their lifeboat certificate. After six weeks, they were given their first job onboard an Americanflag vessel. Their careers as merchant seamen had officially begun . Came Upon the Land By Chance "They all have a special memory of Paul Hall. He met personally with every upgrader and trainee. He oversaw every detail of construction. "SIU men remember seeing him tour the base for hours on end in his electric golf car: checking, prodding and sparing no rebuke to get things done.'' Educate the Whole Person From the beginning, Paul Hall had a clear perception of what he wanted the school to become. "We want to train seamen to meet the job opportunities of the future," he said. "We have to educate the whole person." ,.-In 1970, the school began offering courses in basic education. Within eight years, more than 1,000 seafarers were able to receive their high school equivalency diplomas. Many were in their fifties and sixties; some had put off upgrading for years because they were embarrassed to admit that they couldn't read. In 1978, the school reached an agreement with St. Charles Community College to offer college-level courses. By 1985 , the school had developed its own degree program so that students could earn associate in arts degrees in Nautical Science Technology and Marine Technology. Yet Piney Point was not just another school. Its curriculum was fashioned with two goals in mind: to make the American-flag merchant marine more competitive and to enable seafarers to take advantage of any new job opportunities in the maritime industry. This marked the beginning of the Harry Lundeberg School of Seamanship. For several years, the union had been exploring ways of consolidating its various training programs. The drastic changes that were engulfing the maritime industry had convinced Paul Hall that the union needed to upgrade its commitment to education. The SIU had come upon the land for the school by chance. New York Port Agent Joe DiGiorgio had gone to Piney Point to meet with a representative of Steuart Petroleum. Close by was a rundown vacation resort that New Programs, had once been a torpedo testing staNew Job Opportunities tion for the Navy. The union bought the land In 1972, the Lundeberg School through a trust set up by its conrecognized the need for trained pertracted companies. Frank Mongelli sonnel aboard the tugs, towboats and and Tom Soresi were sent down to get inland barges. In order to provide the school in shape. For several seamen with the training to take admonths, they did nothing but hard vatage of th~se new opportunities, a labor, bulldozing land, draining the special program was designed. When swampy land and working on making job opportunities arose onboard LNG the facilities habitable. ships and diesel powered vessels, it They were soon joined by other crafted a program of study to SIU officials: Bob Matthews, Mike and promote job opportunities in those The Harry Lundeberg School at Piney Point was the culmination of a dream for Paul Hall. Joe Sacco, Bob Clinton, Tom Brooks, areas. Bill Hall and others. When the school In recent years, emphasis has been SIU trainees were given the tools to compete in an increasingly complex maritime industry. was ready to accept students, Ken on training seafarers for employment Conklin, a retired marine, was put in onboard military vessels, which have charge of the trainees. provided the only new jobs in the It was rough duty. Work days lasted maritime industry. A large cargo han14 hours or more. Officials were dling crane was installed, enabling separated from their families for the school to offer a comprehensive months at a time. And yet for many it sealift mobility course. The Army and was the high point of their careers. Navy began sending people to the Within a few years Piney Point had beschool to take advantage of these come a showplace for the SIU and the facilities. maritime industry A multi-functional bridge deep-sea The growth was gradual. At first, and inland simulator is now in opera- ~ the school taught only lifeboat and tion, one of the few in the nation . basic seamanship. But by the mid This gives seafarers a chance to ac'70s, the school had a full-fledged curcumulate necessary, realistic, "handsriculum. on" experience while still in the classroom. "Hundreds of SIU members and officials have a special feeling for the school," The most important thing about the school is its adaptability. When the union wrote John Bunker, "because they helped to build it in the hot, humid days of signed a contract to crew S.S. Independence and Constitution, the SHLSS was -summer and in the frigid winter when the base was swept by winds from iceable to train skilled chefs and food-handlers to make these passenger vessels a choked St. Mary's Bay. Many a youngster who sweated there as a trainee is now culinary delight for their passengers . sailing as a mate or engineer. --continued next page October 1988 27 �I I I t The Lundeberg School was conceived with the aim of "educating the whole person." The anchor in front of the hotel, center, became a symbol for the entire school. "The union's commitment to education has been carried on through three different administrations," said Ken Conklin, vice president of the school. "First with Paul Hall, then with Frank Drozak and now with Mike Sacco." ARC Program side organizations now book conventions and seminars at the school. 1\vo years ago, SIU pensioners started living there on a full-time basis. Culmination of a Dream For Paul Hall, the Lundeberg School was a culmination of a dream. Deprived of an education, he enabled thousands of seamen to gain theirs. In 1979, a few days before he was to give the seconding speech for Lane Kirkland at the convention of the AFLCIO, he had a seizure. It was an inoperable brain tumor. He fought off dea1:h for several Lee. months. He drifted in and out of a coma; he barely knew where he was. The union ran a series of conferenThe last year of his life had been one ces on alcohol abuse at Piney Point in of his happiest. He had nurtured his 1974 to publicize this problem. There beloved wife Rose to health after a was a lot of resistance to the new serious illness. Her recovery had program, especially from those who brought him great joy. needed it the most. Yet as a result, When he fell ill she rarely left his lives have been saved. side. Every day for eight months, 12 "When I came to the ARC," said hours a day, sometimes more, she was Bill Eglinton, who now is a counselor at the hospital guarding him. Long there, "I was down to 150 lbs. I was in bad shape. I had a bleeding ulcer and after he lost consciousness, members of the hospital staff came to visit, for was experiencing black-outs. he had mesmerized them with his "I started losing jobs. I was wrinen presence. In SIU union halls across up a few times. Finally, I just couldn't the nation, old-timers would grab offitake it any more. I got off a ship and cials and ask, "How is Rosie? How's went straight to the union hall. ''I talked to Philadelphia Port Agent the Chief?" The union's Addictions Rehabilitation Center provides recovering seamen with support. When he died, there was a sense of Joe Air. He had someone pick me up loss at the hospital. Even people who and drive me down to Baltimore, had barely known him could feel their lives diminished in some unexplained way. where I went into a detox center. In many ways, that last, tragic campaign was his finest. Once, when he came "I then went to the ARC. We were one of the first groups. There were 12 out of a coma, he gave a speech, one of the best he had ever delivered. He was others guys. Afterwards, I took the A.A. books with me onboard ship. They gave going to build a town for seamen, a place that they could call their own, where us tapes to listen to. they could live and work in dignity. "There usually was another guy onboard ship who had been through the Of course, he had already done that. It vvas called Piney Point. program. No maner what _IX)rt we hit, we were usually able to get to an AA. His last lucid moment came in January 1980. A picture of George Meany meeting." flashed on the television screen. The Grand Old Man of Labor was dead at 85. "There's George," he said right before he slipped back into a coma. It was No Longer Hard Duty truly the pas.sing of an era, for maritime and for labor. At his funeral, Lane Kirkland said it best. "That big, red Alabama heart of Paul _ Piney Point is no longer hard duty. A beautiful new hotel and recreation center Hall is now still, but the strong beat of it carries on in the love of his family, in the was constructed in 1981. A library, named after Paul Hall, opened at the same memories of his friends, in the union he built, in the solid works that he did, and time. The Lundeberg School is located in an historic section of Southern in the brighter and richer lives of thousands of young people who got a bener Maryland. The school's crowning glory is its waterfront section: Piney Point is lochance in life because of him.'• cated close to where the Potomac River empties into the Chesapeake Bay. Out- The SIU was one of the first unions in America to recognize the serious threat posed by drug and alcohol addiction. More than 700 seafarers have _regained their sobriety and drug-free status by making use of the Addictions Rehabilitation Center in nearby Valley 28 SIU Fiftieth Anniversary �Chapter 17 The '80s: SIU Adjusts to Sweeping Changes, Plants Seeds of Hope B y 1979 Paul Hall had reached the zenith of his career. As senior vice president of the AFL-CIO, he was one of the most influential labor leaders in the nation. He had taken the small, struggling affiliate that Harry Lundeberg established on the Atlantic and Gulf Coasts and built it into one of the most powerful unions in the nation. He had battled organized crime on the waterfront and beaten the world's largest conglomerates. The wages and working conditions of American seamen, who had been among the most exploited of workers, now compared favorably with their counterparts on shore. Just one accomplishment had escaped his grasp: persuading Congress and the American people to implement a national maritime policy. 1980 Presidential Election Pivotal The USPHS hospital system, which had provived seamen with quality medical care for nearly 200 years, was shut down. The administration procrastinated in coming up with a new liner subsidy program, even though the program, which was central to the continued survival of the American maritime industry, had begun to expire. The program it eventually unveiled has failed to generate much enthusiasm. Maritime's Survival is at Stake In 1980, when the Reagan administration took power, there were 600 deep-sea vessels registered under the American flag, which was barely enough to meet this nation's sealift needs. Today, on the eve of the union's 50th anniversary, that number has fallen to just 360. The maritime industry has undergone a wrench- . ,.,... ing restructuring. Once-proud companies like U.S. Lines no longer exist. Automation has reduced manning scales. Conditions have been made worse by a decadeIong depression in the shipping industry. In order to stay afloat, shipping companies and labor unions have been forced into frenzied bidding wars. Worldwide trends for seamen and other maritime workers are ominous. In order to compete with open registries, traditional maritime nations like Norway have begun setting up their own second registries. Clearly, the continued survival of the Americanflag merchant marine presents the members of the SIU with their greatest challenge as the union faces its second 50 years. He viewed the upcoming presidential election as maritime's last chance to gain a steady supply of cargo. He was gearing up for the election when tragedy struck. Just before he was to deliver Lane Kirkland's seconding speech at the AFL-CIO Convention, he was felled by an inoperable brain tumor. FrankDrozak, his long-time associate, immediately stepped in and gave the union a strong presence during a potentially troubling period. Because of their close association, there was a smooth transition. Within months, Drozak was playing a leading role in securing support for Jimmy Carter, who was publicly committed to signing a cargo preference b. l. Carter lost the 1980 election by a wide margin, in part because of a sense of national frustration brought about by the Iranian hostage crisis. Control Chaos in the Tug of the Senate passed to the Republican Party for the and Barge Industry first time in more than 20 years. The combination of these two events helped pave the way for the soDeep-sea sailors were not the only maritime The Keystone State, one of the union's first military vessels. called Reagan Revolution, which transformed the workers to experience difficulties during this face of American politics. period. A depression in the oil industry and an explosion of corporate takeovers At first, many in the maritime industry had great hopes for the new administration. During the campaign, Reagan had issued a seven-point program to created a desperate situation in the tug and barge industry as well. A pattern "revitalize" the American-flag merchant marine. Yet this turned out to be nothing soon emerged. A company that had a long-standing relationship with the union more than an empty campaign promise. (ACBL, SONAT Marine) would be taken over by a conglomerate. Almost im· ._ mediately, the new management team would start making moves to break the union. That way they could gain access to the funds stored in multi-employer Reagan Revolution Sweeps America plans, reduce wages and welfare benefits and eliminate job descriptions, work The labor movement was faced with a new environment distinctly hostile to its rules, the seniority system and other improvements the union had won. interests. The administration made its intentions clear early on when it broke the Tug and barge companies began unilaterally reclassifying certain groups of Professional Air Traffic Controllers (PATCO) Union in a bitterly contested strike. workers as "supervisory personnel." This made good-faith bargaining nearly imIronically, PATCO had been one of the few unions to possible and threw what should have been routine support Reagan during the 1980 election. negotiations into the courts. Workers were left in Federal programs which had provided a minilimbo while the appeal process took two, three mum safety net for millions of American workers years to play itself out. were axed. The National Labor Relations Board was "It used to be that you would sit across the table packed with conservative appointees, which made it from an owner and talk to him as one human being difficult for unions to receive an impartial hearing. to another," saidSIUVicePresidentJohnFay. "Now, Business groups began holding seminars on how to he has his lawyers and his accountants, and you break unions. The percentage of the American have yours. Everything has to be in writing; even if workforce holding membership in a union dropped you trust a particular management team you know below 20 percent for the first time in the post-war that any company today can wind up being a pawn era. in some takeover bid. The flexibility and trust has Pension funds were under attack. Companies gone out of labor-management relations." sought to pull out of secure, multi-employer plans and establish their own single-employer plans. Not Jones, Cargo Preference The S.S. Constitution, one of two SIU-crewed passenger ships. one multi-employer plan has ever filed for Acts AttacK:ed bankruptcy, but in the three-year period between 1974-1977 alone, more than 8,000 single-employer plans went under. During the Reagan years, repeated attacks have been made against the two most important maritime promotional programs-the Jones Act and the Cargo Preference Act of 1954. Maritime Programs Axed In 1985, agriculture groups mounted their most serious challenge to the Initially, many maritime officials believed that their programs would escape the Cargo Preference Act of 1954. Right before one critical vote, SIU President Frank axe because of the Reagan administration's strong commitment to defense. After Drozak flooded Capitol Hill with whitecapped seamen who made unannounced visits to their elected representatives. all, they reasoned, the American-flag merchant marine plays a pivotal role in providing sealift. He later played a leading role in bringing about a compromise between They were wrong. The American-flag merchant marine was hard hit. Funding maritime and agricultural groups on this issue. This led to the restructuring of the Cargo Preference Act. Certain types of cargo were removed from the act's _ for the Construction Differential Subsidy program was halted. In addition, the administration tried to gut the Title XI Loan Guarantee Mortgage Program and the Capital Construction Fund. --continued next page October 1988 29 �jurisdiction. In return, the cargo preference requirements for other types of government-impelled cargo were raised from 50 to 75 percent over a three-year period. SIU Vice President Jack Caffey noted that management and labor could now mount a united front to resolve thorny problems relating to vessel safety, liability insurance and fishing rights in disputed international waters. Administration Seeks to Export Alaskan Oil Services Beefed Up The administration made no secret of its desire to export Alaskan oil overseas despite a ban contained in the Export Administration Act. This would have had the effect of laying up 40 tankers in the domestic trades. The maritime industry was able to gamer enough support in Congress from preventing that from happening. Many Gains Recorded Shortly after taking over the helm of the SIU, Frank Drozak took steps to improve services to the members. In order to give the union a more visible presence in the nation's capital, he relocated the headquarters building to Camp Springs, Md. He completely computerized the union's records. Not only did this facilitate the processing of claims, but it laid the foundation for a stronger, more efficient Manpower Department. Building upon the legacy of Paul Hall, Drozak made education a priority. He continued to upgrade the facilities at the Seafarers Harry · Lundeberg School. In his speeches, columns and taped messages, he urged SIU members to upgrade their skills. Under Drozak's direction, the union looked into imaginative ways of dealing with a radically changed maritime industry. The abrupt closing of the USPHS hospitals created a crisis for most welfare plans. The trustees effected savings in Unfair Trade Plagues America the Seafarers Welfare Plan without having to cut back on the benefits provided seamen. In New Orleans and Seattle, for example, a preferred provider system It was Frank Drozak's belief that the problems facing the American maritime was set up which guaranteed seamen in those ports bener medical coverage for industry were part of a larger problem. He felt that the international trading sysless money. tem was inherently unfair and that something needed to be done to protect the As president of the 8.5 million member Maritime Trades Department of the security of American workers. AFL-CIO, Drozak led a successful 11-year fight to gain recognition for the role He called upon Congress and the administration to enact an industrial policy. that American seamen played in World War II. He worked tirelessly for ratification If they didn't, he predicted a mass exodus of jobs overseas. All the American ofILO Convention 147, which set minimum international standards for seamen. workers would be left with, he said, "were Mickey Mouse jobs in places like It was the first ILO Convention to be signed by the United States in 35 years. McDonald's paying minimum wage rates." The prototype for this, he said, was The SIU worked for passage of a port development bill to stimulate activity in the formulation of the Effective U.S . Control Doctrine, which decimated the the dredging industry and opposed the imposition of user fees, which were American-flag merchant marine and the fleets of our NATO allies. During his long career in the maritime industry-he had started sailing in the viewed as posing a serious threat to the economic health of the inland waterways industry. deck department in the waning days of World War II- Drozak had witnessed drastic changes in technology and automation. Unless the SIU and the members It supported efforts to reduce the burdensome requirements heaped on the of the union adapted to the rapid changes which were engulfing the industry, he maritime industry, which is regulated by more than 75 agencies. At the same time, the union opposed the said, they would be left behind. administration's broader policy of Absent help from the federal deregulation, on the grounds that it government, he believed that the only would lead to a breakdown of safety avenue of growth was in the military standards in the transportation insector. He repeatedly called upon the dustry. federal government to contract work out to the private sector. This would The union joined others in the have a three-fold effect. It would inmaritime industry in strenuously opposing the reflagging of 11 Kuwaiti crease the sealift capability of this tankers. Rep. Helen Bentley (R-Md.) country by securing an adequatelysummed up the feelings of many in sized pool of skilled mariners. It the industry when she said that the would save the American taxpayers administration had debased the hundreds of millions of dollars. And it maritime laws of the country and would save the American-flag merturned the American registry into a chant marine. flag of convenience. In order to protect the rights of SIU Garners Military New Bedford fishermen, the SIU Work called a strike against the Seafood During a period of industry-wide ..,. Producers Association in 1985. A setdecline, the SIU was able to sign up tlement was finally reached two years hundreds of new jobs for its members SHI.SS Vice President Frank Mongelli (left) met with representatives of the Army and Navy. later. In announcing the agreement, -. 11ic SIU-contracted American Eagle was pan of the convoy foe the Grenada invasion. Member shows souvenir from invasion. 30 The SIU-contracted Falcon Leader was one of the last vessels to be built with CDS funds. Shipbuilding came to a virtual halt in U.S. yards. SIU Fiftieth Anniversary �'~ · onboard military vessels that had been contracted out to the private sector. The turning point came in 1984, when an amendment attached to the Depart· ment of Defense authorizations bill mandated that the Military Sealift Command go through an A-76 bidding process. It was a slow process made possible by the high quality of SIU crews. In 1984, for example, an SIU crew onboard the Southern Cross made a strong impression on the military, earning a letter of commendation for its flawless performance in NATO exercises. The SHLSS retooled its curriculum to include a sealift course incorporating training for helicopter operations and underway replenishments. Students admitted to the school were trained to chores onboard deck and in the engine room. Drozak brought management, labor and government together at a sealift conference, the first of which was held in May 1986 in Piney Point. Frank Drozak Dies The various affiliates of the SIUNA met in August 1987 at one of the intemational's regularly scheduled conventions to deal with the many problem's facing the maritime industry. On the first day of the convention, SIUNA President Frank Drozak fell ill. It was cancer. By April 1988, his condition had become so grave that he called SIU Executive Vice President Michael Sacco to headquarters to begin taking over the helm of the union. Speaking at the union's April membership meeting, Sacco praised Drozak for his many accomplishments. He also urged the membership to reflect upon the meaning of the union's upcoming 50th anniversary He said that the labor movement had enabled American seamen to materially improve the quality of their lives. The wages and conditions that workers now take for granted were gained over the course of several decades. People had given their "blood, sweat and tears" so that future generations would have a benerway of life. Seamen's Struggle Enters a New Phase The struggle, said Sacco, is not over. It is just entering a new phase. Today's members are writing a new chapter. History will record their sacrifices and battles, just as it has recor ed those made by the SIU memrs who served in World War II and built a new union out of the ashes of the ISU. In June 1988, Frank Drozak died. His agenda had been shaped by an historical accident. He assumed office during the 1980 presidential campaign. He died just as the "Reagan Revolution'' was winding down, when the shipping industry was still mired in a decade-long depression. Red Campbell, vice president in charge of contracts, put his career in perspective. "Frank Drozak's enduring legacy is that he enabled this Frank Drozak union to stay afloat during one of the darkest periods in the history of the maritime industry. The union signed up hundreds of new jobs in the military sector and upgraded its services and training program. Unlike others in the maritime industry, it never gave up hope." A Plan For Maritime's Survival "The point is rapidly approaching when the United States will have to decide once and for all if it wants a merchant fleet capable of meeting its security needs," said Campbell. The same conclusion was reached by the Commission on Merchant Marine and Defense, which recently released a seven-point program aimed at revitalizing the maritime industry. "There is a clear and growing danger to the national security," said the report, "in the deteriorating condition of America's maritime industries. "There is today insufficient strategic sealift, both ships and trained personnel, for the United States using only its own resources as required by the defense planning assumptions, to execute a major deployment in contingent operations in a single theater such as Southwest Asia. Without decisive action, the situation will worsen substantially by the year 2000. "Major government effort is urgently required, indeed overdue, to revise our national objectives, policies and commitments in order to reverse the decline of the maritime industry" Maritime Must Unite In his first report to the membership, SIU President Michael Sacco had this to say on the maner: "We are now at the brink of a new administration. At this point, no one can tell what's in store for U.S. shipping. In these days of non-issue campaigning, no one knows where candidates stand on specifics. "But that doesn't mean that the industry can afford to sit still and wait. It had better get itself together, and I mean all of it-all of management and labor-and begin discussing and examining ways and means of using all resources available, to be certain U.S. shipping is not allowed to continue downward without a mighty effort on our part to tum things around. "It can be done, it's been done before. It's going to take good sense and hard work on the part of every section of the industry. The alternatives make it an absolute must for us to take a good hard ~hot at the challenge. We of the SIU stand ready to do our share!'' Michael Sacco ... ... i Anniversary Supplement Editor Max Hall Special thanks to Herb Brand, George McCartney, Red Campbell, and the staffs of the Paul Hall Archives, the SIU Hiscorical Research Deparcment and the Seafarers LOG. SIU Executive Board Michael Sacco President Joseph Sacco Joseph DiGiorgio Exec11t11ie Vice President Secretary Angus "Red" Campbell John Fay Vice President Vice President George McCartney Thomas Glidewell Vice President Vice President Roy Mercer Steve Edney Vice President Vice President Jack Caffey SIU President Frank Drozak was able to improve SIU services during a period of industry-wide decline. The new headquarters building. October 1988 Vice President 31 �----------•a 1-' i'i "We have an educated and informed membership. Together we will forge new programs to meet the challenges of the future. " -Michael Sacco � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Special Edition 1988 Description An account of the resource HEADLINES SIU CELEBRATES FIFTIETH ANNIVERSARY THE SEAMEN’S STRUGGLE FOR EQUALITY THE LAW WAS STACKED AGAINST SEAMEN BUCKO MATES AND CRUELTY AT SEA LIFE AT SEA SEAMEN’S ACT OF 1915 BRINGS FREEDOM MARITIME ENTERS DARK AGE RED SCARE SWEEPS COUNTRY AN ILL-FATED STRIKE BREAKS THE ISU THE GROWTH OF RADICAL ORGANIZATIONS ON THE WATERFRONT THE FIRST AMERICAN-OWNED PANAMANIAN-REGISTERED VESSELS THE GREAT DEPRESSION THE SEAMEN’S MOVEMENT IS REBORN SPLIT IN ORGANIZED LABOR BLOODY THURSDAY THE SIU IS BORN OUT OF THE ASHES OF ISU SIU LAYS STRONG FOUNDATION FOR FUTURE SIU FACES OMINOUS POST-WAR TRENDS PAUL HALL TAKES OVER THE HELM OF SIU THE SIU BECOMES A WATERFRONT POWER SIU SEAMEN MOUNT SEALIFT IN KOREA THE FIFTIES: SIU MAKES RAPID PROGRESS SIU FIGHTS FOR A DEMOCRATIC MOVEMENT FIGHT TO SAVE THE MARITIME INDUSTRY LUNDEBERG SCHOOL GIVES THOUSANDS OF SEAMEN A CHANCE FOR A BETTER LIFE THE ‘80S: SIU ADJUSTS TO SWEEPING CHANGES, PLANTS SEEDS OF HOPE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. SE 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/d9a7d9195ebfce9fd7aaacec3f6b2207.pdf bc1da1671bc2466bf57abf1894dbd4e5 PDF Text Text SIU Urges Protection of Rights C.G. Drug Rules Draw Withering Fire on Hill Displaying a unified front, the SIU and the maritime industry sharply criticized an administration drug testing proposal for all maritime workers. At a hearing before the House Merchant Marine Subcommittee late last month, the SIU presented a joint statement with NMEBA, the MM&P and the IBU. It charged the Coast Guard has not established any cause and effect relationship between possible drug use and maritime accidents, that the program could place a more than $200 million burden on the industry and that it would open the door to massive, multi-million dollar lawsuits. At the hearing, 15 maritime and other organizations opposed the Coast Guard proposals. In addition, most members of the subcommittee lambasted the yet-to-be adopted regulations. The only witnesses testifying in favor of the drug policy were from the Department of Transportation and two of its agencies, Marad and the Coast Guard. The SIU pointed out that the Coast Guard has admitted it has no evidence (Continued on Page 3.) Official Publication ol the Seafarers International Union• Atlantic, Gull, Lakes and Inland Waters District• Al'L·CIO Vol. SO, No. 10, October 1988 Dukakis Calls for 'New' U.S. Maritime Policy Stressing the need to ' 'get the American merchant fleet back under full steam,' ' Democratic presidential candidate Michael Dukakis unveiled a comprehensive maritime plan as the LOG went to press. Dukakis, who has the backing of the SIU and the AFL-CIO, outlined several points which the union and the maritime industry have said are cornerstones to any revitalization of the U. ~ -'fag fleet "Within the first 90 days of my administration, I will convene a conference of leaders from the House, Senate and the maritime industries, together with my administration, to draw up a comprehensive plan to help the maritime industries compete in a global economy. "And I will work with Congress , industry and labor to develop a plan for a cost-effective, military capable fleet of fast sealift and merchant ships. I will also direct the National Security Council staff to help develop, oversee and coordinate a new national maritime policy," Dukakis said. SIU President Michael Sacco said Dukakis ' statement on rebuilding the maritime indus~ry is "an outstanding reaffirmation of long establi hed maritime policy.'' He also said the SIU is looking forward to wo_rking with a Dukakis administration on other important maritime issues, including "existing export controls on Alaskan oil, development of the Arctic National Wildlife (Continued on Page 2.) SIU President Michael Sacco (left) and Democratic presidential candidate Michael Dukakis following the SIU's and AFL-CIO's endorsement of the Massachusetts governor. SIU Blasts Jones Act Waiver Bids by Alaska The Jones Act is under fire, again. Two Senate bills would waive U.S.flag requirements on coal shipments to Hawaii and on passenger service between U.S. ports and Alaska. 'The SIU strongly opposes both of these bills as flagrant violations of the meaning and intent of the Jones Act," SIU President Mike Sacco said in his prepared testimony before the Senate Merchant Marine Subcommittee. Along with the SIU, Marad, other maritime labor unions and several U.S.flag operators attacked the two bills, introduced by Sen. Frank Murkowski (R-Alaska), at a hearing late last month. When originally introduced, the first bill, S-2728, was intended to allow foreign-flag ships to carry coal between Alaska and Hawaii. The second, S-2729, would allow foreign-flag passenger ships to operate between ports in Alaska and between Alaska and Seattle, Wash. But at the hearing, Murkowski said he intended to reintroduce the legis(Continued on Page 4.) Seafarers made their presence felt on the campaign trail when they joined a crowd of 3,000 to hear Democratic presidential candidate Michael Dukakis in Annapolis, Md. 50 Years Ago the SIU Was Born. Read About the Union's Struggles and Its Victories in a Special 32-Page Anniversary Edition Inside. SIU A&G Election Information-Rules and Sample Ballot-Pages 8-12 �President's Report by Michael Sacco This month's LOG contains a special section commemorating our union's 50th anniversary. It tells a remarkable story-the seamen's struggle for equality. It is a compelling story that reaches out to touch the heart of every SIU member. There was a time, not so very long ago, when American seamen were forced to work for substandard wages under unsafe conditions. There was no such thing as a union hiring hall. In order to ship out, you had to curry favor with cr:mps and shipping agents, and the vessel was a floating plantation. Thanks to the vi ~ ion of giants like Andrew Furuseth and Harry Lundeberg, and the per.'onal sacrifices of thousands of seafarers, today's merchant mariner can hold his head high with dignity and enjoy better wages, benefits and working conditions than at any time since before men and women first set sail. It is incumbent on us who enjoy the present to learn from the past and honor the brave maritime workers who came before us. These were the men and women who achieved legislation to emancipate the seaman from near slavery, who fought on the waterfront to keep the trade union movement free and democratic, who had been on the Murmansk run, transporting the supplies that enabled America's allies to fight off Fascist aggression, who risked their lives during the Korean Conflict and the Vietnam War. Their sacrifices in the past are our inspiration for the future. There is a clear chain of events tying today's trainees with the brave men and women who founded this union. Every member and official in the SIU today is a part of the history of the union, and what we do today will have an effect on those who follow. Even during the most difficult periods, the SIU has always progressed. During the past eight years , while the American-flag merchant marine has declined by more than one half, the SIU under the leadership of the late Frank Drozak signed up hundreds of new jobs onboard military vessels, providing job security to thousands of seamen. The union has continually upgraded its servic€s and training facilities. Earlier this month, I was at a groundbreaking ceremony for our new union hall in Brooklyn, which will be serving our New York members and pensioners by next summer. Our union and school have always led the way in providing alcohol and drug rehabilitation services to our members. We are now once again in the forefront by being the first to recognize the severity and importance of the AIDS problem, and are working with the industry to develop a program to effectively deal with the AIDS epidemic as it affects our membership. The SIU has been successful because its membership is an informed membership, willing and able to change with the times. While the only real growth in maritime has been in the defense sector, our members have obtained the skills necessary to man military vessels of all types. Our union has made this commitment possible through opportunities offered at the Seafarers Harry Lundeberg School of Seamanship. Less than half a mile away from the new Brooklyn hall is Greenwood Cemetery, where Paul Hall, the late president of this union, and my dear friend and mentor, is buried. I remember that when the Lundeberg School was still on the drawing board, Paul said the seaman's biggest problem was understanding the challenges facing the maritime industry. Education was to be the key to informing our membership and providing them with the tools to meet those challenges. Paul Hall's spirit still lives on in the hearts and memories of every member, and in the hopes and aspirations of new trainees. He has been often in my thoughts these past few months. We should use the occasion of our anniversary to rededicate ourselves to his vision as we sail toward the 21st century. We owe this commitment not only to our members and their families but to our country as well. It is disgraceful when a U .S.-flag ship pulls into a foreign port utterly alone, with no other stars and stripes in sight. In order to meet our nation's needs and continue to obtain jobs, the SIU must continually be progressive and look to the future. We must continue to change as the industry itself changes. To that end, we will continue to seek cooperation between labor, management and government to help overcome our adversities. We will continue to pursue jobs for our membership in the defense sector and wherever opportunities seem promising. Finally, we will continue to develop benefits and services for our members that will sustain the Brotherhood of the Sea as a source of pride and accomplishment for another half-century. Dukakis' Maritime Policy-''A Positive First Step" (Continued from Page 1.) Refuge and revitalization of the U.S.flag passenger fleet." (See box for Sacco's complete statement.) •'The sealift capability provided by America's merchant marine is essential to our security . . . The United States is a global power-and if we are going to meet our responsibilities around the world, we need the airlift and sealift capacity to get our forces and their supplies to the battlefield, to deter war if we can, and to fight effectively if we must. And we need the security that a healthy U.S.-ftag merchant fleet will provide,'' the Mas- sachusetts governor said. Dukakis noted that in ''the last eight years, the number of U.S.-flag ships has dropped 28 percent, and 10,()00 oceangoing shipboard jobs have gone to foreign competitors. . . . Unless we act soon, this shortfall in sealift will grow even more serious in the next decade. ' ' Dukakis said that along with establishing a comprehensive national maritime policy as president he would: • "Preserve existing programs designed to promote the competitiveness of U .S.-flag carriers in the operation of their vessels. These programs are a cost-effective way to sustai n modern, U.S.fl.ag merchant hips that would be immediately available with trained crews to serve our nation in conflict or crisis. ' ' • As part of a " new partnership" between the merchant marine and the country , Dukakis will ''fully enforce exi ting laws" that provide cargo fo r U S.-ftag ships. • Dukaki ' will pre erve the integ- Executive Board Michael Sacco Pre Joseph Sacco E.-ecUllYC Vrce Pre~r:Jenr .cen' Joseph DiGiorgio Angus " Red " Campbell Socr~t•ry Vice Prel#denl Frank Margiotta Director of Public Relaflons & Publicatoons • ~ Charles Svenson John Fay George McCartney Vice President Va PreSldent Vice PreSldent Roy Mercer Steve Edney Jack Cattey Vice PreS1dent Vice Pre!Ji.ldeni \!'ice P~wenf Thomas Glidewell Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor AsSOClate Editor 2 I LOG I October 1988 rity of the Jones Act and other laws requiring that passengers and cargo transported in the U.S. coastwise trade be carried on U.S.fl.ag vessels." • He pledged to ·•enforce laws which require the use of American carriers at fair rates when moving government-impelled cargo." • Make sure that parts of the new Trade Act designed to protect U.S. -flag shipping from unfair foreign practices (and in some cases which call for penalties against countries that discriminate against American shipping) will ''be vigorously enforced." • In any negotiations between the U.S. and other countries which could have an impact on the merchant marine, Dukakis will "make sure that its (the merchant marine 's) interests are protected.'' • Dukakis said he would expand the use of the merchant marine to perform peacetime Naval auxiliary functions. Complete SIU Statement on Dukakis' Policy "Presidential candidate Michael Dukakis' statement on rebuilding the maritime industry is an outstanding reaffirmation of long-established maritime policy. It is a positive first step toward revitalizing a strategic industry to our nation's defense and economy. When put into place, it wiU permit the industry to address growth potentials instead of concentrating its energie on enforcement of existing policies which unfortunately has been the case in recent administration . •'The SIU is pleased with this strong maritime position. We look forward to working with a Dukakis administration on a number of maritime-related issues, including the critical necessity of maintaining existing export controls on Alaskan oil, development of an Arctic National Wildlife Refuge and revitalization of a U.S.-flag passenger fleet." Michael Sacco President SIU �C.G. Drug Rules Draw Withering Fire on Hill (Continued from Page 1.) that drug or alcohol use is a major cause for maritime accidents. Yet with few facts to support its position, the Coast Guard proposals would establish pre-employment testing, mandatory-random testing, post-accident testing and reasonable cause testing. In addition, the proposed rules would force the industry to foot the bill for both the· testing process itself and the cost for any rehabilitation programs. It also would override many of the current and successful anti-drug programs established through collective bargaining. Several witnesses charged that the timing of the proposal was keyed to an election-year effort to show the administration is taking a "tough" stand on drugs. 'The industry was given a 60-day comment period in which to evaluate a proposal of such massive proportions. This limited time frame ... was less than adequate for this pervasive and major rule making, leading us to believe that the proposed regulations are politically motivated in an election year,'' said Jim Henry, president of the Transportation Institute. While the Coast Guard could not point to evidence suggesting a major drug problem within the maritime community, other witnesses provided facts showing that the make-up of American crews could actually lead to less drug use than in society as a whole. "At the present time, the average age of licensed crewmembers on our vessels is 45 years old and that of our unlicensed seamen is 51 years. All existing statistics point to the fact that abuse of illegal drugs in this age category is not significant and certainly not a national problem," said William P. Verdon, president of the United Shipowners of America. The drug testing rules would apply only to U.S.-flag ships, even though more than 90 percent of the cargo moving through American ports is carried on foreign-flag ships. Rep. Norman Shumway (R-N.Y.) pointed out that U.S. ships already face unfair competition from foreign-flag vessels. "You are adding another straw on the camel's back," he said. Several government-sponsored, mandatory drug testing plans have been overturned by the courts. Also, employees have filed lawsuits against similar plans. The Coast Guard's proposal will probably fail to "accomplish its goal," said Subcommittee Chairman Rep. Walter B. Jones (D-N .C.). He said the rules would probably be subject to lawsuits and that ''would set back everyone's efforts against drugs." The rules would ''impose on the private sector and the operator the role of Which Side Are ·You On? surrogate law enforcement officer, responsible for the actions of employees in and out of the workplace, subjecting the employer to possible civil liability actions," said TI' s Henry. Because much of the proposed testing would be done onboard the ships, questions were raised as to the competence and qualifications of those doing the testing and to what that would do to shipboard relationships. "Random testing aboard vessels would create chaos. Who would do the testing? It must be remembered that a ship's. crew is a small, tightly built society with definite levels of authority. The very fabric of this needed structure would be fractured with subordinates taking and administering drug tests of their superior officers," said Verdon. Along with the procedures , the logistics of onboard testing were questioned. How would the samples be stored? Would the testing be done in foreign labs, not under the same rules as American facilities? Would seamen who tested positive in a foreign port be liable for prosecution in that country? The constitutionality of mandatory drug testing was raised. Several groups said that the proposal could have an adverse impact on rehabilitation programs. While most unionized maritime workers have rehabilitation programs available through collective bargaining agreements, the proposed rules do not mandate such programs. Plus the entire cost of any such program would be borne by the industry. While specific legislation to halt the Coast Guard's proposals was not requested, the subcommittee was urged to work with the industry and Coast Guard to come up with a more workable and feasible plan. A Note to Our Readers This special anniversary edition of the Seafarers LOG highlights the SIU' s half-century of history. In order to provide the space 50 years of history so rightfully deserves, several regular Seafarers LOG features have been put on hold until November. Next month we will resume our regular and complete coverage of Inland and Government Services news, dispatcher's reports, the Seafarers Harry Lundeberg School, final departures and other regular features. Personals Robert Miller Please contact Philip Livingston, c/o Harold Strauss, 3090 Winterbrook Dr., West Pittsburg, Calif. 94565. Larry Vouga Please call Steve collect at (808) 924-1439. Ground Broken For New Brooklyn Hall These groups testified against the Coast Guard's drug testing proposal. • Seafarers International Union of North America • National Marine Engineers' Beneficial Association • International Organization of Masters, Mates and Pilots • Inland Boatmen's Union • Transportation Institute • The American Institute of Merchant Shipping • The American Waterways Operators • United Shipowners of America • National Association of Passenger Vessel Owners • Maritrans Operating Partners L.P. • Rowan Companies Inc. • Offshore Marine Service Association • American Maritime Association • American Civil Liberties Union • National Fisheries Institute The proposals were backed by: • The Department of Transportation • The Maritime Administration • The Coast Guard Vote!!! October 4 was an historic day for the SIU in Brooklyn; groundbreaking ceremonies for a new hall were held. After 37 years at 675 Fourth Avenue, the Union will be moving, but only down the street. The new Fourth Avenue hall will be able to provide more efficient services for the thousands of Seafarers and retirees in the New York area. Pictured above (center foreground, J. tor.) are "Flattop" Koflowitch, SIU Secretary Joe DiGiorgio, SIU President Michael Sacco, SIU Vice President Jack Caffey, construction consultant Al Casella and Seafarer Robert Gorbea. October 1988 I LOG I 3 �Cruise Ship & Coal Waivers Sought SIU Defends Jones Act From Alaskan Attacks (Continued from Page 1.) lation in the next session of Congress and would expand the bills to cover all coal shipments to Hawaii and passenger sailings from any U.S. port to Alaska. Murkowski's statement underlined one of the main points the unions and other opposition witnesses have stressed time and time again-once the Jones Act door is opened slightly, it's only a matter of time before someone tries to kick it in entirely and repeal the cornerstone of U.S. shipping laws. "After all, if this exception is granted, why not forest products or anything else where cut-rate foreign flags can undercut the U.S. flag? Where do you stop?" asked National MEBA representative Karl Landgrebe. As if to underscore the fear, a rep- NOTICE NATIONAL MARINE SERVICE EX-EMPLOYEES The Union has negotiated a severance benefit settlement with National Marine Service and the following ex-employees of National Marine Service may be due settlement money. If your name appears below please contact in writing: Secretary Joe DiGiorgio, Seafarers International Union, 5201 Auth Way, Camp Springs, Md. 20746 and provide the following information: I. Name 2. Mailing Address 3. Social Security No. 4. Book No. 5. Job classification 6. Period worked for National Marine Service Benefits will be calculated on the basis of the number of years of uninterrupted service with National Marine. Name R. Azar R. Benoit C. Bryant S. Burnap M.J. Chapman J. Gomez R. Hernandez K. Larsen C. Lovett D. Marcus C. Merryman E. Moore F. Newton G. Pruitte J. Riggs R. Salvaggio D. E. Shubert R. Spangler F. Stanley G. Strickland E. Stringfellow J. White J. Wiley C. Wilson G .R. Williams R.K. Williamson W.M. Wortham Soc. Sec. No. 487-62-4016 438-74-2192 340-30-3539 264-49-2951 437-34-1983 078-50-1040 584-86-6787 536-58-2162 427-74-2872 466-42-8549 429-38-9982 459-56-6788 457-48-6789 494-76-0611 563-17-5731 428-25-3773 240-17-5591 418-92-8091 438-34-1858 455-82-2602 425-44-7154 104-42-2927 492-64-9859 441-38-3014 424-84-5314 587-13-1591 323-60-0442 4 I LOG I October 1988 resentative of the Alaska governor's office said politicians in that state will make every attempt to repeal the entire Jones Act. ''The reasons for supporting the Jones Act have not changed since its passage,'' Sacco said in his statement, "national security and the economic stability of the domestic maritime industry.'' He also noted that the recent report from the presidentially-appointed Commission on Merchant Marine and Defense recommended that one way to counter the decline of the U.S.-fiag fleet is tough enforcement of the Jones Act. ''. . . Cabotage laws are still needed . . . They contribute significantly to providing the ships and merchant seamen required for our national defense and economic security . . . the admin- istration and Congress should resist any attempt to weaken them,'' the commission reported. Alaskan coal mining interests were instrumental in having the coal-to-Hawaii waiver introduced. The islandstate currently imports its powerplant coal from abroad but plans an expansion of its coal use. Of course the Alaskan coal companies want a piece of that pie. They claim there are no U.S. ships available, and if there were, they would be too expensive. But Marad Deputy Administrator William Creelman noted that oceangoing barges are available. Another witness said at least two deepsea colliers could be used in the trade. "Without the Jones Act, the U.S. domestic trades would likely be dominated by foreign-flag vessels, built abroad, manned by foreign workers Seafarers Log Wins Major Labor Press Contest Award The Seafarers Log was once again cited for journalistic exellence by the International Labor Communications Association. The Seafarers Log won the Second Award: General Excellence in a nationwide contest this year in which there were 1,276 entries from 155 labor union publications. In singling out the Seafarers Log for this award, the judges said: "The Seafarers Log is particularly notable for photographs that give it a very human touch. The Log ensures that its readers are not adrift when it comes to important shipping news." This year's ILCA Journalistic Awards Contest judges were: John Barry, former managing editor of the AFL-CIO News; Bob Cohn, contributing editor of Newsweek; Joseph Foote, writer and journalism lecturer; Barbara Griffith, Corporation for Public Broadcasting; Donna Hulsizer, education policy director, People for the American Way; Stuart Kaufman, George Meany Center for Labor Studies; Joyce Murdock, The Washington Post; Bob Rodden, editor/writer Machinists International Union (retired); and Lee White, editor/writer Communications Workers of America (retired). The Seafarers Log staff includes Charles Svenson, editoc Mike Hall, managing editor; and Associate Editors Max Hall and Deborah Greene. and operated by companies that pay no U.S. taxes and owe no allegiance to the United States," Jim Henry, Transportation Institute president said in a prepared statement. In the case of the Alaskan cruise ships, Sacco said a waiver of U.S.flag requirements would "have a chilling effect" on any operator who might have plans to enter the trade. "I would respectfully suggest that in the absence of the Jones Act, no operator would risk competing against foreign-flag fleets, sailing substandard vessels manned by Third World crews paid substandard wages," the SIU president said. No action is expected on either bill before the close of Congress. But if the bills are reintroduced in the next session, the SIU will mount a campaign to protect U.S.-ftag ships and American seagoingjobs. Laker's Daughter To Teach in China Kenneth Shorkey, an AB aboard the M/V Belle River, has reason to be proud. His daughter Carolyn will have the honor of representing the President Carter Center in Atlanta during a five-month trip to China. Ms. Shorkey has been assigned to Qingdao, where she will conduct teacher training in special education for visually impaired children. Thirty Chinese teachers have been selected from throughout China to attend her classes and will then take their newly acquired skills back to their home schools for the blind. A 1970 graduate of Algonac High School, Ms. Shorkey is also a graduate of Michigan State University and received her masters degree in learning disabilities from Georgia State University. Jones Echoes SIU Warning on GATT and Maritime Issues Last month the SIU warned that upcoming GATT talks could result in the opening of U.S. Jones Act trades to foreign-flag ships, if the industry and its allies aren't vigilant (see Sept. LOG). Now, Rep. Walter B. Jones (DN.C.), chairman of the House Merchant Marine and Fisheries Committee, has sent his House colleagues a letter outlining the same concerns. others are concerned about. Last year when similar threats were contained in the U .S.-Canada Free Trade Agreement, pressure from maritime interests was able to remove those sections. Jones has drafted a resolution, sup- ported by the SIU, calling on the administration not to submit any proposal that ''would in any way consider maritime .activity as being within the scope of' areas covered by the GATT. The Union is closely monitoring the situation. SIU Backs Humphrey There is "no room" in the GATT talks for proposals ''which would encourage entry by the Third World and East bloc vessels into maritime trades now reserved, for security reasons, to vessels of the United States. ''Allowing such participation would ultimately and irrevocably spell the end of the U.S.-flag merchant marine,'' Jones wrote. GAIT, the General Agreement on Tariffs and Trade, is a worldwide trade agreement which covers many areas of international trade. There is some indication the next round of talks on GATT will include maritime services, and that is what the SIU, Jones and Following in his father's pro-labor footsteps, Hubert "Skip" Humphrey is the Democratic candidate for one of Minnesota's U.S. Senate seats. Humphrey (above center) is shown with SIU Duluth Field Rep. Wayne Brandt (left) and Byron Kelley, SIU Great Lakes headquarters rep. �Monthly Membership Meetings FALCON LEADER (Seahawk Management), August 28-Chairman Joseph Caruso, Engine Delegate Paul Moran. No beefs or disputed OT. The deck department reports it finally has a full deck gang-and there's still unlimited OT! The ship will pay off at sea on Aug. 31 . The Falcon Leader's enroute to Bahrain-with a 60-day MSC extension to its contract. The educational director stressed the importance of upgrading at Piney Point. The ice machine is still broken after two months. If it can't be fixed, members request a new one be ordered. The crew received Marianne Drozak's thank-you card for their condolences on Frank Drozak's death. The crew got a donation together and sent it to the SIU for the cancer society. Next port: Bahrain. LNG LIBRA (Energy Transportation Corp.), August 14-Chairman B.B. Darley, Secretary H. Markowitz, Educational Director C. Dahlhaus, Deck Delegate F. Smith, Engine Delegate D. Terry, Steward Delegate G. Taylor. No beefs or disputed OT. There is $1,065.20 in the ship's fund and $134 in the SIU fund . The bosun reported that a letter had been received from headquarters with some answers to previous questions. The letter mentioned better security at the Union halls, gave a job description for an OS, and clarified the question of the chief mate working on deck. The steward reported that this is his first trip on the Ubra. He is happy to see that everything is in good shape and running smoothly. He also thanked the crew for helping keep the lounge and galley clean at night. A vote of thanks was then given to the steward department for a job well done. Next ports: Arun, Indonesia and Tobata, Japan. PFC DEWAYNE T. WILLIAMS (AMSEA), September 4-Chairman Alvin C. Mccants, Secretary Don Spangler, Educational Director/Engine Delegate M. Sabin, Deck Delegate Howard F. Hare, Steward Delegate Antoinette M. Spangler. No beefs or disputed OT. There is $140 in the ship's fund, and there will be a pilot pool for Jacksonville. The chairman stressed the importance of the no smoking regulation while docked in Jacksonville. Smoking is allowed only in the crew mess-nowhere else (including toc'sles). The ship will pay off in Norfolk and the crew will be laid off prior to a three-week shipyard period. Members might want to make the most of this time by attending the three-day firefighting course. "You will not have to incur any expenses, and you won't have to use any of your vacation time. " Just be sure to save your receipts and submit them to AMSEA for a refund. Members were also reminded that there will be no eating or drinking on deck while in Jacksonville. The Coast Guard will be very strict about garbage going over the side, especially styrofoam cups. A repair list has been posted for everyone on the crew bulletin board. A vote of appreciation was given to the steward department, especially to the two fine cooks onboard. "Each and every meal is too tempting to pass up and our waistlines show it." In its report to the Seafarer's LOG, the Williams says: "Just left the Panama Canal heading East. Passed one of our sister ships, the MN Button in Gatun Lake as they are heading back to the Pacific after their shipyard period." ROVER (Ocean Carriers, Inc.), August 28-Chairman Robert Wilson, Secretary E. Harris, Educational Director J. Parkhurst, Deck Delegate Jerry LaDuke, Engine Delegate P. West, Steward Delegate L. Razo. No beets or disputed OT reported. There is $165 in the ship's fund. All communications received aboard ship from headquarters were read. They concerned the ship's movies, bad drinking water, shortage of QMEDs, dying ice machine, Persian Gulf bonus, shortage of American seamen on the Rover, and aJ"ohol abuse aboard American vessels. A topside maintenance report from OCI also was read. Each member has a copy of the new wage and overtime increases, effective Aug. 21. The educational director reminded everyone to be careful when wearing rubbersoled shoes on an oily deck. The Rover still has two foreign men working aboard ship, one AB and one QMED. "Please send us SIU men and we will train them ourselves. The foreign men that come aboard have to be trained, so why not train our own brothers?" Next port: Bahrain. Port Deep Sea Lakes, Inland Waters Date Piney Point .............. Monday , November 7 . . .. . ..... . . . .... 10:30 a .m. New York . . ............. Tuesday , November 8 .. .... . .......... 10:30 a.m. Philadelphia .............. Wednesday , November 9 .. . ........... 10:30 a.m. Baltimore ................ Thursday, November 10 . ........... . .. 10:30 a.m. Norfolk ............... . . Thursday , November 10 . .............. 10:30 a.m. Jacksonville .............. Thursday , November 10 . ... . .......... 10:30 a.m. Algonac ............... . . Monday, November 14 . . ... .. . . ....... 10:30 a.m. Houston ............. . .. . Monday , November 14 ................ 10:30 a.m. New Orleans ........... .. Tuesday, November 15 ........ .. ... . .. 10:30 a.m. Mobile .. . ... . .. ..... . . .. Wednesday , November 16 .... .. . . ... .. 10:30 a.m. San Francisco ............ Thursday , November 17 . .......... . . . . 10:30 a.m. Wilmington .............. Monday, November 21 ........ . ... .... 10:30 a.m. Seattle ......... . .. . ... . . Friday , November 25 ................. 10:30 a.m. San Juan . . .... . ...... . . .Thursday, November 10 .. . . . ... . . .. .. . 10:30 a.m . St. Louis ............ . ... Friday , November 18 ............. . .. . 10:30a.m. Honolulu ....... .... ..... Friday, November 18 . . . . ..... . ....... 10:30 a.m. Duluth .................. Wednesday , November 16 ........... . . 10:30 a.m. Jersey City ............. . .Wedne day , November 23 ............. 10:30 a.m. New Bedford .. . . . ........ Tuesday , November 22 ............ . ... 10:30 a.m. SAM HOUSTON (Waterman), July 24Chairman Herbert D. Leake, Secretary G.T. Aquino, Educational Director P. Walker. No beefs or disputed OT. There is about $140 in the ship's fund. The chairman stressed that this is an election year and how important it ts for SIU members to contribute to SPAD. These donations assist in the passage of any legislation that will help the maritime industry. " It is imperative that we pass as many bills in our favor-as soon as possibl&-in order to keep our level of income as high as possible. " The secretary added that it is not only the right, but the duty, of every member to vote. "As union members, we also must assist any politician who may be supporting the maritime industry. Get out, fellow members, and do a little leg work. You meet nice people and learn a lot. After the election you can go to Piney Point and upgrade to a better paying job. You won't be sorry you did. " The steward thanked all hands for helping to keep the messroom and pantry clean. He also gave a vote of thanks to P. Walker, chief electrician, for keeping the galley equipment in working order. The steward department, in turn, was given a vote of thanks for a fine job and a good menu. "This has been a good trip and a good crew." In its report to the Seafarer's LOG, the Sam Houston says: "We would like the LOG to note that the demonstrations put on by members of the crew with survival suits are very good and informative." One minute of silence was observed in memory of our departed brothers and sisters. Next port: Newport News, Va. ULTRAMAR (A.M.T.), August 14-Chairman K.W. Craft, Secretary D.S. Smith, Educational Director D.D. Dobbins, Deck Delegate G. Khan, Engine Delegate G. Jackson, Steward Delegate D. Camacho. Some disputed OT was reported in the engine department and will be taken up with the patrolman on arrival. There is $150 in the ship's movie fund. The chairman reminded all crewmembers to cooperate in keeping the ship in good condition. "There is a lot of work to be done aboard ship and everyone should do their best to maintain and upgrade its condition." A discussion was held on the possibility of closing some of our Union halls and being shipped by phone from Manpower. A vote was taken and all crewmembers voted against such a move, stating that it would mean that there is no longer a need for a union or union officials. It will be discussed with the boarding patrolman at payoff. The educational director reminded all crewmembers to register to vot&-and to support the SIU's political programs by con- tributing to SPAD. The Ultramar is in need of a new ice machine, a refrigerator for the crew's messhall, a new VCR and a new TV. The steward and his department were given a vote of thanks for their fine food and service given during the voyage. Next port: Vancouver, Wash. Official ships minutes also were received from the following vessels: ADONIS AMERICAN EAGLE LNG AQUARIUS BAYAMON FALCON PRINCESS 1ST LT. B. LOPEZ LNG LEO LI ERTY WAVE NEDLLOYD HOLLAND NUEVO SAN JUAN OMI CHAMPION OVERSEAS CHICAGO OVERSEAS HARRIETTE ROBERT E. LEE SEA-LAND ACHIEVER SEA-LAND ATLANTIC SEA-LAND CHALLENGER SEA-WO COMMITMENT SEA-LAND CRUSADER SEA-LAND EXPLORER SEA-WO EXPRESS SEA-LAND HAWAII SEA-LAND INDEPENDENCE SEA-LAND INNOVATOR SEA-LAND INTEGRITT SEA-WD MARINER SEA-LAND NAVIGATOR SEA-LAND PACIFIC SEA-LAND PERFORMANCE SEA-LAND TRADER SEA-LAND VALUE USNS DUTTON USNS STALWART LNG VIRGO INLAND James H. Corder, 62 Jacksonville , Fla. Erik R. Fischer, 65 New York Henry W. Owen Jr., 65 John D. Pennell, 62 New Orleans , La. Houston , Texas Harry Chromiak, 62 Philadelphia, Pa. Walter Hinko, 61 New York Thomas R. Hunt, 61 Philadelphia, Pa. Rudolph J. Jadrich, 62 Algonac , Mich. Wesley A. Kirk Sr., 62 Norfolk, Va. John H. McCormick, 62 Philadelphia, Pa: William Parisi, 63 Gloucester, Mass. GLOUCESTER FISHERMEN Harry L. Frierson, 53 Robert C. Gartman, 65 Mobile , Ala. Duluth , Minn. Donald L. Thompson, 67 Orie A. Wilson, 65 San Francisco, Calif. Mobile , Ala. Wiltz Fontenot, 61 Houston, Texas Osiris E. Martinez, 62 Santurce, P.R. Osiris E. Martinez, 62 John S. Higgins, 68 Santurce , P.R. San Francisco , Calif. Joseph Zeloy, 62 Jacksonville, Fla. John J. Pierce, 60 Philadelphia, Pa. Giacomo Rallo, 50 Gloucester, Mass. Ambrose P. Parisi, 62 Gloucester, Mass. GREAT LAKES John P. Dolan, 62 Algonac, Mich. George J. Finnerty, 61 Algonac, Mich. October 1988 I LOG I 5 �The Seafarers Hany Lurufe6er9 Schoo( of Seamanship Saf:utes tile Seafarers International Union of North America on its Goeden Atmiversary ... 50 prowlyears OJstewardship in protecting tfze fabor interests !2Lmerica$ mercliant seamen 6 I LOG I October 1988 of �' • I •• !.. , -;. 1989 Upgrading Course Schedule .~~·=," .. ~ ~'JJ ., ._,...,,,,, Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for star1ing date) Celestial Navigation February 29 June 27 ~ I Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry January - June 1989 The following is the current course schedule for January - June 1989 at the Seafarers Harry Lunde berg School of Seamanship. *Minimum number of students required for Celestial Navigation class to be held is five (5). Third Mate & Original Second Mate January 16 April 14 Lifeboat January 9 February 6 March 6 April 3 May 1 May 29 June 26 January 20 February 17 March 17 April 14 May 12 June 9 July 7 Tankerman May 15 June 9 LNG - (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) PLEASE NOTE: All members are required to take firefighting when ~ attending SHLSS. Engine Upgrading Courses Check-In Date January 9 Completion Date April 17 July 7 Marine Electrical Maint. January 9 March 3 Refrigeration Systems Maint. & Op. April 3 May 12 ~ated June 12 July 7 Course QMED - Any Rating GJntainers-AdvancEd Maint. April 1 July 29 Self Study Safety Course March 31 * Upon completion of course, must take a four-week Sealift Operations & Maintenance Course. Pumproom Maint. & Operations April 3 May 12 Variable Speed DC Drives March 20 April 28 Welding February 6 March 3 Recertification Programs Check-In Date Completion Date May 1 May 26 Course Diesel Engine Technology February 6 March 3 Steward Recertification January 30 March 6 Electro-Hydraulic Systems May 15 June 23 April 14 March 27 May 8 March 20 Bosuns Recertification Hydraulics FOWT February 6 March 17 June 12 July 21 June 26 July 21 Automation Adult Education Courses ourse * All students in the Engine Department will have two weeks of Sealift Familiarization at the end of their regular course. Check-In Date Assistant Cook High School Equivalency (GED) January 3 April 3 July 3 September 4 October 30 February 13 May 13 August 14 October 16 December 11 Adult Basic Education (ABE) January 3 April 3 July 3 September 4 October 30 February 11 May 13 August 12 October 14 December 9 English as a Second Language (ESL) January 3 April 3 July 3 September 4 October 30 February 11 May 13 August 12 October 14 December 9 Completion Date Open-ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date)* * All students in the Steward Department will have two weeks of Sealift Familiarization at the end of their regular course. Completion Date For students who wish to apply for the GED, ESL, or ABE classes in 1989, the courses will be six weeks in length and offered on the following dates: Steward Upgrading Courses Course Check-In Date The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Deck Upgrading Courses Developmental Studies (DVS) January 30 June 5 Check-In Date Completion Date Able Seaman January 23 March 20 May 15 March 3 April 28 June 23 First Class Pilot (Organized self study) Open-ended (Contact Admissions Office for starting date) Radar April 17 Course April28 *Minimum number of students required for radar class to be held is four (4). February 3 (Offered prior to the FOWT Course) June 9 (Offered prior to the FOWT Course) April 10 April 14 (Offered prior to the QMED Course) ABE/ESL Lifeboat Preparation Course Februaryl 3 March 13 March 3 March 31 April 10 April 28 This three-week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. October 1988 I LOG I 7 - �Voting Procedures, Sample Ballot, Other Information for 1988 General Election of Officers, 1989--1992 Seafarers International Union Atlantic, Gulf, Lakes & Inland Waters District S ecret ballots, for the election of officers and job holders for the term 1989-1992, will be available to members of the Atlantic, Gulf, Lakes and Inland Waters District of the Seafarers International Union of North America from Nov. 1 through Dec. 31. The ballot will contain the names of all qualified candidates as was determined by the Union's Credentials Committee and membership in accordance with the Union's Constitution. The election will be conducted by a mail ballot as provided by the Union's Constitution. Secret ballots, together with self-addressed, stamped envelopes for mailing, will be available to full-book members in good standing at union halls. A full list of cities and street addresses where ballots will be available accompanies this story. Election procedures are spelled out in detail in Article XIII of the SIU Constitution which is printed in this special supplement of the Log. Seafarers may pick up their ba - able to members who believe they will be at sea during the voting period and unable to secure a ballot. Requests for absentee ballots must be made by registered or certified mail postmarked no later than midnight, Nov. 15 and must be delivered no later than Nov. 25, 1988. The requests must be mailed to the Secretary's office at SIU Headquarters in Camp Springs, Maryland. Seafarers requesting absentee ballots are cautioned to include with the request the address where they want the ballot to be mailed. Once he receives his ballot and envelopes, the member's vote becomes completely secret since, after he marks his ballot in secret, he inserts it into the envelope marked ''Ballot,'' seals it and places it into the mailing envelope already addressed to the bank depository, seals the mailing envelope and mails it. Notice On Unopposed Candidates One part of the article of the SIU Constitution which deals with rules for elections concerns the election of candidates who are unopposed for office. The section states that those candidates who are unopposed for any office or job shall be considered elected to that office or job, and that the Tallying Committee shall not have to count the votes for any such candidate. The entire section, contained in Article XIII, Section S(a) of the SIU Constitution, reads as follows: "A candidate unopposed for any office or job shall be deemed elected to such office or job notwithstanding that his name may appear on the ballot. The Union Tallying Committee shall not be required to tally - lots and mailing envelopes from 9 a.m. until noon, Monday through Saturdays, except on legal holidays, at any of the designated portcity locations from Nov. 1 through Dec. 31. Mailing envelopes containing ballots must be postmarked no later than midnight, Dec. 31, 1988 and must be received by Jan . .5, 1989. Only full-book members in good standing are eligible to vote. Each member must present his book to the port agent or the agent's designated representative when the member secures his ballot, his ballot envelope and a postage-paid, pre-addressed enveloped in which to return the ballot envelope containing the ballot. When the member receives his ballot, his book will be stamped with the word "voted" and the date. The top part of the ballot above the perforated line will be retained by the port agent. In cases where a member does not produce his book, or where there is a question about his being in good standing or otherwise eli- gible to vote, the member will receive a mailing envelope of a different color marked with the word "challenge," and his book shall be stamped "Voted Challenge" and the date. Absentee ballots will be avail8 I LOG I October 1988 While he must sign his name on the first line of the upper lefthand corner of the mailing envelope, and print his name and book number on the second line, the secrecy of the ballot-which is encased in an unmarked ballot envelope-is complete. No ballot will be opened for counting until all envelopes containing valid ballots have first been opened, the ballot envelope removed intact, and all ballot envelopes mixed together. In no way will there be any connection between the mailing envelope-containing the member's name-and the ballot envelope or the ballot itself. Ballots will be counted by a rank-and-file Union Tallying Committee consisting of two members elected from each of the Constitutional Ports. They will be elected in December. I - completely the results of the voting for such unopposed candidate but shall certify in their report that such unopposed candidate has been elected to such office or job. The Election Report Meeting shall accept the above certification of the Union Tallying Committee without change.'' �NOTICE OF 1988 ELECTION FOR ELECTION OF 1989-1992 OFFICERS AND CONSTITUTIONAL AMENDMENTS SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA· Atlantic, Gulf, Lakes and Inland Waters District Election will be conducted by secret mail ballot. Ballots may be obtained at the following locations from 9:00 AM. to 12 Noon, Mondays through Saturdays, excluding holidays, during the voting period. The voting period shall commence on November 1st, 1988 and shall continue through December 31st, 1988. VOTING LOCATIONS 675 Fourth Avenue, Brooklyn, NY 11232 BALTIMORE 1216 E. Baltimore Street, Baltimore, MD 21202 NEW YORK DETROIT-ALGONAC 520 St. Clair River Drive, Algonac, Ml 48001 NORFOLK 115 Third Street, Norfolk, VA 23510 PHILADELPHIA 2604 South Fourth Street, Philadelphia, PA 19148 PINEY POINT Seafarers Harry Lundeberg School of Seamanship, DULUTH 705 Medical Arts Building, Duluth, MN 55802 HONOLULU 636 Cooke Street, Honolulu, HI 96813 HOUSTON 1221 Pierce Street, Houston, TX 77002 JACKSONVILLE 3315 Liberty Street, Jacksonville, FL 32206 JERSEY CITY 99 Montgomery Street, Jersey City, NJ 07302 SAN FRANCISCO 350 Fremont Street, San Francisco, CA 94105 MOBILE 1640 Dauphin Island Parkway, Mobile, AL 36605 SEATILE 2505 First Avenue, Seattle, WA 98121 NEW BEDFORD 50 Union Street, New Bedford, MA 02740 ST. LOUIS 4581 Gravois Avenue, St. Louis, MO 63116 630 Jackson Avenue, New Orleans, LA 70130 WILMINGTON 510 North Broad Avenue, Wilmington, CA 90744 NEW ORLEANS Piney Point, MD 20674 PUERTO RICO 1057 Fernandez Juncos, Stop 16, Santurce, PR 00907 (SANTURCE) SIU Constitution Rules on Election Article XIII Elections for Officers, Headquarters Representatives, Port Agents and Port Employees Section 1. Nominations. Except as provided in Section 2 (b) of this Article. any full book member may submit his name for nomination for any office, or the job of Headquarters Representative, Port Agent or Port Employee , by delivering or causing to be delivered in person, to the office of the Secretary at Headquarters, or sending a letter addressed to the Credentials Committee, in care of the Secretary at the address of Headquarters. This letter shall be dated and shall contain the following: (a) The name of the candidate. (b) His home address and mailing addres (c) His book number. (d) The title of the offfice or other job for which he is a candidate, including the name of the Port in the event the position sought is that of Agent or Port Employee. (e) Proof of citizenship. (f) Proof of seatime and/or employment as required for candidates. (g) In the event the member is on a vessel, he shall notify the Credentials Committee what vessel he is on. This shall be done also if he ships subsequent to forwarding his credentials. (h) Annexing a certificate in the following form. signed and dated by the proposed nominee: "I hereby certify that I am not now, nor, for the five (5) years last past. have I been either a member of the Communist Party or convicted of, or served any part of a prison term resulting from conviction of robbery, bribery, extortion, embezzlement, grand larceny, burglary, arson, violation of narcotics laws, murder, rape, assault with intent to kill, assault which inflicts grievous bodily injury, or violation of Title II or lll of the Landrum-Griffin Act, or conspiracy to commit any such crimes ... Dated .................................................. . Signarure of member Book No. . ............................................. . Printed forms of 'the certificate shall be made available to nominees. Where a nominee cannot truthfully execute such a certificate, but is, in fact. legally eligible for an office or job by reason of the restoration of civil rights originally revoked by such conviction or a favorable determination by the Board of Parole of the United States Department of Justice . he shall. in lieu of the foregoing certificate, furnish a complete signed statement of the facts of his case together with true copies of the documents supporting his statement. Any full boak member may nominate any other full book member in which event such full book member so nominated shall comply with the provi~ions of this Article as they are set forth herein relating to the submission of credentials. By reason of the above self nomination provision the responsibility, if any, for notifying a nominee of his nomination to office shall be that of the nominator. All documents required herein must reach Headquarters no earlier than July 15 and no later than August 15 of the election year. The Secretary is charged'\Vith safekeeping of these letters and shall tum them over to the Credentials Committee upon the latter's request. Section 2. Credentials Committee. (a) A Credentials Committee shall be elected at the regular meeting in August of the election year at the Port where Headquarters is located. It shall consist of six (6) full book members in attendance at the meeting with two (2) members to be elected from each of the Deck, Engine and Stewards Departments. No officer, Headquarters Representative, Port Agent or Port Employee, or candidate for office of the job of Head- quarters Representative, Port Agent or Port Employee, shall be eligible for election to this Committee except as provided for in Article X, Section 4. Jn the event any Committee member is unable to serve, the Committee shall suspend until the President or Executive Vice-President or the Secretary, in that order, calls a special meeting at the Port where Headquarters is located in order to elect a replacement. The Committee's results shall be by majority vote with any tie vote being resolved by a majority vote of the membership at a special meeting called for that purpose at that Port. (b) After its election, the Committee shall immediately go into session. It shall determine whether the person has submitted his application correctly and possesses the necessary qualifications. The Committee shall prepare a report listing each applicant and his book number under the office or job he is seeking. Each applicant shall be marked ''qualified'' or ''disqualified'' according to the findings of the Committee . Where an applicant has been marked " disqualified," the reason therefor must be stated in the report. Where a tie vote has been resolved by a special meeting of the membership, that fact shall also be noted with sufficient detail. The report shall be signed by all of the Committee members and be completed and submitted to the Ports in time for the next regular meeting after their election. At this meeting, it shall be read and incorporated in the minutes and then posted on the bulletin board in each Port. On the last day of nominations, one member of the Committee shall stand by in Headquarters to accept delivery of credentials. All credentials must be in Headquarters by midnight of closing day. (c) When an applicant has been disqualified by the Committee, he shall be notified immediately by telegram at the addresses listed by him pursuant to Section t of this Article. He shall also be sent a letter containing their reasons for such disqualification by air mail. special delivery. registered or certified, to the mailing address designated pursuant to Section l(b) of this Article. A disqualified applicant shall have the right to take an appeal to the membership from the decision of the Committee. He shall forward copies of such appeal to each Port where the appeal shall be presented and voted upon at a regular meeting no later than the second meeting after the Committee's election. It is the responsibility of the applicant to insure timely delivery of his appeal. In any event, without prejudice to his written appeal, the applicant may appear in person before the Committee within two days after the day on which the telegram is sent to correct his application or argue for his qualification. The Committee's report shall be prepared early enough to allow the applicant to appear before it within the time set forth in this Constitution and still reach the Ports in time for the first regular meeting after its election . (d) A majority vote of the membership shall. in the case of such appeals, be sufficient to overrule any disqualification by the Credentials Committee in which event the one so previously classified shall then be deemed qualified. (e) The Credentials Committee, in passing upon the qualifications of candidates, shall have the right to conclusively presume that anyone nominated and qualified in previous elections for candidacy for any office, or the job of Headquarters Representative, Port Agent, or Port Employee has met all the requirements of Section 1 (a) of Article XII. Section 3. Balloting Procedures. (a) Balloting in the manner hereafter provided shall commence on November 1st of the election year and shall continue through December 31st, exclusive of Sundays and (for each individual Port) holidays legally recognized in the City of which the Port affected is located. If November 1st or December 31st falls on a holiday legally recognized in a Port in the City in which that Port is located, the balloting period in such Port shall commence or terminate, as the case may be, ·o n the next succeeding business day. Subject to the foregoing, for the purpose of full book members securing their ballots, the Ports shall be open from 9:00 A.M. to 12 Noon, Monday through Saturday, excluding holidays. (b) Balloting shall be by mail. The Secretary shall insure the proper -and timely preparation of ballots without partiality as to candidates or Ports. The ballots may contain general information and instructive comments not inconsistent with the provisions of this Constitution. All qualified candidates shall be listed thereon alphabetically within each category with book number and job seniority classification status. The listing of the Ports shall first set forth Headquarters and then shall follow a geographical pattern commencing with the most northerly Port of the Atlantic Coast, following the Atlantic Coast down to the most southerly Port on that coast, then westerly along the Gulf of Mexico and so on, until the list of Ports is exhausted. Any Port outside the Continental United States shall then be added. There shall be no write-in voting and no provisions for the same shall appear on the ballot. Each ballot shall be so prepared as to have the number thereon placed at the top thereof and shall be so perforated as to enable that portion containing the said number to be easily removed to insure secrecy of the ballot. On this removable portion shall also be placed a short statement indicating the nature of the ballot and the voting date thereof. (c) The ballots so prepared at the direction of the Secretary shall be the only official ballots. No others may be used. Each ballot shall be numbered as indicated in the preceding paragraphs ~ and shall be numbered consecutively, commencing with number l. A sufficient amount shall be printed and distributed to each Port. A record of the ballots, both by serial numbers and amount. sent thereto, shall be maintained by the Secretary who shall also send each Port Agent a verification list indicating the amount and serial numbers of the ballots sent. The Secretary shall also send to each Port Agent a sufficient amount of blank opaque envelopes containing the word, "Ballot" on the face of the envelope, as well as a sufficient amount of opaque mailing envelopes, first class postage prepaid and printed on the face thereon as the addressee shall be the name and address of the depository for the receipt of such ballots as designated by the President in the manner provided by Article X. Section 1, of this Constitution . In the upper left-hand comer of such mailing envelope, there shall be printed thereon, as a top line, provision for the voter's signature and on another line immediately thereunder, provision for the printing of the voter's name and book number. In addition, the Secretary shall also send a sufficient amount of mailing envelopes identical with the mailing envelopes mentioned above, except that they shall be of different color, and shall contain on the face of such envelope, in bold letters, the word, "Challenge." The Secretary shall further furnish a sufficient amount of "Roster Sheets" which shall have printed thereon. at the top thereof. the year of the election, and immediately thereunder, five (5) vertical columns designated date, ballot number, signature full book member's name, book number and comments, and such roster sheets shall contain horizontal lines immediately under the captions of each of the above five columns. The Secretary shall also send a sufficient amount of envelopes with the printed name and address of the depository on the face thereof, and in the upper left-hand corner, the name of the Port and address, and on the face of such envelope, should be printed the words. "Roster Sheets and Ballot Stubs". Each Port Agent shall maintain separate records of the ballots sent him and shall inspect and count the ballots when received to insure that the amount sent, as well as the number thereon, conform to the amount and numbers listed by the Secretary as having been sent to that Port. The Port Agent shall immediately execute and return to the Secretary a receipt acknowledging the correctness of the amount and the numbers of the ballots sent, or shall notify the Secretary of any discrepancy. Discrepancies shall be corrected as soon as possible prior to the voting period. In any event, receipts shall be forwarded for all the aforementioned election material actually received. The Secretary shall prepare a file in which shall be kept October 1988 I LOG I 9 �SIU Constitution Rules on Election memoranda and correpondence dealing with the election. This file shall at all times be available to any member asking for inspe~tion of the same at the office of the Secretary and shall be turned over to the Union Tallying Committee. (d) Balloting shall be secret. Only full book members in good standing may vote. Each full book member may secure his ballot at Port offices from the Port Agent or his duly designated representative at such Port. Each Port Agent shall designate an area at the Port office over which should be posted the legend "Voting Ballots Secured Here." When a full book member appears to vote he shall present his book to the Port Agent or his aforementioned duly designated representative. The Port Agent or his duly designated representative shall insert on the roster sheet under the appropriate column the date, the number of the ballot given to such member and his full book number, and the member shall then sign his name on such roster sheet under the appropriate column. Such member shall have his book stamped with the word, "Voted" and the date, and shall be given a ballot, and simultaneously the perforation on the top of the ballot shall be removed. At the same time the member shall be given the envelope marked "Ballot" together with the prepaid postage mailing envelope addressed to the depository. The member shall take such ballot and envelopes and in secret thereafter, mark his ballot, fold the same, insert it in the blank envelope marked "Ballot", seal the same, then insert such "Ballot" envelope into the mailing envelope, seal such mailing envelope, sign his name on the upper left-hand corner on the first line of such mailing envelope and on the second line in the upper left-hand comer print his name and book number, after which he shall mail or cause the same to be mailed. In the event a full book member appears to vote and is not in good standing or does not have his membership book with him or it appears for other valid reasons he is not eligible to vote, the same procedure as provided above shall apply to him, except that on the roster sheet under the column "Comments", notation should be made that the member voted a challenged ballot and the reason for his challenge. Such member's membership book shall be stamped "voted challenge", and the date, and such member instead of the above-mentioned mailing envelope, shall be given the mailing envelope of a different color marked on the face thereof with the word, "Challenge". At the end of each day, the Port Agent or his duly designated representative shall enclose in the envelope addressed to the depository and marked "Roster Sheets and Ballot Stubs", the roster sheet or sheets executed .by the members that day together with the numbered perforated slips removed from the ballots which had been given to the members, and then mail the same to such depository. To insure that an adequate supply of all balloting material is maintained in all Ports at all times, the Port Agent or his duly designated representative, simultaneously with ·mailing of the roster sheets and ballot stubs to the depository at the end of each day, shall also make a copy of the roster sheet for that day and mail the same to the Secretary at Headquarters. The Port Agent shall be responsible for the proper safeguarding of all election material and shall not release any of it until duly called for and shall insure that no one tampers with the material placed in his custody. (e) Full book members may request and vote an absentee ballot under the following circumstances: while such member is employed on a Union contracted vessel and which vessel's schedule does not provide for it to be at a Port in which a ballot can be secured during the time and period provided for in Section 3 (a) of this Article or is in an accredited hospital any time during the first ten ( J0) days of the month of November of the Election Year. The member shall make a request for an absentee ballot by registered or certified mail or the equivalent mailing device at the location from which such request is made, if such be the case. Such request shall contain a designation as to the address to which such member wishes his absentee ballot returned. The request shall be postmarked no later than 12:00 P.M. on the 15th day of November of the election year, shall be directed to the Secretary at Headquarters and must be delivered no later than . the 25th of such November. The Secretary shall determine whether such member is eligible to vote such absentee ballot . The Secretary, if he determines that such member is so eligible, shall by the 30th of such November, send by registered mail, return receipt requested. to the address so designated' by such member, a "Ballot", after removing the perforated numbered stub, together with the hereinbefore mentioned "Ballot" envelope, and mailing envelope addressed to the depository, except that printed on the face of such mailing envelope shall be the words "Absentee Ballot" and appropriate voting instructions shall accompany such mailing to the member. If the Secretary determines that such member is ineligible to receive such absentee ballot, he shall nevertheless send such member the aforementioned ballot with accompanying material except that the mailing envelope addressed to the depository shall have printed on the race thereof the w·oros .. Challenged Absentee Ballot. .. The Secretary shall keep records of all of the foregoing. including the reasons for determining such member· s ineligibility, which records shall be open for inspection by full book members and upon the convening of the Union Tallying Committee, presented to them. The Secretary shall send to all Ports the names and book numbers of the members to whom absentee ballots were sent. (f) All ballots to be counted must be received by the depository no later than the January 5th immediately subsequent to the election year and must be postmarked no later than 12 midnight December 31st of the election year. Section 4. (a) At the close of the last day of the penod for · 10 I LOG I October 1988 securing ballots, the Port Agent in each Port. in addition to his duties set fonh above, shall deliver or mail to Headquarters by registered or certified mail. attention Union Tallying ~ommittee, all unused ballots and shall spe1;ifically set forth by serial number and amount the unused ballots so forwarded. (b) The Union Tallying Committee shall consist of 20 full book members. Two shall be ·selected from each of the 10 Ports of New York, Philadelphia, Baltimore, Mobile, New Orleans, Houston, Detroit-Algonac, San Francisco, St. Louis and Piney Point. The election shall be held at the regular meeting in December of the election year or, if the Executive Board otherwise determines prior thereto, at a special meeting held in the aforesaid Ports, on the first business day of the last week of said month. No officer, Headquarters Representative, Port Agent, Port Employee, or candidate for office, or the job of Headquarters Representative, Port Agent or Port Employee shall be eligible for election to this Committee except as provided for in Article X, Section 4. In addition to its duties herein set forth, the Union Tallying Committee shall be charged with the tallying of all the ballots and the preparation of a closing report setting forth, in complete detail, the results of the election, including a complete accounting of all ballots and stubs, and reconciliation of the same with the rosters and receipts of the Port Agents, all with detailed reference to serial numbers and amounts and with each total broken down into Port totals. The Union Tallying Committee shall have access to all election records and files for their inspection, examination and verification. The report shall clearly detail all discrepancies discovered and shall contain recommendations for the treatment of these discrepancies. All members of the Committee shall sign the report, without prejudice, however, to the right of any member thereof to submit a dissenting report as to the accuracy of the count and the validity of the ballots, with pertinent details. In connection with the tally of ballots there shall be no counting of ballots until all mailing envelopes containing valid ballots have first been opened, the ballot envelopes removed intact and then all of such ballot envelopes mixed together, after which such ballot envelopes shall be opened and counted in such multiples as the Committee may deem expedient and manageable. The Committee shall resolve all issues on challenged ballots and then tally those found valid utilizing the same procedure as provided in the preceding sentence either jointly or separately. (c) The members of the Union Tallying Committee shall, after their election, proceed to the Port in which Headquarters is located, to arrive at that Port no later than January 5th of the year immediately after the election year. Each member of the Committee not elected from the Port in which Headquarters is located shall be reimbursed for transportation, meals, and lo<;iging expenses occasioned by their traveling to and returning from that Port. Committee members elected from the Port in which Headquarters is located shall be similarly reimbursed, except for transportation. All members of the Committee shall also be paid at the prevailing standby rate of pay from the day subsequent to their election to the day they return, in normal course, to the Port from which they were elected. The Union Tallying Committee shall elect a chairman from among themselves and, subject to the express terms of this Constitution, adopt its own procedures. All decisions of such Committee and the contents of their report shall be valid if made by a majority vote, provided there be a quorum in attendance, which quorum is hereby fixed at ten. The Committee, but not Jess than a quorum thereof, shall have the sole right and duty to obtain all mailed ballots and the other mailed election material from the depository and to insure their safe custody during the course of the Committee's proceedings. The proceedings of the Committee, except for their organizational meeting and their actual preparation of the closing report and dissents therefrom, if any, shall be open to any member provided he observes decorum. Any candidate may act as an observer and/or designate another member to act as his observer at the counting of the ballots. In no event shall issuance of the above referred to closing report of the Committee be delayed beyond January 31st immediately subsequent to the close of.the election year. In the discharge of its duties, the Committee may call upon and utilize the services of clerical employees of the Union. The Committee shall be discharged upon the completion of the issuance and dispatch of its report as required in this Article. In the event a recheck and recount is ordered pursuant to this Article, the Committee shall be reconstituted, except that if any member thereof is not available, a substitute therefor shall be elected from the appropriate Port at a special meeting held for that purpose as soon as possible . (d) The report of the Committee shall be made up in sufficient copies to comply with the following requirements: two copies shall be mailed by the Committee to each Port Agent and the Secretary no later than January 31st immediately subsequent to the close of the election year. As soon as these copies are received , each Port Agent shall post one copy of the report on he bulletin board in a conspicuous manner and notify the Secretary, in writing, as to the date of uch posting. This copy shall be kept posted until after the Election Report Meeting which shall be the March regular membership meeting immediately following the close of the election year. At the Election Report Meeting, the other copy of the report shall be read verbatim. (e) Any full book member claiming a violation of the election and balloting procedure or the conduct of the same, shall within 72 hours of the occurrence of the claimed violation notify the Secretary at Headquarters, in writing by certified mail, of the same. se' ' ,1g forth his name, book number and the details so that appropriate corrective action. if warranted, may be taken . The Secretary shall expeditiously investigate the facts concerning the claimed violation, take such action as may be necessary, if any, and make a report and recommendation. if necessary. a copy of which shall be sent to the member and the original shall be filed for the Union Tallying Commiltee for their appropriate action, report and recommendation, if any. The foregoing shall not be applicable to matters involving the Credentials Committee's action or report, the provisions of Article XIII, Sections 1 and 2 being the pertinent provisions applicable to such matters. All protests as to any and all aspects of the election and balloting procedures or the conduct of the same not passed upon by the Union Tallying Committee in its report, excluding therefrom matters involving the Credentials Committee's action or report as provided in the last sentence of the immediately preceding paragraph, but including the procedure and report of the Union Tallying Committee, shall be filed in writing by certified mail with the Secretary at Headquarters to be received no later than the February 25th immediately subsequent to the close of the election year. It shall be the responsibility of the member to insure that his written protest is received by the Secretary no later than such February 25th. The Secretary shall forward copies of such written protest to all Ports in sufficient time to be read at the Election Report Meeting. The written protest shall contain the full book member's name. book number. and all details constituting the protest. (f) At the Election Report Meeting the report and recommendation of the Union Tallying Committee, including but not limited to discrepancies, protests passed upon by them, as well as protests filed with the Secretary as provided for in Section (e) immediately above shall be acted upon by the meeting. A majority vote of the membership shall decide what action, if any, in accordance with the Constitution shall be taken thereon, which action, however, shall not include the ordering of a special vote, unless reported discrepancies or protested procedure or conduct found to have occurred and to be violative of the Constitution affected the results of the vote for any office or job, in which event the special vote shall be restricted to such office, offices and/or job or jobs, as the case may be. A majority of the membership at the Election Report Meetings may order a recheck and recount when a dissent to the closing report has been issued by three (3) or more members of the Union Tallying Committee. Except for the contingencies provided for in this Section 4(f), the closing report shall be accepted as final. There shall be no further protest or appeal from the action of the majority of the membership at the Election Report Meetings. (g) Any special vote ordered pursuant to Section 4(f) shall be commenced within ninety (90) days after the first day of the month immediately subsequent to the Election Report Meetings mentioned above. The depository shall be the same as designated for the election from which the special vote is ordered. And the procedures shall be the same as provided for in Section 3, except where specific dates are provided for, the days shall be the dates applicable which provide for the identical time and days originally provided for in Section 3. The Election Report Meeting for the aforesaid special vote shall be that meeting immediately subsequent to the report of the Union Tallying Committee separated by one calendar month. Section 5. Elected Officers and Jobholders. (a) A candidate unopposed for any office or job shall be deemed elected to such office or job notwith landing that his name may appear on the ballot. The Union Tallying Committee shall not be required to tally completely the results of the voting for such unopposed candidate but shall certify in their report that such unopposed candidate has been elected to such office or job. The Election Report Meeting shall accept the above certification of the Union Tallying Committee without change. Section 6. Installation into Office and the Job of Headquarters Representathe, Port Agent or Port Employee. (a) The person elected shall be that person having the largest number of votes cast for the particular office or job involved. Where more than one person is to be elected for a particular office or job, the proper number of candidates receiving the successively highest number of votes shall be declared elected. These determinations shall be made only from the results deemed final and accepted as provided in this Article. It shall be the duty of the President to notify each individual elected. (b) The duly elected officers and other job holders shall take over their re pective offices and jobs and assume the duties thereof at midnight of the night of the Election Report Meeting, or the next regular meeting, depending upon which meeting the results as to each of the foregoing are deemed final and accepted, as provided in this Article. The term of their predecessors shall continue up to, and expire at that time, notwithstanding anything to the contrary contained in Article XI, Section I . This shall not apply where the successful candidate cannot assume his office because he is at sea. In such event, a majority vote of the membership may grant additional time for the assumption of the office or job. In the event of the failure of the newly-elected President to assume ' office the provisions of Article X, Section 12 shall apply until the expiration of the term. All other cases of failure to assume office shall be dealt with as decided by a majority vote of the membership . Section 7. The Secretary is specifically charged with the preservation and retention of all election records, including the ballots. as required by law, and is directed and authorized to issue such other and further directives as to the election procedures as are required by law, which directives shall be part of the election procedures of this Union. �VOTING PERIOD NOVEMBER 1st, 1988 THROUGH DECEMBER 31st, 1988 INSTRUCTIONS TO VOTERS-In order to vote for a candidate, mark a cross (X) in voting square to the left of name. If you vote for more candidates for office than specified herein, your vote for such office will be invalid. MARK YOUR BALLOT WITH PEN AND INK OR INDELIBLE PENCIL. ~71 HEADQUARTERS REPRESENTATIVE Vote for Five PRESIDENT Vote for One 1 D 2 D 11 Michael Sacco, S-1288 12 D Byron Kelley, K-12039 13 D Carl Peth , P-755 14 D Robert Pomerlane, P-437 15 George Ripoll, R-708 EXECUTIVE VICE PRESIDENT Vote for One 3 D Joseph Sacco, S-1287 D 16 Joseph DiGiorgio, D-2 D 17 18 0 VICE-PRESIDENT IN CHARGE OF THE ATLANTIC COAST Vote forOne 6 D 19 D Trevor " Robbie" Robertson, A-723 20 0 Robert Selzer, S-1258 21 CJ 22 0 23 D g 24 John Fay, F-363 0 SAN FRANCISCO PORT AGENT Vote for One 32 0 Donald C. Anderson, A-5244 SAN FRANCISCO PORT EMPLOYEE Vote for Two 33 0 34 0 35 D Harry L. Dennis Ill, D-5377 Thomas J. Fay, F-514 Gentry Moore, M-8001 Ted A. Tolentino, T-486 ST. LOUIS PORT AGENT Vote for One David Heindel, H-1443 David M. Carter, C-12088 ST. LOUIS PORT EMPLOYEE Vote for One Kermett T. Mangram, M-2394 37 0 Jesse Solis, S-8001 DETROIT-ALGONAC PORT AGENT Vote for One BALTIMORE PORT EMPLOYEE Vote for One 39 0 Richard "Dick" Gordon, G-943 40 William G. Truax, T-715 James P. McGee, M-5945 26 0 D Jack Allen , A-674 DETROIT-ALGONAC PORT EMPLOYEE Vote for One MOBILE PORT AGENT Vote for One Roy A Mercer, M-25001 Frank Gill, G-8002 38 0 25 D 0 D Allen P. Raymond, A-670 0 VICE-PRESIDENT GOVERNMENT SERVICES Vote for One 10 31 BALTl MORE PORT AGENT Vote for One VICE-PRESIDENT IN CHARGE OF THE LAKES AND INLAND WATERS Vote for One Dean Corgey, C-5727 HOUSTON PORT EMPLOYEE Vote for One PHILAOELPHIA PORT EMPLOYEE Vote for One George McCartney, M-94S D D 36 0 VICE·PRESIOENT IN CHARGE OF THE WEST COAST Vote for One 8 30 PHILADELPHIA PORT AGENT Vote for One Thomas L. Glidewell, G-467 0 Nick Celona, C-1578 HOUSTON PORT AGENT Vote for One James A. Martin, M-5290 Augustin "Augie" Tellez, T-764 VICE-PRESIDENT IN CHARGE OF THE GULF COAST Vote for One 7 29 D NEW YORK PORT EMPLOYEE Vote fo T o Jack Caffey, C-1010 Ray Singletary, S-2260 NEW ORLEANS PORT EMPLOYEE Vote for One NEW YORK PORT AGENT Vote for One Angus Campbell, C-217 0 28 D Hom, Kwong Jin , H-8002 D Edward " Edd" W. Morris, M-1358 NEW ORLEANS PORT AGENT Vote for One PINEY POINT PORT EMPLOYEE Vote for One VICE-PRESIDENT IN CHARGE OF CONTRACTS AND CONTRACT ENFORCEMENT Vote for One 5 D 27 D PINEY POINT PORT AGENT Vote for One SECRETARY Vote for One 4 Leo Bonser, B-1193 Leo Cronsohn, C-801 D MOBILE PORT EMPLOYEE Vote for One George Vukmir, V-269 41 0 Andrew J. Goulet, G-1221 42 0 M. Joseph Sigler, S-2101 PROPOSITION Are you in favor of amending the Constitution of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, in accordance with proposed amendments outlined in the resolution mailed to you which included revisions in the title and duties of the offices of Secretary, Vice-President in Charge of the Lakes and Inland Waters, and Vice-President Government Services; expanding the location of the Union's Headquarters to include Camp Springs, Maryland; deleting the position of port employee and establishing six assistant vice president positions; providing the Executive Board with the authority to change the number of constitutional ports; changing the Quarterly Financial Committee to an annual one; as well as making multiple housekeeping constitutional changes; all to be accomplished within six months from the date of certification by the Union Tallying Committee? YES D PLACE "X" IN BOX OF YOUR CHOICE NO D October 1988 I LOG I 11 - �Complete Text of Ballot Propositions Whereas, the Executive Board of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, met on March 24, 1988 to discuss the current needs and conditions of the Union, its membership and the maritime industry in this country; and Whereas, among their discussions and deliberations was the subject of proposed revisions in the Union's Constitution which would enable the Union to function more efficiently and to continue to fulfill its obligations to the membership; and Whereas, the recommended changes included: providing the Union's President and Executive Board with the authority to determine the number and location of constitutional ports; providing the President with the authority to open and close other port offices as needed; clarifying that the Headquarter's office includes Piney Point and Camp Springs, Maryland; deleting the position of port employee; establishing the position of assistant vice-president; changing the title of several existing positions to cor:lform with their responsibilities and changing the Union's auditing procedures from a quarterly to an annual review; and Whereas, the Executive Board, understanding that the proposed changes will need time to implement, suggested that the amendments, if approved by the membership, become effective six (6) months after their passage; and Whereas, the Union's Executive Board unanimously concurred on all proposed constitutional revisions, NOW, THEREFORE, IT IS RESOLVED: THE FOLLOWING CONSTITUTIONALLY ADOPTED PROPOSITION, TO BE VOTED UPON, IF ADOPTED, WOULD AMEND THE CONSTITUTION AS FOLLOWS: PROPOSITION Amend Article VII, Sections 1and 2 to read as follows: ··section 1. This Union and all Officers. Assistant Vice-Presidents, Headquarters Representatives, Port Agents. and members shall be governed in this order by: (a) The Constitution (b) The EKecutive Board (c) Majority vote of the membership Section 2. The Headquarters of the Union shall be located in Camp Springs, Maryland and Piney Point, Maryland or at such places as the Executive Board may determine from time to time. The Headquarters officers shall consist of a President, an Executive Vice-President. one Vice-President in Charge of Contracts and Contract Enforcement, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast. one Vice-President in Charge of the West Coast, one Vice-President in Charge of Government Services and Fishing Industries and one Vice-President in Charge of the Southern Region, Great Lakes and Inland Waters." Amend Article VIII to read as follows : Officers, AsSistant Vice-Presidents, Headquarters Representatives and Port Agents "Section 1. The officers of the Union shall be elected as otherwise provided in this Constitution. These officers shall be the President. an Executive Vice-President. one Vice-President in Charge of Contracts and Contract Enforcement, a Secretary· Treasurer, one Vice-President in Charge of the Atlantic Coast , one Vice-President in Charge of the Gulf Coast, one Vice-President in Charge of the West Coast, one Vice-President in Charge of Government Services and Fishing Industries, and one Vice-President in Charge of the Southern Region, Great Lakes and Inland Waters." "Section 2. Assistant Vice-Presidents, Port Agents and Headquarters Representatives shall be elected, except as otherwise provided in this Constitution ... Amend Article IX, Section 1(2) to read as follows: (2) Annual Financial Committee Amend Article X, Section 1 (e) to read as follows : " (e) Subject to approval by a majority vote of the membership and the Executive Board, the President shall designate the number and location of a// Ports, the jurisdiction , status and activities thereof, and may reduce and/or relocate such Ports, and may reassign Vice-Presidents, Assistant Vice-Presidents and the Secretary-Treasurer without reduction in wages. He may also reassign Headquarters Representatives and Port Agents to other duties without reduction in wages . Where Ports are opened between elections. the President shall designate the Union personnel thereof. The President may designate. in the event of the incapacity of any Headquarters Representative or Port Agent, or any officer other than the President, a replacement to act as such during the period of incapacity, provided such replacement is qualified under Article XII of the Constitution to fill such job. At the regular meeting in May of every election year, the President shall submit to the membership a pre-balloting report. In his report he shall recommend the number and location of Ports, the number of Headquarters Representatives and Port Agents which are to be elected . He shall also recommend a bank, a bonded warehouse. a regular office thereof, or any similar depository, to which the ballots are to be mailed. except that the President may. in his discretion. postpone the recommendation as to the depository until no later than the first regular meeting in October. The report shall be subject to approval or modification by a majority vote of the membership." Amend Article X, Section 1(j) to read as follows : "(j) Any vacancy in any office or the Job of Assistant Vice-President, Headquarters Representative or Port Agent shall be filled by the President by temporary appointment of a member qualified for the office or job under Article XII of this Constitution except in those cases where the filling of such vacancy is otherwise provided for by !hrs Constitution." Amend Article X, Section 3 to reflect the change in title in the office of Secretary to Secretary-Treasurer. Amend Article X, Section 4 to read as follows : " Section 4 . Secretary-Treasurer The Secretary-Treasurer shall pe11orm any and all duties assigned him or delegated him by the President. He shall be responsible for the organization and maintenance of the correspondence, files, and records of the Union, setting up. and maintenance of. sound accounting and bookkeeping systems ; the setting up, and maintenance of, proper office and other administrative Union procedures; the proper collection . safeguarding. and expenditure of all Union funds. Port or otherwise. He shall submit to the membership, for each annual period, a detail~ report of the entire Union's f1n.ancial operations and shall submit the Annual Fi.nancial C°"!mittee_ .report for the same period. The SecretfJry-Treasurer ·~ report s~all be prepared by an independent certified pubhc accountant. He shall also work with all duly elected finance committees . The Secretary- Treasurer shall be responsible for the tlmely f1hng of any and all reports on the operatrons of the Union. f1nanc1al or otherwise, that may be required by any Federal or state laws. The Secretary-Treasurer with the af'proval of the President shall employ a person who by profession and/or employment shall qualify to perform the functions and duties of a Comptroller. Such person shall be_responsible for the m~intenance, safeguard and verification of the Unions financial affairs and recor~s under the supe~ision and direction of. the Secretary- Treasurer. The responsibility for sue~ functions shall be that of the. Secret~ry­ Treasurer notwithstanding the delegation to such Comptroller. In order that he may properly execute his respons1b1ht1es, he 1s hereby instructed and authorized to employ any help he deems necessary, be it legal, accounting , or otherwise, subject to approval of the Executive Board. The Secretary-Treasurer shall be a member of the Executive Board and may cast one vote in that body. The Secretary-Treasurer shall be a member ex-officio of the Credentials and Union Tallying Committees. In addition , he shall make himself and the records of his office available to the Annual Financial Committee." .Amend Article X, Section 8 to read as follows : . . . "Section 8 . Vice President in Charge of the Southern Region, Great Lakes and Inland Waters The Vice-President in Charge of the Southern Re!JiOn, Great Lakes and Inland Waters shall be a r:nember of the Execl;Jtlve Board and shall be entitled to C?St on~ vote !n that ~y . . .. He shall supervise and be responsible tor the activities of all the Ports and the personnel thereof m the Southern Region, Great Lakes and Inland Waters 1ncludmg their orgamzmg act1V1t1es. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or professional assistance he deems necessary., subject to approval of the Executive Board." Amood Afflclg x, SgctJon g to maa as follows : "Sgction 9 . VicQ-Prgsidgnt in Char9g of Government Services and F1shin!J lndustnes. . . . The Vice-President in Charge of Government Services and Fishinq Industries shall be a member of the Executive Board and shall be entitled to cast one vote 1n that body. He shall supervise and be responsible for the activities of the Urnon i_n . the representation of individuals employed in fishing industries and _civilian seamen employed by the federal government including but not limited to the negotiation of the collective bargaining agreements. processing wievances and the adm1nislrahon of collective bargaining agreements and shall direct the act1v1t1es of the Union personnel assigned to him by the President and carry out such other funct10 s as e President may assign to him from time to time. · • Amend Article X by adding a new Section 10 to read as follows : "SeGtion 10. Assistant ViGe-President. . . . . . . . . . There shall be six (6) Assistant Vice-Presidents as follows: Assistant Vice-President in Charge of Contracts and Contract Enforcement; Assistant V1ce-Pres1den_t m Charge of the Atlantic Coast; Assistant V1ce-PreS1dent m Charge of the Gulf Coast; Assistant Vice-President in Charge of the West Coast; Assistant Vice-President in Charge of the Southern Re~pon, Great Lakes and ln!a.n_d Waters; and As_s1stant V1ce-Pres1dent m Charge of Government Services and_F1sh1r!g Industries. Each Assistant ViGe-President shall work with and under the direction of the appropriate Vice-President. He shall assist, as dtrected, m all activities of the approprtate V1ce-Pres1dent and shall be responsible to such V1ce-Pres1dent. Amend ArtlGle X by renumbering the ex1:;ting oeGt1on 70 to be 11. Amend Article X by renumbering the existing Section 11 to be Section 12 and to read as follows : " SeGtion 12. F'ort Agents. . . . . (a) The Port Agent snail be in dire¢! eharqe of the administration of Union affairs in the Port of his jurisdiction subject to the direction of the Area Vice-President. nstitution. the policies of the Union. and the rules adopted by the Executive Board . and by a ma1or1ty vote of the membership. Wherever there (b) Me shall , within tM 1urisd1ction of his Port, M msponsible for the 1mforcgment and execution of the Co_ are time restrictions or other considerations affecting Port action. the Port Agent shall take appropriate action to insure observance thereof. c;) He :;hall be prepared to ac;c;ounl. financially or otherwi:;e, for the activihea of his Port, whenever demanded by the President, the Vice-President of tM area i_n Whi_ch his Pon is located, or_ by the Secretary-Treasurer. d) In any event, he :;hall prepare and forward to the Secretary-Treasurer a weekly financial report showing ! in _detail, weekly income and expenses and complying wrth.. all other accounting d1rect1ons issued by the Secretary-Treasurer. e) TM Pon AgMt sl'lall i!M19nate wn1cn members at tM Port may serve as mpresentanves to otner organizanons. ar1111a11on with which has been properly authorized. lvntJnd Art1cl1J X by deleting the exi:;ting Section 12, Port £rr.ployees. lvnend the firat two paragraph:; of Article X. Section 13 to read a::; follows : " Section 13. Executive Board . The _Exec1.1tive Board shall consist of the Presiderit. the E~ecutiye Vice· President. the Vice-President in Charge ~f Coi:itracts and Contract Enforcement . the Secretary- Treasurer, the Vice-President in Charge of the Atlantic Coast Area, the Vice_Pre:;rdent in Charge of the Gulf Coa:;I Area . the V1c;e-Pre:;1dent 1n Charge of the West ~ast Area. the .V~ce-Pres1dent m Charge of the Southern Region. Great Lakes and Inland Waters . the Vice-President m Charge of Government Services and f:i~"'"9 lflfJU§tfll~§, al'ld tl'le National D1re¢tor lor chief executive officer) of each :;ubordmate body or _d1v1:;1on created or chartered by the Union whenever :;uc;h :>ubordinate body or division has attained a membership of 3,200 members and has m;;unt;unoo th:;it mgmbgrshrp for not lm:s than thrng (3) months . Such National Director (or chief Gllecut1ve officer) shall be a member of the respective subordinate body or division and must be qualified to hold office under the terms of the Constitution of such division or subordinate body. The Executive Board ::;hall m~et no less than twice each year and at such tim~s as the President and/or a majority of the Executive Board may direct. The President sMll be chairman of all Executive Board meetings unlgss absent. in which case tl'le Ellecut1ve Board shall.designate the chairman .. Each member of the Executive Board shall be entitled lo caat. one vote in that body. Its dec_ision :;hall be determined by majority vote of those voting, providing a quorum of three is present. It shall be the dut¥ of the Executive Board to de_velop policies. stra~eg1es and rule~ which will advance and protect the interest and welfare of the Union and the members. It shall be the duty of the Secretary-Treasurer or, in his absence, an appointee of eetings . The Exec1,1tive Board shall determine per. capita t~ to be lev_ied and !)!her terms ~nq conditior:is of affi.fiation for any.group of workf!rS desiring affiliation : The Executive the Execulrve Board, lo ke_ep ac;curate m1nut~s of all. Exec;ut1ve _Board m_ Board may direct the adm1n1strat1on of all Union affairs, properties, pohc1es and personnel 1n any and all areas not otherwise spec1f1cally provided form this Conslrtulron. Notwithstanding the foregoing . the Executive Board may act without holding a formal meeting prov1doo all members are sent notice of the proposed action or actions and the decision theron is reduced to writing and signed by a majority of the Executive Board ." AmeneJ Affl~le X, Section 14(a) to read as follows : " (a) 1:he term "dgl~ates ". shall mean those members of the Union and its subordinate bodies or divisions who are elected in accordance with Frovisions of this Constitution to attend the Convention of the Seafarers International Union of North America. The foll(!wing. officers . and io!? holder~ . upo!1 their election to office or job shall. during the term of their office or job be delegates to al Conventions of the Seafarers International Union of North America in the following order of priority: President; Executive V1ce-Pres1dent; V1ce-Pres1dent m Charge of Contracts and Contract Enforcement; Secretary-Treasurer; Vice-President in Charge of the Atlantic Coast; Vice-President in Charge of the Gulf Coast; Vice-President in Charge of the West Coast; V1ce-Pres1dent m Charge of the SouthtJrn RtJg1on, Grear LaktJS and Inland Waters ; Vice-President tn Charge of Government Services and Fishing Industries; Assistant Vice-Presidents· Headquarters Representatives with priority to those most senior in full book Union membership: and Port Agents with prionty to those most senior in full book Umon mlJITlbgrship... ' ' Armmd ArtiCIQ X, SIJCtion 1!'J(C) to road a!l 10llOWS'. " (c) Annual Financial C001mitte1J. 1. The Annual Financial Committee. shall make an examination for each annual period of the finances of the Union and shall report fully on their findings and recommendations . Members of this Committee may make dissenting reports. separate recommendations and separate f1nd1ngs. 2. The findings and recommgnaations of this Committeo shall oo completed within a roasonable time atter tM election of the members thereof, and shall be submitted to the Secretary-Treasurer who shall cause the same to be read in all Ports, as set forth herem . 3. All officers. Ui;iion perspnnel and member~ are responsibl@ for complying with ;ill demands m;ide for records. bills. vouchers . receipts . etc .. by the said Annual Financial Committee. Thg Committgg shall also have available to it the services of the · independent cert1f1ed public; ac;c;ountanl::i retained by the Union. 4. Any action on the said rePort :;hall be as determined by a majority vole of the membership. 5. The Annum Financial Committee shall consist of $~Yen (7) full IX><>I< members in good standing to be elected at Headquarters. No .Officer, Headquarters Representative or Port Agent shall be eligible for election to this Committee. Committee members s~:;iU t>e electQd at the mgular Headquarters mGet1ng designated by the Secretary-Treasurer. In the event such regular meeting cannot be held for lack of quorum, Headquarters' Port Agent shall call a special meeting as early as possible for. t~e election of Commmee memfl@rs to serve on the Annual Financial Committee. On the day following these elections and continuing until the Committee has completQd its report, each Committee member shall be paid for hours worked at the ex1st1ng AB Seaman standby rate of pay, but in no event shall they be paid less than eight (8) hours per day. They snail be furmshQd room and board during tho pariOd they are parforming their duties. In the e,vent a Commmee member ceases to act. no rgplacgment ngQd t>e glectoo unless therg arg less than three (3) Committee members . in which event they shall suspend their work until a special election for Committee members shall be held aB provided above for such number of CA:>mmittee members as shall be necessary to constitute a Committee of not less than three (3) members in good standing ... Amend Article XI. Section 1 to read as follows : "Section 1. The following elected officer:; and job:; :;hall be held for a term of four years ; except the term of officers and jobs elected in balloting conducted in 1975 shall be for five years: President, Executive Vice-President, Secretary-Treasurer, V1ce-Pres1dents. ASS/Stant V1ce-Pres1dents. Headquarters Representatives. Port Agents. The term of years set forth here is expressly subject to the provisions for assumption of office as contained in Article XIII. Section 6(b) of this Constitution ." Article XII shall havg its titie and the first sontoneo of Section 1 amended to read as follows : "Ou~lifications tor Officers, Assistant Vic1J-Prgsid1Jnts, HeadquarttHs Representatives, Port Agents and Otl'ltJr Elective Jobs. Section 1. Any member of the Union is eligibl@ to be iii candidate for. and hold. ;my office or thg job of Assist;;mt Vicg.Pr1Js1dent, H1Jadquart1Jrs Reprgsgntative or Port Agent prov1dgd:" Article XIII sh:;ill have its titlQ amended to read as follows: "Elections tor Officern, JWsistant Vice-P1e~idents, Headqua11e1s Representatives afld Poff Agents" In addition, _Article XIII, Section~ 1 through 7 inclu:;ive. :;hall be amended by changing the office and title of Secretary to read Secretary· Treasurer wherever the term Secretary appears. by deleting all refe~ence to Port Employee and by inserting the off1ee and title of Assistant V1ce-Pres1dent wherever the term Port Employee had appeared. Article XIII. Section 4(b) shall be amended by exp;;mding the Piney Point Port location to "Piney Point- Camp Springs ... Article XIV. Section 1 shall oo amendoo by deleting the referenee to Pon EmployM and inserting the position of Assistant Vice-President. Anicte XXlll, Sect10n 1 Shall l:>G amended by expanding the Piney Point Port location to "Piney Point - Camp Springs". Article XX/V, Suc;tion 8 :;hall be amended to read a::; follows : "Seetion 8. The terms "this Constitution" and "thia amended Conatitution" shall be deemed to have the same meaning and shall refer to the Constitution as amended which takes the place of the one adopted by the Union in 1939. as amended up through January, 1989." Amend Article XXV, Section 3 by changing the office and title of Secretary to read Secretary-Treasurer. These amendments, if approved, shall become effective within six months from the date of certification by the Union Tallying Committee. ~ 12 I LOG I October 1988 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1988 Description An account of the resource Headlines: C.G. DRUG RULES DRAW WITHERING FIRE ON HILL DUKAKIS CALLS FOR 'NEW' U.S. MARITIME POLICY SIU BLASTS JONES ACT WAIVER BIDS BY ALASKA JONES ECHOES SIU WARNING ON GATT AND MARITIME ISSUES VOTING PROCEDURES, SAMPLE BALLOT, OTHER INFORMATION FOR 1988 GENERAL ELECTION OF OFFICERS, 1989-1992 SEAFARERS INTERNATIONAL UNION ATLANTIC, GULF, LAKES & INLAND WATERS SIU CONSTITUTIONAL RULES ON ELECTION Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 10 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/8f288fad609c4b1b7394de7e00c0afab.pdf a4fc64550701b105390c0a182c69e5b5 PDF Text Text Vol. 50 November 1988 No. 11 OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Half a Century of Progress Seafarers Young and Old Celebrate SIU's 50th SIU Sues To Stop Fink Ship Compared to 103-year-old pensioner Joseph Merjudio (center), the SIU is still a pup. Merjudio and Joseph "Old Joe" Tooma (left) helped celebrate the SIU's SOth anniversary at the Brooklyn hall last month. Thousands of seafarers, their families and friends joined in the celebrations at all ports and at Piney Point. See pages 1114 for complete coverage. Bill Signed to Correct Two important tax provisions which could have cost inland operators hundreds of million of dollars were corrected last month by congressional action. Following a drive spearheaded by the SIU and Crowley Maritime Corp., the House and Senate voted to restore 100 percent deductibility for crew meals and to exempt tug and barge owners from a l 5 percent diesel fuel tax. The two measures were contained in H.R. 4333, the Miscellaneous Revenue Act, which the president signed in November. In the case of the meal deductibility, ship and boat operators were caught in the old "Three Martini Lunch" tax change in the 1986 tax reform act which reduced from I00 percent to 80 percent the amount a business could deduct for "business" meals. That provision was meant to put a damper on expensive "business lunches." But o em it was applied across the board. By law, ship operators must provide meals to their crews, but under the old law they could only deduct 80 percent of the cost. H.R. 4333 restores the .full deductibility. For some reason luxury-cruise vessels were not included in the act, though the SIU fought to have those ships included. There is a 15 cents a gallon tax on diesel fuel, but all non-highway users of the fuel are exempt from the tax, which is used for federal highway projects. Under the old law, all marine op rators had to pay the tax when they purchased the fuel and apply for a refund. Because of the delay in the refund, operators said they could lose as much as $300 million. Under the new law, the tax is simply not levied on the fuel for non-highway use . Inside: Drug Tests Raise Issue of Privacy SIU and Industry Seek AIDS Policy Onboard the Inger and Sgt. Button Around the Port of Philadelphia Page 2 Page4 Pages 6 & 7 News from the Lundeberg School Pages Pages 15-18 A shipowner whose anti-union hiring practices led the SIU to file charges with the National Labor Relations Board in August, is now at the center of another controversy and a lawsuit. In October, Belmont VLCC II, the company which now owns the former VLCC New York (renamed Ocean Challenger) was awarded a contract to carry 200,000 tons of P.L. 480 grain to Pakistan. Several SIU-contracted companies bid on the award, along with other ship operators. The SIU and OMI Corp, which operates the OM/ Sacramento and Missouri in the grain trade, have jointly filed suit in federal court to overturn the award. The suit contends Belmont has an unfair advantage because it purchased the ship for a bargain basement pnce, that Marad did not follow the 1936 Merchant Marine Act and that the ship is not suitable for the grain trade. District I MEBA and Liberty Maritime Corp. have filed a similar suit. The suit was filed against Belmont, Marad, the Department of Transportation and the Agency for International Development (AID). Belmont does have a big advantage. The company bought the New York from Marad for $6 million, reportedly less than the ship's scrap value. The ship originally cost about $83 million when it was built with CDS and Title XI loan guarantees in 1976. Marad acquired the New York, along with the other VLCCs Maryland and Massachusetts, when their owners defaulted on the loans. Belmont also bought the other two ships from Marad for similarly low prices. Under the l 936 Merchant Marine Act, Marad can sell such ships, but if it does, '"such vessel shall not be operated in the foreign commerce of United State within the period of JO years after the date of the sale, in competition with any other vessel owned by a citizen or citizens of the United States." The 265,000 DWT Maryland was a bargain for Belmont. By the time Marad sold the ship , the government had paid $28.5 million in loan guarantees under Title XI and had absorbed some $16 million in unamortized CDS fund . Because Belmont had so little invested in capital costs of its ship , the suit contends that Marad did not de- A federal judge has granted an SIU request for a special inspection of the Ocean Challenger (former New York). The inspection request was part of the suit filed to overturn the grain deal. The Union has charged the ship is not suitable to carry grain. The inspection will take place before any loading will be allowed. termine ''fair and reasonable rates'' for the award. Even with that advantage , plus the cut-rate cost of a non-union crew, Belmont' bid wa ac ually highe per ton than four other bidders. But the company said that if it was allowed to carry all the grain in one load, it would cut its costs to 2 percent under the lowest bid. On top of that, estimates show that Belmont's freight reven for the single voyage would be two-and-a-half times the purchase price of the ship. The suit also contends that the ship is not suitable for the trade, that the former oil tanker is just not built for the carriage of grain, whereas many other U .S.-flag bulkers are. Under the terms of the original bid, Pakistan did not want the entire shipment at once·, but under reported pressure from AID, agreed to accept all the grain on one voyage , and Belmont got the contract. · But the former oil tanker is o big, it would have to be lightered to be unloaded and would tie up all of Pakistan's lightering services for months. On top of that, the country is not sure how it would store such huge amounts of grain. The shipments are usually spaced over several months. The holds are so deep in the tanker, that current suction pumps may not be able to get the grain out of the fivestory holds. Previously the biggest ships to haul grain were only about half the size of the former New York, and those hips had serious problems with the cargo. The ship was cheduled to load by Nov . 22, if its holds are cleaned and ready. The SIU and OMI have asked the court to inspect the hip prior to loading. �President's Report Maritime Industry Needs High Priority, SIU Says to Bush by Michael Sacco A Challenge to the Bush Administration s George Bush gets ready to take over the lea.dership. of our natio~ as t~e 41st president of the United States, all Amencans will want to wish him well and trust that he will set a course that will strengthen America across the board. This country has plenty of problems that need fixing. Among the challenges to President-elect Bush is one that carries over from the previous administrations of presidents Reagan and Carter: how to make sure that the United States flag flies over a viable, balanced fleet of merchant vessels capable of carrying a substantial portion of our commerce in peacetime, and available to serve in any national emergency. We would hope that the president-elect will be able to focus on a role for shipping that is consistent with the needs and responsibilities of a world power, much in the manner that the Soviet Union has given priority to its merchant shipping for economic, political and national security reasons. A Not an Easy Task Achieving that goal may not be the most simple of tasks , but it can be done. What is needed is the direct involvement of the White House and the Congress and, of course, the cooperation of the entire maritime industry-management and labor. To make the task easier, it is essential that the industry concentrate, and agree, on uncomplicated proposals that will be of help to every segment of shipping so as to encourage support among members of Congress and the administration on what should clearly be a united objective. The maritime industry cannot afford any longer to discourage action in the Congress or the Executive branch that could lead to its recovery because of an inability to unite in the interests of all. That inability appears to have b~en one of the impediments to our efforts over the past several years, accordmg to every reliable authority. Even if only partially true, it is a factor we must deal with very positively, as we once again attempt in the coming year to seek a solution to the nation's maritime problem. As a union of seamen concerned with the well-being of all of its members and as Americans concerned with the well-being of all the nation, we can do no less than strive for that solution with all our might. We will be in there pitching! The China Maritime Agreement The current talks between representatives of the United States and China to arrive at a maritime agreement can be a big help to this nation's shipping industry or it can be a lost opportunity. From the standpoint of U.S. shipping, it all depends on how firm the negotiators are in demanding a cargo-sharing agreement that gives a fair share of the trade between the two nations to American-flag liner and bulk operations-at rates that will allow profitable operations for both. In the previous agreements, now lapsed, with the Chinese in 1980 and the one with the Russians in 1978, sharing of cargo provided one-third for U.S. flag ships, one-third for the trading partner and one-third for third-flag vessels. In the case of the agreement with Russia, a way was found to enable U.S. bulk operators to operate profitably, although their participation was minimal because of greater opportunities in other trades. Difference in Approach A significant difference in the approach to the current negotiations and that which the Nixon administration handled with the Soviet Union is that the U.S. negotiating team, led by then Assistant Secretary of Commerce Andrew Gibson, included American operators as advisers who were able to contribute to the talks. That is not the case at present, and we wonder if our cause would not have been better served by having the shipowners involved, including someone like Katherine Wei, chairman of the board of the companies that make up the Falcon Shipping Group, as an adviser to the U.S. team . Mrs. Wei ' s extensive knowledge of China and its language would have been a great asset. We can be sure that the Chinese team includes shipping people as well as those from the bureaucracy. In any case it is our fervent hope that the negotiators will stick with it until a genuine cargo-sharing agreement is reached that will give all bulk and liner operators an opportunity to participate in the U.S.-China trade on a fair and equitable basis. Eaecutiv• Board Miellael Sacco PreS1chnt Joseph Sacco Uetu UYC Vte;t p,..~*nt Joseph OIGlorglo Angua " Red" C•mpbell S.Cntl•ty VIC& PtesJOem Frank Margiotta Director ol Public Relauons & Puoucauons Charles Svenson GC9rgo McC.rtney VICe PreSKJenl Roy Mercer St1v1 Edney Jack Caffey ~c Pte~Qool Vice Pre1'dMI VIC@ Pr&s108IJI Mike Hall Managing Editor MHHllll Deborah Greene A5soclate Editor 2 I LOG I November 1988 ~12111 E!11tor Thom111 Glidewell Jonn Fay V.ce Pres.dent Editor Va f'Te~Qoot The " dire condition of U .S.-ftag shipping" needs to be addressed by the incoming Bush administration , SIU President Mike Sacco said in a letter to the presidentelect. " The purpose of this message is simply to wi h you well and to ensure you of our sincere support in all your efforts to increase the strength and well-being of our country and its people," Sacco said. "We respectfully submit that the state of merchant shipping requires a high priority by your administration. The industry has tightened operations considerably over the past few years and we are increasingly more competitive," he said. Sacco said the SIU is "available to assist in every way possible in the formulation of a long-needed program to give the United States a shipping capability consistent with its pre-eminent position as a world power. " The SIU did not support Bush because ''we felt we had been misled by the Reagan administration, which in 1980 advanced an eight-point program intended to revitalize U.S. shipping (which) was not implemented in the years that followed," Sacco said. From a Presidential Commission: A Detailed Blueprint for Rebuilding U.S.-Flag Fleet While the decline of the Americanftag merchant marine poses a grave threat to this nation's military capability, it is not irreversible. The problem could be corrected by the adoption of a comprehensive maritime policy. The savings and benefits derived from implementing such a program would substantially exceed the costs to the government. These are the conclusions reached by the President's Commission on Merchant Marine and Defense (COMMAD), which released the third in a series of four reports on Sept. 30. Without timely and decisive action on the part of government, however, the number of merchant ships and seamen will "be further reduced by one-half . . . by the year 2000," according to the study. Indeed, in the year that has expired since the Commission's first report was issued, "the decline has continued and the peril to our country has grown commensurately," said Jeremiah Denton, chairman of the Commission. Referring to the recently ratified INF treaty between the United States and the Soviet Union, Denton said, ' 'This very accomplishment and the burden that it places on our conventional forces make it even more important that our maritime capability be sufficient in terms both of ships and crews reliably available to the United States and of a shipbuilding base to sustain and expand the civilian as well as military fleets in time of need.'' "Otherwise," he said, "our potential adversaries will know that the United States does not have the capacity to fight a prolonged and general conventional war, and deterrence will not exist against a series of possible Soviet aggressions deemed unlikely to provoke a nuclear response from the United States. " Present efforts to deal with the decline of this nation's sealift capability by increasing the number of inactive reserve ships "is an in ufficient and inadequate response,,, said the Commission. Moreover, the problem has been exacerbated ''by a similar decline in the size of the merchant fleets of some of our most important allies." "Much of the challenge, " aid the Commis ion, ''lies with management and labor. Tendencies for the various segments of the industries to contend with one another rather than cooperate together are increasingly evident, deeply disturbing and an obstacle to effective action.'' Still, said the Commission, "it is up to the government to provide an environment that will enable American shipping companies to prosper.'' Noting that "Free Trade, in reality, does not exist today," the Commission said that "if the privately owned merchant fleet is to expand to the level required to carry out the national military strategy, operators must ... have access to cargo on fair economic and commercial terms.'' Were Congress and the next administration to implement the recommendations outlined in the Commission's first two reports, then Americans could expect the following economic and military benefits by the year 2000: • 181 militarily useful ships, as well as 200 ships not militarily useful but suitable for economic support; • 6,570 billets on oceangoing merchant ships , providing jobs for n, 140 merchant seamen; • An annual average of 37, 110 jobs for American workers constructing and repairing merchant ships in United States shipyards; • An increase in the Gross National Product of over $81 billion during the 11 year period, and • Total gross costs to the federal government of $16,765 million during the 11 year period, offset by total federal government revenues of $13 ,318 million. The Commission was established by Public Law 98-525 of Oct. 19, 1984. It wasn't until December 1986, however, that all the members of the Commission were picked. The Commission was entrusted with coming up with a comprehensive maritime policy after thoroughly studying the following issues: • The problems relating to the transportation of cargo and personnel for national defense purposes in time of war or national emergency; • The capability of the United States merchant marine to meet the need for such transportation, and • The adequacy of the shipbuilding mobilization base of the United States (Continued on Page 9.) �Poll Shows Anti-Drug Testing Stance Privacy Question Concerns Seafarers By an almost 4-1 margin, Seafarers oppose mandatory, random drug testing. But, almost two-thirds of those who responded to an informal Seafarers LOG survey said some sort of limited drug testing policy would be acceptable. The survey, which was included in the September LOG, is an unscientific sampling, but the responses touched all sides of the controversial issue. Last summer the Coast Guard proposed stringent rules which would re- "I feel that mandatory drug testing is unconstitutional. If an employee is not performing his or her job as required, he or she should be dismissed. If alcohol or drug abuse is suspected, counseling should be recommended," another seafarer wrote. If drug testing programs are implemented, and some have been in the maritime industry, 61 percent of the respondents said they believed it should be a matter between the unions and management, with no government intrusion. ". . . Drug testing is wrong, illegal and degrading to any person, union or not . . . " quire random and mandatory drug testing of all seagoing personnel. Maritime labor and management were overwhelmingly opposed to the proposals. But despite that heavy opposition, the Coast Guard is expected to implement the rules. Indications are that the issue eventually will be decided in the courts. Seventy-eight percent of those who responded opposed mandatory random testing. Only 22 percent said they supported uch testing. "If you do not use drugs, you have nothing to fear from testing,'' one seafarer wrote. The same number of people responded that drug testing should only be required if there is reasonable cause to suspect someone i using drugs while on duty. While the vast majority oppose mandatory drug testing as called for under the Coast Guard's proposals, only 34 percent of those polled said there should be no drug testing at all. "Drug te ting is wrong, illegal and degrading to any per on, union or not," said one member. "Labor unions should be the leader in guaranteeing a drug-free work force,'' wrote another seafarer who supports mandatory testing. Almost the same percentage, 23 percent, of those who support mandatory testing, believe drug abuse is a serious and widespread problem aboard ships. But 77 percent say drug abuse is not a serious problem. Broken down, 14 percent said they strongly agreed that drug abuse was a problem; 9 percent agreed, while 36 percent disagreed and 41 percent strongly disagreed drug abuse was widespread. Many of those who took the time to comment, said that drug use has actually declined in recent years. ••I might have agreed a few years ago. However, I have seen a change in attitude recently. Perhaps due to publicity about health issues," one member wrote. "I've been an SIU member for 15 years. In the mid- '70s the use of marijuana was not uncommon on some ships I worked on. Today I rarely see thi , " another seafarer said. Government Orders Drug Tests, Long Court Battle Expected More than 4 million transportation workers, including thousands of seafarers, will be forced to undergo random and mandatory drug testing if a Department of Transportation program survives an expected legal challenge. The new regulations, which both unions and management have severely criticized, were issued by DOT as the LOG went to press. The drug tests would require workers in maritime, trucking, aviation, railroad, bus, mass transit and pipeline industries to be te ted and removed from their jobs if tested positive. The SIU, along with other maritime unions and employers, testified against the proposal earlier this year. At presstime, the SIU was preparing its response to the new rules. Model of New SIU Brooklyn Hall Goes on Display for Members SIU Stewards on APL's Polk Onboard the Polk, the SIU steward department is (I. to r.) Chief Cook Luis Laupati, GSU Danny Guerrero and Steward Baker Alfonso Campanella. ' ·; fr.>;~:"' SIU stewards crew the President Polk, one of the APL ships. Seafarers Medical Director Dr. Joseph San Filippo points to the model of the new Siu Hiring Hall and Clinic which will be built in Brooklyn to replace the aging facilities presently being used. Looking on with a group of Seafarers are, from left, Dr. San Filippo, Florence Penny (RN), SIU Vice President Jack Caffey, SIU Secretary-Treasurer Joe DiGiorgio and Joe Logue Jr., son of the late Dr. Joseph Logue, former medical director. Coast Guard Adds Vets Staff Last Jan. 19, when merchant mariner who sailed between Dec. 7, 1941 and Aug. 15, 1945 were given veteran's benefits, the U.S. Coast Guard wasn't sure how many applications it would receive. About 900 applications now are arriving weekly. And since there is no deadline on applying, Coa t Guard officials estimate the total eventually could exceed 70,000. To help process the applications, Secretary of Transportation Jim Burnley has requested the Coast Guard to triple the number of people working on the project, which he hopes will help wipe out a backlog of 43,000 applications by mid-November. Di charge papers (a di charge certificate and a document detailing the veteran's service) have been ent to nearly 12,000 applicants. The staff goal is to mail 6,000 completed applications every week. The document, known a DD Form 214, must be presented to a Veterans Administration office to obtain benefits. Although the backlog has cau ed delay in proces ing many applications, the Coast Guard has given priority to those requiring immediate medical care and those requiring death benefit for urviving spou e . If you qualify for veteran's benefits and have not yet applied, send a completed DD Form 2168 (available at Coa t Guard and Veterans Administration offices) to Commandant, U.S. Coast Guard Headquarters (G-MYP-1), Washington, D.C. 20590-0001. Be ure to include copies of upporting documents such as awards received and discharge slips from qualifying voyages, if available. November 1988 I LOG I 3 �SIU AIDS Seminar Seeks An Industry Policy Q: What do Atlantic City, N .1., Fayettesville, Ark., Concord, N.H. and Galveston, Texas have in common? A: The population of each city is smaller than the number of Americans who have been officially diagnosed with AIDS. The first case of Acquired Immune Deficiency Syndrome (AIDS) was diagnosed less than 10 years ago. As of August this year, more than 55,000 Americans were diagnosed as having this deadly disease. By 1991, the Centers for Disease Control predicts that between five and 10 million Americans will have been exposed to the AIDS virus. It is hard to overestimate the potential consequences. Last month, the union hosted a daylong seminar on the disease for its contracted companies. The goal was to come up with an industry-wide policy. AIDS confronts each American with difficult choices on many different levels: as an individual who is responsible for his or her own behavior, as a taxpayer, as a member of a community or family, and as a worker employed in a particular industry. So far, the only effective tool in controlling the spread of this disease SIU Begins AIDS Education In an effort to meet the health and safety need of its membership, the SIU will begin an in-depth and comprehensive AIDS education program. In addition to articles in the LOG, the union will be providing written information to its membership about how to prevent the spread of the AIDS virus. Videotapes and informational meetings with SIU safety directors at hiring halls and aboard vessels will be used to educate SIU members. The SIU is working with its contracted companies to put together an effective education campaign. President Mike Sacco has said that education of the SIU membership about this deadly disease is a top priority for the union. He hopes all SIU members will learn as much as they can because with education comes protection. Remember-you are in control. With common sense, you can prevent the spread of AIDS. Play it safe. Use condoms and DON'T use drugs. If you have any questions about AIDS and your health or workplace safety, you can write to: has been education. The SIU has been in the forefront of unions trying to educate its members, officials, employees and contracted companies about this deadly disease. During the seminar, Liz Reisman, R. N., D.N.Sc., discussed the disease itself-what it is, how it is spread, precautions against transmission, HIV antibody testing, occupational risk and prevention. Deborah Kleinberg, an attorney for the union, discussed the ramifications of the disease as they relate specifically to the employment policies for the maritime industry. Reisman is a member of the St. Mary's County AIDS Task Force. She also sits on the national Institute of Health Confidentiality Committee. She went over much of the same material that she has discussed with nearly 1,000 SIU members over the past year and a half. Two of her articles have appeared in the LOG. The operators discussed the eco- nomic and legal consequences of the disease, and such things as testing, counseling and the possibility that foreign countries may require seamen to present an ''AIDS'' certificate before coming ashore (the Philippines recently discussed this idea, though it did not go through with its proposed program). The important thing, said Kleinberg, is for everyone involved-management and labor-to come up with a comprehensive and humane policy on this issue. Over the past year and a half, she has met with representatives from other unions-the AFL-CIO, the Firefighters, the· SEID-which are grappling with this issue. The SIU is the first maritime union which is developing an industry-wide policy with its contracted companies. A second meeting between the Union and its contracted companies was scheduled for early December at Piney Point. SAFE (Seafarers AIDS Forum for Education) Harry Lundeberg School of Seamanship Piney Point, MD. 20674 Liz Reisman addresses the AIDS seminar held at SIU headquarters. Jones Ac:t Does Not Harm Alaska's Economy The estimated cost of maintaining the Jones Act restrictions in the Alaskan trade have been greatly exaggerated, said a recently released report by the General Accounting Office. The Jones Act should be retained, said the GAO, "because it helps maintain the nation's capability for military shipbuilding and sealift in time of war.'' The two-year study of the Jones Act's impact on Alaskan trade concludes that of 74 U.S.-flag tankers carrying Alaska North Slope Oil, 56 have direct military utility, and the deep-draft dry cargo vessels in the trades are also important national defense assets. The remaining tankers and tug and barge fleet provide e sen- · tial logistical support to sustain the U.S. economy in times of crisis. The report was undertaken at the request of Sen. Ted Stevens CR-Alaska), who felt that Alaska was forced to bear an unfair part of the cost of the Jones Act. Yet according to the GAO, estimating Alaska's share of the burden relative to the oil companies, the federal government and shippers in the lower 48 states "cannot be estimated." "Analyzing who ultimately bears these Jones Act costs is complicated because there are plentiful opportu4 I LOG I November 1988 nities for passing these costs on to others," said report. The GAO found that the economic impact of the Jones Act on the Alaska economy is likely to decline. The estimated additional cost of U.S. construction above foreign-built equivalents is $163 million, representing about 2 percent of the total $9.5 billion personal income of Alaskans. The dry cargo liner and tug and barge fleets which carry consumer products northbound represent only $20.2 million in additional costs, or $6. 73 per ton on the 3 million tons shipped northbound annually; in other words, less than two cents per day per ton. What can be measured, said the GAO, is the role that the Jones Act plays in securing this nation's sealift base. The Jones Act fleet employed in the Alaskan trade represents 21 percent of the militarily useful U .S.-ftag fleet and nearly 40 percent of the militarily useful U.S. tanker fleet. Twenty-two percent ofalljobs available to U.S. seamen are generated by the protected Jone Act trade in Alaska. "This study confirms the national defense and economic positions we in the maritime ~ndustry have been maintaining all along," said Tran portation Institute President James L. Henry. ''Preservation and enforcement of the Jones Act are essential to bolster America's defense." The Jones Act tanker fleet has been judged critically important to national defense by many prestigious public and private study groups, including the Commission on Merchant Marine and Defense appointed by President Reagan. Sealift will carry 90 percent of all dry cargo and 95 percent of all petroleum products, which will outweigh all other cargoes combined. The GAO stated that the Alaska Jones Act tanker fleet is the source of 39 percent of militarily-useful tanker tonnage and 8 percent of the militarily-useful dry cargo capacity. Additionally, the Jones Act fleet makes a substantial contribution to the seafaring manpower pool, which Navy and private sector studies have described as inadequate. The Alaska trades fleet provides 86 percent of the tanker billets and 17 percent of the dry cargo billets. Rescinding the Jones Act would not lead to any immediate co t savings, because U.S. companies have already built their vessels in U.S. shipyards. The GAO study was released just as the Jones Act was under attack. Last month, two Senate bills were introduced which would have waived U.S.-ftag requirements on coal shipments to Hawaii and on passenger service between U.S. ports and Alaska. While supporters of the two bills said that these were special circumstances, industry officials were afraid that passage of the two bills would inevitably result in the whole-scale dismantling of the Jones Act. "After all, if this exception is granted, why not ... anything else where cut-rate foreign flags can undercut the U.S. flag?" asked National MEBA representative Karl Landgrebe. "The GAO report confirms a lot of things that the maritime industry has said over the years," said Henry. No action is expected on the two Senate bills before the end of the session. "The GAO report will be a useful tool in fighting off attacks against the Jones Act in the next session of Congress," said SIU President Mike Sacco. The departments of Defense and Transportation strongly concurred with the GAO analysis. The agency said that the Defense Department "supports the existing scope of the Jones Act and the importance of the tankers that operate in the Alaskan trade." �Company Pleads Guilty to Sinking of Marine Eledric The U.S. attorney's office in Norfolk has closed its books on the tragic sinking of the Marine Electric. Five years after 31 American seamen and licensed officers lost their lives in the cold waters of the Atlantic, Marine Transport Lines, the ship's operator, pleaded guilty to a single criminal misdemeanor charge. U oder the arrangement, the company admits that it violated the law by not reporting outstanding ship defects to the U.S. Coast Guard. As a result, it will have to pay the maximum fine of $10,000, which The Journal of Commerce reports as the first criminal punishment of an American shipowner since the 1940s. In addition to filing its guilty plea on the criminal charge, the company agreed to pay a $10,000 civil fine to Federal Judge Upholds CDS Payback Rule The Reagan administration's CDS plan suffered another setback last month when a federal judge ruled that any company operating in the protected Alaskan trades contrary to an April 29 ruling was doing so illegally. U.S. District Court Judge Charles Richey refused a request from two companies- Atlantic ichfield and American Petrofina-to stay the April 29 decision on the grounds that neither would suffer any irreparable harm and that the public good would not be compromised. There was a ready supply of alternative shipping available, said Judge Richey, on board smaller tankers which stood to be displaced if three VLCC (Very Large Crude Carriers) tankers were allowed to compete in the domestic trades. The ruling was the latest chapter in the SIU's five-year battle to prevent implementation of the administration's plan to allow subsidized operators to participate in the Alaskan trade in exchange for paying back monies received under the now-defunct Construction Differential Subsidy (CDS) program. At stake were up to 900 SIU jobs. The judge reaffirmed his earlier decision by saying that the administration had tried to subvert the will of Congress as expressed in two pieces of legislation-the Merchant Marine Act of 1936 and Section 505 of the Supplemental Appropriations Act of pay~ack the Coast Guard for operating the vessel without effecting adequate repairs. The Coast Guard has announced that it will not pursue any further action against the company, or any of its officials or subsidiaries. While some of the families of the dead seamen were bitter about the size of the fine, some safety experts said that the case marked an important precedent. "It's a significant thing," said Paul Esbensen, a veteran maritime investigator for the National Transportation Safety Board. "For the first time I can remember a criminal action ha been taken, a fine paid and it is clear that the company did something wrong.'' The company failed to report repairs that had been made in the ship's hull 10 days before the vessel flooded and sank. The hull of the ship had been punctured by a bulldozer at the dock in Brayton, Mass. The incident was never reported to the Coast Guard. In a 1985 report on the accident, the Coast Guard concluded that the poorly repaired hull could not withstand the pounding from the seas. It caved in, allowing water to enter the hold and capsize the ves el. Only three crewmembers onboard the 34-man vessel survived. Many survived the sinking only to die in the icy waters off the coast of Virginia. The Coast Guard also noted that the patch-work repair done to the hull was ·ust one of man defect . As a result of the case, the Coast Guard beefed up its safety inspections of aging ships. The Marine Electric was 38 years old at the time of the incident, and in obviously poor repair. In addition, rules were developed requiring American shipowners to provide cold water survival suits for seamen. Had they been onboard the vessel, many more crewmembers might have been able to survive. SIU Election Under Way Balloting began November 1 for the election of SIU officers and a proposition. The voting period runs through December 31. Check with your port agent or see October's LOG for information about voting. Above (I. tor.) members Bob Fraizer, Frank Costango and M.T. St. George after they were the first to cast ballots at Piney Point. U.S. and China Near Bilateral Shipping Pact The United States and the People's Republic of China (PRC) have made substantial progress towards negotiating a new maritime agreement, acording to the Department of Transportation. While James Burnley, Secretary of T an ortation, aid that the conce sions won in negotiations so far represented "a very significant breakthrough," at least one American-flag bulk operator expressed strong reservations about the proposed agreement. The new agreement, said Katherine Wei, chairman of the board of the Falcon Shipping Group, bestows only a "co metic benefit to the bulk carrying segment of the American fleet.'' On the West Coast 1987. The purpose of Congress in both pieces of legi lation was to foster a stronger merchant marine. The administration's CDS plan would have resulted in fewer jobs for American seamen and a fewer American-flag vessels, said Richey. The counsel for Atlantic Richfield Company confirmed that the company had appealed Judge Richey's decision in the U.S. Court of Appeals. SIU Patrolman Gentry Moore (left) chats with the steward department's Joe Freeman on APL's President Truman in Oakland, Calif. A U.S. delegation headed by John Gaughan, Maritime Administrator, met with its counterpart from the People's Republic of China in Washington, D.C. Oct. 18-20. Agreement was reached on a number of issues. According to Burnley, U.S. operators will now have the right to do the following things: ** open business offices in China operate feeder vessels to consolidate and transship cargoes * deal directly with the organizations that control cargo shipments (Continued on Page 10.) Waterman Sold; Will Keep Sailing With SIU Crews Long-time SIU-contracted Waterman Marine Corp. has been sold for $34 million to International Shipholding Corp (ISC). But the six Waterman vessels now in service will continue to operate with SIU crews. The sale is subject to approval by the Maritime Administration and the Department of Justice. The deal, announced late last month, will make Waterman a subsidiary of International Shipholding. It will retain the name Waterman Marine. The parent company is the owner of another subsidiary, Central Gulf Marine. With Waterman's six ships and eight U.S.-flag ships and 10 foreign-flag ships, ISC will operate a fleet of 24 vessels. ''The Waterman operation is going to continue as it is now. We plan to make no changes in that respect," said ISC Chairman Neils W. Johnson. Waterman operates three LASH hips in Middle Eastern service and three RO/ROs under charter to the Military Sealift Command. November 1988 I LOG I 5 �Sealift's Inger Loads Up With Sugar Jim Farley, 1st assistant engineer (left), and Charley Williams, DEU, aboard the S.S. Inger (Sealift Bu~ers, Inc.) during a stopoff at C&H Sugar in Crockett, Calif. ···: .... •. . . ...:< ·:·:·:::. .......... .. .... . ···="·.·::·:·:=·::::::.::·· .-.. ··:"··:'/·r·:,,:3'· .. , I Stanley Giandora, bosun Wilmington Port Agent Don Anderson, center, with ABs Dino Chappas, left, and Kenneth Simbler. In 1985 Reynolds Metals Company owned and operated the SS Inger. But Reynolds was leaving the maritime industry due to the fact that bauxite and alumina pellets were being brought into the United States on foreign-flag vessels at rates cheaper than could be done aboard the Inger . The fate of the bulker was uncertain. Reynolds had three options at that point: (I) make one more voyage and scrap the Inger, (2) convert it to an unmanned barge with a loss of 21 jobs, or (3) sell it to a buyer who would agree to keep the ship running. With hard work and determination, the SIU was able to find a buyer, Sealift Bulkers, and the ship has been running ever since with an unlicensed crew of 17. ~ With the nice California weather, part of the Inger's crew gathers on deck for a meeting alfresco. 6 I LOG I November 1988 �On the S9t. W.R. Button in the Pacific Seafarers Enioy Their Off-Duty Hours Text and Photographs by Leonard Earl Johnson A ship is a floating place where Seafare ~ live and work. American Overseas Marine of Quincy, Mass. keeps four ships crewed by SIU people, chartered to the U.S. Marine Corps, positioned off Guam and Saipan. These photographs show the crew of the M/V Sgt. William R. Button working and relaxing just before departure for the shipyard in Norfolk. Layup in the shipyard! A bittersweet event for a seafarer, it means an early return home, but it also means an early end to your paycheck. For Doren Molise and Al Lautermilch it meant ship's bell to wedding bells. They married in Hawaii. During layup. Editors note: Leonard Earl Johnson lives in New Orleans and often contributes to the LOG. He is an award winning photographer whose series "The Sea" will be exhibited by the government of Guam 's CARA Gallery, Jan.Feb. 1989. Sunday barbecues are a highpoint for the SIU crew on the Button. Tying 3 difTerent kind of knot, Button crewmembers Doren Molise and Al Lautermilch will get hitched while the Button is in fayup. The couple met aboard ship. AB Tom Stagg paints down the house aboard the Button, anchored off Saipan . . . .......... '"""""">...:.. } . ·::.... :'.>···. f=i-' < Steward Assistant Santa Paturzo watches the sun rise. Chief Cook Herb Hollings mans the grill during a cook-out. November 1988 I LOG I 7 �Tugs, Barges Help Keep Philly Busy SIU members in Philadelphia find work on the dozens of tugs and barges under SIU contract in that busy port city. Maratrans operates about 30 tugs and barges, while Express Marine, Moran and Swann Oil run several dozen more pieces of inland equipment there. These pictures were provided by former Philadelphia Patrolman Richie Wilson, who has been lured back to sea. He is waiting to ship out. .., " l f.·~ ,. ~rr:·J-~,,·~:ll!llr · ·-»·t'·i·~~·~f;+.· Boatmen aboard the Interstate Transport tug Schuylkill head down river from the refinery. In the Philadelphia hall it's job dispatch time. Pensioner Billy Smith (left) spins a few tales of the "old days" to younger seafarers Victor Harper (center) and David Diammond at the Philadelphia hall. Onbi;mrd M~m1tram; tug E nterprise veteran Boatmen Robert Taylor (left) and BUI Delesline (ri1:ht) talk about their upcoming retirements with SIU Rep. Richie Wilson. Seafarer Lou Lolli (left) listens to Tom Gildersleeve explain the job situation. 8 I LOG I November 1988 SIU Rep. Richie Wilson (left) and AB Tankerman George Tanner aboard Swann Barge #20. �Lone Star Boatmen Visit Port Arthur Tug and barge traffic along Texas' Gulf Coast provides hundreds of jobs for SIU Boatmen. Port Arthur is one of the many inland ports frequented by SIU-crewed tugs. Below, Houston Port Agent Dean Corgey (right) meets with the Mary Moran's Chief Engineer Cliff Champagne (left) and Capt. Glenn Arnaud. The Mary Moran (right) ties up at Port Arthur. Defense Report-Time To Rebuild U.S. Fleet (Continued from Page 2.) to meet the needs of naval and merchant ship construction in time of war or national emergency. The Commission previously presented seven major recommendations. They were as follows: 1. PromuJgate a national policy statement that reaffirms the maritime policy contained in the Merchant Marine Acts of 1920 and 1936. 2. "Congress and the administration should act decisively and promptly ... to complete ongoing efforts to develol' and enact into law a meaningful Operating Differential Subsidy (ODS) reform package that ensures more flexible and competitive United States flag carrier service, remains within acceptable budgetary restraints, and functions to sustain and expand the contributions of the commercial merchant marine to the strategic sealift capability of the United States." 3. Implementation ofa national program for merchant ship construction in United States shipyards. 4. Ensure greater access to international trade and cargo through trade promotion and reservation of United States government cargo. 5. Ensure preservation, enforcement and strengthening of the current cabotage laws. 6. Change major Department of Defense and Department of the Navy regulations, policies and practices. C'To that end, the Department of Defense and the Department of the Navy should review policies and practices that address procurement, contracting, and industrial base mobilization.'') 7. Initiate and spearhead a publicprivate effort to improve business efficiency in the maritime industries. Dispatchers Report for Inland Waters OCT. 1-31, 1988 "TOTAL REGISTERED All Groups Class A Class 8 Class C Port New York . ....................... . Philadelphia .. .. .................. . Baltimore ........................ . Norfolk . . . . . ................... . Mobile ..................... ... . . . New Orleans .... .. .... ... ......... . Jacksonville ...................... . San Francisco .................... . . Wiimington ...................... . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico ............ ......... , . Houston ..................... . Algonac .. ....... . . ... ........... . St. Louis ........................ . Piney Point ....................... . Totals ........................ . Port New York ...................... . Philadelphia ...................... Baltimore .............. ... ....... Norfolk ......................... Mobile ..... _...... . New Orleans ..... ..... .. .......... Jacksonville ...................... San Francisco ..................... Wilmington ....................... Seattle .......................... Puerto Rico ...................... Hoi.:ston ......................... Algonac ......................... St. Louis ........................ Piney Point ....................... Totals. .. . .................. 0 1 0 0 1 0 36 13 1 0 2 0 3 0 0 1 0 2 0 0 0 1 19 0 0 7 0 63 0 24 . . . 0 0 0 17 0 0 . . . . . . . . . . 0 0 0 0 0 0 0 11 0 0 0 0 2 0 0 0 0 5 0 10 0 0 2 0 0 0 19 TOTAL SHIPPED All Groups Class A Class B ""REGISTERED ON BEACH All Groups Class C DECK DEPARTMENT 0 0 0 0 20 1 0 0 0 6 0 0 0 0 0 0 4 0 0 0 0 0 2 26 7 0 0 0 0 3 0 0 2 0 0 3 5 0 2 0 0 0 40 10 31 0 0 0 Class A Class 8 Class C 0 1 0 0 0 0 0 0 0 1 64 0 1 3 0 58 0 0 3 18 1 0 150 1 1 30 0 0 2 0 29 0 0 2 2 0 0 67 19 0 1 0 0 3 0 3 0 26 ENGINE DEPARTMENT . 0 28 0 0 5 0 0 0 0 0 0 0 0 3 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Pon New York ........................ . Philadelphia ...................... . Baltimore ......... ... ............ . Norfolk ......................... . Mobile .......................... . New Orleans ... ... ..... ........... . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle . . ............ . . Puerto Rico ...................... . Houston .... ..................... . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals . . .. .. .................... . Totals All Oep:utments _ .............. . 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 27 0 0 1 9 0 0 0 0 0 10 0 1 0 0 6 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 0 7 0 0 0 0 0 0 0 0 15 2 0 57 18 0 0 0 0 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 10 0 0 0 0 1 0 0 0 5 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 7 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 8 0 0 1 0 0 0 0 0 0 0 0 0 0 3 0 0 1 53 25 0 10 15 32 260 110 38 1 0 16 0 0 4 0 0 4 0 0 - 14 107 36 23 69 0 0 0 8 0 0 0 0 17 0 0 0 0 0 0 1 0 16 0 0 0 0 34 0 0 6 0 0 0 3 0 0 0 0 0 0 0 0 1 0 1 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ""*"Registered on the Beach" means the total number of men registered at the port at the end of last month . November 1988 I LOG I 9 �New SIU Pensioners DEEP SEA Floyd G. Allen, 65 Philadelphia Harold L. Austin, 66 Seattle Michael Bakos, 67 Duluth Luis F. Rivera, above, receives his first pension check from the port agent of Puerto Rico, Angel S. Hernandez. At right, Domingo Ortiz Almodovar is given his first pension check. Cosme R. Ballesteros Cosme R. Ballesteros, 59 Houston Jerry W. Blan, 60 Houston Robert E. Pickett, 54 Houston Claudie B. Pickle, 61 Mobile Luis F. Rivera, 60 Santurce Joseph R, Turner, 61 Algonac RAILWAY MARINE REGION John Calby, 63 Wilmington Cecil T. Terry, Jr. Cecil T. Terry Jr., 59 Norfolk Henry P. White, 51 Norfolk John T. Cherry John T. Cherry, 67 New Orleans James 0. Chianese, 59 New York Blewett Davis, 65 Houston Julio D. Delgado, 62 Santurce Antonio Diacci, 6S Algonac Adrian G. Donnelly, 66 New York William E. Foley, 69 New York Donato Giangiordano, 65 Philadelphia Stanley T. Grooms, 57 Jacksonville Richard Heikus, 64 Seattle Roy E. Jones, 65 Baltimore John L. Lincoln, 6S Norfolk Royal McClintock, 62 Algonac Konrad E. Norbotten. 57 Algonac Domingo A. Ortiz, 63 Santurce Efthimios A. Pappas, 62 New York Laureano C. Perez Laureano C. Perez, 55 Baltimore 1O I LOG I November 1988 Jose L. Romero Jose Luz Romero, 59 Houston Thomas J. Smith, 62 Algonac Thomas Snead, 58 New Orleans Frederick R. Sullivt,n, 61 New Orleans Rudy Tjong, 64 San Francisco Ronald E. Voss, 65 Houston Stephen Wagerik, 61 Philadelphia Hugh F. Wells, 62 Houston Malcolm B. Woods, 63 San Francisco INLAND Joseph F. Bachmann, 62 Philadelphia Edward Balajewski, 62 Philadelphia Charles L. Bazemore, 45 Norfolk ThQmas L. Dunton, 65 Baltimore Edward Kaszubinski, 62 Algonac James E.W. Pritchard, 65 Jacksonville Charles H. Rogers, 54 Baltimore Grover C. Rowell, 62 Mobile Joseph S. Simone, 63 Philadelphia Earl E. Talbott, 62 Houston John Weiner, 59 Philadelphia GREAT LAKES Paul Greco, 62 Duluth Rudolph J. Jadrich, 62 Algonac Howard G. Hudgins Howard G. Hudgins, 59 Norfolk Joseph N. Lewis, 59 Norfolk U.S./China Maritime (Continued from Page 5.) * * employ U.S. citizens and local nationals import and own vehicles and office equipment essential to their operation ''A one-third cargo reservation to the liner segment of the American merchant marine may well promote their interests," said Katherine Wei, "because liner cargo in the trans-Pacific trades, including the liner trade between the United States and the People's Republic of China, traditionally moves under conference rates which are set high enough for the highest cost operator to make a profit. ''Such is not the case with respect to bulk cargo operations, where rates are determined by free and open competition, which has caused bulk cargo rates to be seriously depressed for the past decade. "If the one-third reservation to our bulk carriers is predicated on world rates, not a single pound will move U.S. bulk vessels," Wei said. .. The proposed maritime agreement with the PRC will provide significant economic and political benefits to that country. The PRC should be required to reciprocate and provide a benefit to our bulk operators by paying a reasonable rate premium on the bulk cargo moving between our two countries as was done in the 1970s when a similar arrangement was contained in the U.S./USSR maritime agreement," she said. The previous bilateral trade agreement between the two countries, which was reached in 1980. elapsed in 1983. Disagreement over these and other issues prevented ratification of a new agreement. U.S. operators contended they couldn't make money due to PRC restrictions and because of a decline in trade between the two countries. Both sides agreed that ocean freight rates should be negotiated by shippers and carriers. Cargo sharing and the opening of specific ports in both countries for normal entry remain to be solved. The 1980 agreement between the two agreements gave U .S.-flag carriers one-third of the cargo, the People's Republic of China one-third, and the remaining one-third remaining to third-flag vessels. Support SPAD �Hundreds Gather at Piney Point SIU Celebrates 50th Anniversary in the Ports On October 15, Seafarers around the country flocked to their union halls to celebrate the 50th anniversary of the SIU. Old-timers who could trace their union roots back five decades mixed and mingled with younger members who ·are banking on another 50 years of SIU security and progress. Like family reunions everywhere, stories of the old times filled air. Tales of early organizing drives that helped put this union on the map were told. Oct. 15 marked a dual anniversary. Fifty years ago on that date, at a convention in Houston, Texas, the American Federation of Labor presented SUP head Harry Lundeberg with a charter to form a new international seamen's union, the Seafarers International Union of North America. The SIU traces its beginning to that date as well. Speaking at the Brooklyn hall, SIU President Mike Sacco talked about the union's many accomplishments and thanked the people who had built this union with their "blood, sweat and tears." It was not just a celebration of the union's past, he said, but a reaffirmation of its future. "It is a time of building and of new beginnings," said Sacco. "This union has an educated and informed membership, and that is our strength. "Together we can forge new programs to meet new challenges. There is no limit to what we can do. Education will be the key to developing the new ideas we will need to insure the future of our membership, and our unity will make them possible." (Continued on Page 14.) In Philadelphia the ritual cutting of the anniversary cake included (I. to r.) charter member Al Pietrowski, Guy Pagano, William Smith, Secretary Jerri-Dee Falk, and Harry Smith, with Vince Lanza watching from behind. Toasting the long and f)roud history of their union at the San Francisco hall are, from left. Al Finocchio, Carmelo Aste, Sam YQ~.mg, Joe Favilli and Dolly Talaga. Al, who sailed as barber. Carmelo as a cook, Sam as photogrnpher and Joe as a baker are all retired from the old SIU-contracted Pacific Far East Lines. Dolly is still sailing as waitress. What's a birthday without cake? Mark Frederickson (right) and friend chow down in Brooklyn. Mark is the son of Seafarer Eric Frederickson. Lindsey Williams cuts the ribbon to formally open the Lindsey J, Williams Ship Simulator Building. Giving him a helping hand is his wife Cordelia Williams as SIU President Mike Sacco smiles his approval. Io New Bedford, home tq hundreds of SIU fishermen and their families, many gathered at the SIU hall there for an afternoon party, Above, Port Agent Henri Francois, holding the cake, and Patrolman Eugenio A. Desousa (left). November 1988 I LOG I 11 �PHILADELPHIA-Capt. Thomas Doherty (left), Chief Engineer Joe Reeder and Deckhand Bobby Van Blunk mix it up at the 50th anniversary celebration. PHILADELPHIA-Chef Hollywood and the star of the buffet, "Porky Pig." some th Rf WILMINGTON-The California sun was evident at the SIU hall where they celebrated the 50th anniversary with a cookout. SIU Patrolman Trevor Robertson (left) chats with SUP Branch Agent Bill Berger; SIU Chief Cook Ron Fluker turns the ribs. NORFOLK-Pensioners Flavius Clasz and Fred Hicks help themselves to the fine food. BALTIMORE-Headquarters Rep Bob Pomerlane (left) and Port Agent Al Raymond start the rood preparations for the .soth anniversary party. HONOLULU-Seafarer Edd Harris and his family enjoy the festivities. SANTURCE, P .R.-Brother Julio Matos enjoyed the day with his family. 12 I LOG I November 1988 SANTURCE, P.R.- Members and SIU officials celebrate the union's 50th anniversary. From left are Osman Bin Malip, Ruperto Rivera, Abraham Aragones, Bill Doak, Roberto Escobar and Angel Hernandez. �...... , SAN FRANCISCO-Enjoying the good food and companionship are, from left, Chief Cook Eddy Nicholas, Assistai:it Cook Gilbert Rodriguez and GSU John Bernard. of Charles Se- eds of Seafarers nd the country red at their local to help the SIU brate its SOth rsary. Pictured on two pages are of the festivities t took place. SAN FRANCISCO-Chief Steward Sammy Smith ("Smitty"), at right, supervises the sumptuous buffet line. Hundreds attended the festive celebration. 1!i!:l!:i il l l [l1il !i!l l! :i1l1l1l!l'![!i.1!1 :1 il i!l !l:l l!l!i!l il ilil l l i l l l l !l lfi l l 1 ! 1! !1i·!f!:!lililili l ! !l! !li!l!:l!l!~!l!lil l !l!ililifil!i:~:1: :~1 SAN FRANCISCO-Old-timers had a lot of memories to share at the celebration. Two of them are Chief Cooks Johnnie McCree, left, and Alvin Westbrook. JACKSONVILLE-Pensioner Clarence Brock enjoyed the fine buffet. JACKSONVILLE-QMED William Dillon, left, Steward Jack Morgan, center, and retired SIU member Jose Descamento enjoyed the day at the Jacksonville hall. N~afarer Robert Hurk fills bis plate at the butTet. yllis and young Dinette look on. BROOKLYN-Two very well-known former officials were on hand for the festivities. Former SIU Vice President Leon Hall (left) and former long-time patrolman Teddy Babkowski prepare to cut the birthday cake. BROOKLYN-The tall and the short of it ••• SIU President Mike Sacco and Mark Frederickson, son of Seafarer Eric Fred· erickson, enjoy the celebration. November 1988 I LOG / 13 �50 Years of SIU Progress Toasted (Continued from Page 11.) A celebration honoring the 50th anniversary of the SIUN A was held at the Harry Lundeberg School of Seamanship in Piney Point, Md. on Oct. 29. Representatives from the 18 autonomous unions affiliated with the SIUN A were there including Gunnar Lundeberg, son of the late Harry Lunde berg, as was Lane Kirkland, president of the AFL-CIO. Many officers from the dozens of SIU-contracted companies attended. Herbert Brand , chairman of the board of the Transportation Institute and former editor of the Seafarers LOG , AFL-CIO President Lane Kirkland recounted proud moments in the SIU's long history when he spoke at Piney Point. Here's a lineup of who's who among the SIU old-timers who attended the celebration in the port of Piney Point. From left is SIU Vice President Angus "Red" Campbell, and retired SIU officials Leon Hall, Tony Kastina, Pat Marinelli and Scotty Aubusson. served as master of ceremonies. To underscore the connection between the union's past and its future , the union's Shiphandling Simulator Building was dedicated to former SIU Vice President Lindsey Williams, who played an instrumental role in making the union what it is today. Williams talked about the early years and of the people he had worked with to make the union strong. Looking out at the audience, he singled out Rose Hall , Paul Hall's widow, and thanked her for her friendship and support. ' 'Few people know what this woman did to help the union ," he said. "During the Isthmian and Cities Service beefs she put herself on the line and paid off ships." Williams' wife Cordelia stood alongside him , with their two childrenEstelle and Lynn. The road leading to the simulator and recreation center was named after the late Frank Mongelli, former vice president of the Harry Lundeberg School. Mongelli' s widow Liz cut the ribbon. '' Frank Mongelli was the embodiment of the SI U's commitment to education and training," said Sacco. "When the SIU built the Harry Lundeberg School, it was Frank Mongelli who was called on to turn that dream into reality.'' Speaking at a short ceremony before the dedication , AFL-CIO President Lane Kirkland , a former officer in the merchant marine, made the following observation: " I'm delighted to be here at this celebration of your 50th anniversary ... My heritage, like yours, springs from the sea. It was there , in that dose-knit society , that I learned the principle of solidarity that is at the heart of American trade unionism. ''The Seafarers have always been willing to help out sister unions when they were outnumbered and out-financed in struggles that threatened their livelihoods_ Be they shipyard workers, airline pilots, health care workers, insurance agents, or members of any other union fighting for justice, you have never asked the color ofanotherworker's collar. You simply turned to whenever you heard a call for help.' ' Also speaking at the ceremony were two long-time SIU friends , Ray McKay, president of District 2-MEBA, and William F. Zenger, vice president of the Maritime Trades Department and business agent for Local 825 of the Operating Engineers. McKay talked about the close personal relationship he had with many SIU officials-Cal Tanner, Paul Hall, Al Kerr, Frank Drozak, Joe DiGiorgio and Michael Sacco-and of the tremendous gains made by seamen during the past 50 years. He then presented the union with a crystal globe shaped like the one which stands in front of Norfolk Port Agent im Martin and his wife show off the fancy cake honoring the SIU. the SIU headquarters building. Zenga praised the SIU for the strong leadership it has exerted over the years, and said that he felt honored to be associated with such a union. He reminisced about his mentor. Steve Leslie, who had worked closely with the SIU in many of its toughest beefs, and presented the union with a clock. Headquarters. Representative George Ripoll and Port Representative Anthony McQuay pose with the cake cel~bniting the SIU's 50th anniversary in the port of Jacksonville. From left are Monica McQuay; Ripoll; Joe Frazier; Pastor Paul Fowler, Bible Baptist Church; McQuay. and Mrs. Chris Ripoll. Retired SIU Executive Vice President Ed Turner, left, joins with Bosun Joe Touart and SIU Vice President George McCartney in a toast to the continued success of their union. 14 /LOG I November 1988 �Lindsey Williams, Frank Mongelli Honored at Anniversary Memorial n Oct. 29, 1988, the SIUNA held a grand celebration of its Golden Anniversary here at the Seafarers Harry Lundeberg School of Seamanship. Throughout the years, the union has recognized the contributions of its most outstanding leaders through numerous dedications and memorials. This 50th anniversary celebration was no exception. This time, the SIUNA honored Lindsey Williams and Frank Mongelli. In the tradition of Paul Hall , Charlie Logan , Al Kerr, and Paul Drozak, Lindsey Williams and rank Mongelli dedicated their lives to the cause of unionism in the turbulent organizing years after World War II. For many years Lindsey Williams was the SIU~s right arm in the Gulf. A pioneer in organizing inland boatmen and deepsea sailors, he forged the boatmen and sailors of the Gulf into a potent political force. Lindsey began working on towboats on the Mississippi in 1935, and very soon after, he began organizing river tug O and towboat men. He went to sea during World War II, and sailed in virtually every combat zone. After the war, he was involved in every major organizing beef, including the Isthmian organizing campaign, the El Mundo beef in Puerto Rico, the organizing drives of the SIU of Canada, and the Cities Service organizing drive , among others. Until he retired in 1979, Lindsey was a vice president of the SIU, president of the Greater New Orleans AFL-CIO Central Body, and president of the New Orleans AFLCI O Maritime Trades Council. During his long and honorable career Lindsey Williams won many awards and honors. In 1968 he received the Greater New Orleans AFL-CIO Community Service Award, and in 1978 he received the A. Philip Randolph Institute Award. The dedication of the SHLSS Shiphandling Simulator Building in his name is in recognition of Lindsey Williams' belief in education and his long and active support of the Seafarers Harry Lundeberg School of Seamanship. Mongelli Memorialized at Piney Point Accepting the dedication honor at the podium is Lindsey Williams with his proud wife Cordelia at his side. Background standing-Mike Sacco, SIU president; Ken Conklin, SHLSS vice president. The Shiphandling/Radar Simulator at the SHLSS represents the latest state-of-the-art technology in ship type computer driven simulators. *** Dedication of the Frank Mongelli Memorial Drive on the campus of the Seafarers Harry Lundeberg School of Seamanship recognizes his commitment to the education and training of Seafarers. Frank came into the SIU in the early 1940s and from the beginning worked closely with Paul Hall in organizing and building the Union. Also dedicated was the main road on campus, Frank Mongelli Memorial Drive, in memory of the late Frank Mongelli, former SHLSS vice president. Pictured accepting the honor and a dozen yellow roses is his widow, Mrs. Liz Mongelli. At left is Ken Conklin, SHLSS vice president. Mike Sacco, SIU president, is at podium. With Hall, he began the first seamen's training program in Brooklyn. When the SHLSS facility in Piney Point began to take shape in 1968, Frank Mongelli was _ called upon to build a training school for Seafarers that would be the best in the world. With pick and shovel, and with dedication and a belief in potential of our membership, Frank Mongelli literally built SHLSS from the ground up, and rose to become vice president of the school and to develop and direct its many educational programs. The Sailors Union of the Pacific and the Marine Firemen were represented at the SIU's 50th anni· versary celebration by Gunnar Lundeberg, right, SUP business agent, and "Whitey" Disley, president of the MFOW. November 1988 I LOG I 15 �SHLSS course Graduates BOSUN RECERTIFICATION, 10/19/88-First row left to right: Jim Hassan, Pedro Sanchez, Winston Shanks. Second row: Andy Anderson, Eugene Grantham, George Costango, Richard Bynum, John R. Neff, Clay Lisenby. Third row: Ron Wolf, Chris Broerman, Michael Whitsitt. ABLE SEAMAN, 8/30/88--First row left to right: Ali Mosad, Quinton Caruthers, Richard Paturel, Marc Cella, James W. Donahue III. Second row: Mike Shinpoch, Timothy Brandt, Eric J. Perez, David Gray, Neal Doucet, Donald Peterson, Steve Ahrens. Third row: Lee Collins, Raymond J. Nowak, John Lee Davis, Stephen Barry, Royce C. Brown. Not shown: Tony Bennett, Derrick Robrecht. QMED, 9/26/88--First row left to right: James H. Bloodworth III, Leroy Williams, Richard Grosso, Frnnk Jaworski, Melvin F. Brumfield, Mike Scardina. Second row: W .B. Mccants, Alberto Matos, Riley Donahue, Luong Ngo, John J. PhilJips. Third r<>w: S. Hacker, R. Doody, Frank Coburn, Mike LasDulce, Roy Matteson~ Ed Hantsche. FOWT, 9/26/88-First row left to right: C. Banga, Dennis Jones, Jim Beland, Mel Sison, Bobby "Pit Bull" Milan. Second row: Bill Foley (Instructor), S. Baclayon Jr., Andy Ditullio, Bob Powers, Craig A. Luoto, Preston Lauffer, Leonardo P. Papa. Third row: Kevin Rice, Alan King, G. Matthews, T. Branconi, James Stowell, Christopher J. Derra, Charlie Betz. PUMPROOM MAINTENANCE & OPERATIONS, 9/7/88-Left to right: Coy Herrington, B. Hutching, John Orr, George B. Veldkamp, Jim Shaffer (Instructor). RADAR, 9/21/88-First row left to right: Richard Baker, Phil Maquire, Peter Popour, Cheryl Burgess (Simulator Computer Operator). Second row: Julian Saunders, Wallace Cumbest, Paul Grepo, Tom Warner, Jim Brown (Inst.) VARIABLE SPEED D.C. DRIVE, 10/31/88--Left to right: Tom Ball, David B. Veldkamp, Mike Scardina. ~ 16 I LOG I November 1988 COOK AND BAKER-Lori Fencl. �SHLSS course Graduates CANADIAN COOKS, 1017/88-Left to right: Linda Aaqish (Chief Cook), Alvin Patrick (Chief Cook), Bill Eglinton (Vocational Director), Catherine MacDonald (Chief Cook), Winnifred Butts (Asst. Cook), Ken Conklin (Vice Pres. SHLSS), Tracey Brown (Asst. Cook), Zohara Mosih (Asst. Cook), Bill Sidenstricker (SHLSS Steward Inst.), Angela Freeman (Asst. Cook), John Smith (CPR Inst.), Leonore Doucette (Asst. Cook), Lewis Madol (Asst. Cook), Stephane Durocher (Asst. Cook). LIFEBOAT, 8/30/88--First row left to right: Steve Sylvia, Steve Roberts, Jeff Ward, Mike Northrup, Cecil Edwards. Second row: Thomas Earl Davis, Theron Williams, Harry Toadvine, Jerry Beaubien, Daniel Pickelheirner, Ahmed M. Hussain, Ben Cusic (Inst.). ·:.·:.._.,,_)~ --: SEALIFT OPERATIONS & MAINTENANCE, 8/31/ 88-Front left to right: Michael L. Baker, Second row: Leonte R. Cordova, William S. Rose, Kevin Bertel. CANADIAN CHIEF COOKS, 9/9/88--First row left to right: Clida Arrieta, Sandra Parent, Hubert Griffith, Second row: Bobby Clinton (Asst. Vice Pres. of SHLSS), Bill Eglinton (Vocational Director), Jean Sawvagean, John Maynard, Bill Ross (VIP Canada). LIFEBOAT, 9/27/88-First row left to right: B.J. Clemons, Anthony Bryant, David Gray, Elisa Schein, Jack R. Smith, Quinton Caruthers. Second row: Ben Cusic (Inst.), Jerry Galletta, Carl Crigger, Steve A. Soofi, Donald Larsen, Tony Bennett, John Lee Davis. Third row: Royc,e Brown, Steve Ahrens, Carlton Griffin, Lee Collins, Michael Pooler, James W. Donahue III. SEALIFT OPERATIONS & MAINTENANCE, 9/15/88-First row left to right: Steve Roberts, Jerry Beaubien, Eric J. Perez, Wally Lau, Anthony Bryant, Thomas Murphy. Second row: Steve Sylvia, Michael Pooler, Harry Alongi (Inst.) S. Hacker, R.A. Butler, B.J. Clemons, Paul Limback, David Lee Sundling, Jack R. Smith. SEALIFT OPERATIONS & MAINTENANCE, 10/15/88---First row left to right: Billie J, Peoples, William Ford, Darci Williams, Harry Alongi (Inst.), Elisa Schein, John J. Phillips, Second row: James Harper, Christopher Derra, Alan King, T. Branconi, Mel Sison, Luong Ngo, David Niau. Third row: W.B. Mccants, Kevin Smith, G. Matthew, Laurence Gilley, Cari Crigger. TRAINEE LIFEBOAT CLASS #430, 8/30/88--First row kneeling, left to right: Leo Battiste, Joseph Robinson, Asher Liss, Steve Bennett, Jared Parker, Brad Dexter, Geroy Williams, Theodore A. Stack, Second row: Doris Feliceano, Cox Owen, Tim Kosturko, Miguel Rodrigues, David B. Kinard, Matt Holley, Michael Underwood, Matt Ryan, Tim Adams, Brendon Gannon, Kathleen Moxey, Ben Cusic (Inst.), Third row: John E. Copeland Jr., Joseph Letang, Joseph Campbell, John A. Moore. SEALIFT OPERATIONS & MAINTENANCE, 9/19/ 88-Front left to right: Marc Cella, Darci Williams. Second row: William Ford, Donald Peterson, Daniel Keao, Harry Alongi (Inst.). SEALIFT OPERA TIO NS & MAINTENANCE, 10/5/88---First row left to right: C. Banga, L. Papa, D. Jones, Harry Alongi (Inst.), J.A. Galletta, M.F. Brumfield. Second row: J. Scanlon, Eddy Usmany, Michael Pooler, Larry Pittman, T. Townsend, Preston Lauffer, John Blasquez, Steve Soofi, Johnny August. November 1988 I LOG I 17 �1989 Upgrading Course Schedule Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) Celestial Navigation Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry January - June l989 The following is the current course schedule for January - June 1989 at the Seafarers Harry Lundeberg School of Seamanship. April 1 February 29 June 27 July 29 *Minimum number of students required for Celestial Navigation class to be held is five (5). Third Mate January 16 April 14 Lifeboat January 9 February 6 March 6 April 3 May 1 May 29 June 26 January 20 February 17 March 17 April 14 May 12 June 9 July 7 Tankerman May 15 June 9 PLEASE NOTE: All members are required to take firefighting when attending SHLSS. Engine Upgrading Courses Course Check-In Date Completion Date QMED - Any Rating January 9 March 31 April 17 July 7 Marine Electrical Maint. January 9 March 3 Refrigeration Systems Maint. & Op. April 3 May 12 Refrigerated Containers-Advanced Maint. June 12 July 7 LNG - Self Study Safety Course (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) * Upon completion of course, must take a four-week Sealift Operations & Maintenance Course. Pumproom Maint. & Operations April 3 May 12 Variable Speed DC Drives March 20 April 28 Welding February 6 March 3 May 1 May 26 Diesel Engine Technology February 6 March 3 Electro-Hydraulic Systems May 15 June 23 Hydraulics March 20 April 14 FOWT February 6 March 17 u July 21 June 26 July 21 June Automation Recertification Programs Course Check-In Date Completion Date Steward Recertification January 30 March 6 Bosuns Recertification March 27 May 8 Adult Education Courses Course + All students in the Engine Department will have two weeks of Sealift Familiarization at the end of their regular <'.Ourse. High School Equivalency (GED) January 3 April 3 July 3 September 4 October 30 February 13 May 13 August 14 October 16 December 11 Adult Basic Education (ABE) January 3 April 3 July 3 September 4 October 30 February 11 May 13 August 12 October 14 December 9 English as a Second Language (ESL) January 3 April 3 July 3 September 4 October 30 February 11 May 13 August 12 October 14 December 9 Che~k-ln Completion Date Date Open-ended (Contact Admissions Office Assistant Cook for starting date)"' Open-ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office Chief Cook for starting date)* Open-ended (Contact Admissions Office Chief Steward for starting date)"' "' All students in the Steward Department will have two weeks of Sealift Familiarization at the end of their regular course. Completion Date For students who wish to apply for the GED, ESL, or ABE classes in 1989, the courses will be six weeks in length and offered on the following dates: Steward Upgrading Courses Course Check-In Date The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Deck Upgrading Courses Developmental Studies (DVS) January 30 June 5 Check-In Date Completion Date Able Seaman January 23 March 20 May 15 March 3 April 28 June 23 First Class Pilot (Organized self study) Open-ended (Contact Admissions Office for starting date) Radar April 17 Course ... April 28 *Minimum number of students required for radar class to be held is four (4). 18 I LOG I November 1988 February 3 (Offered prior to the FOWT Course) June 9 (Offered prior to the FOWT Course) April 10 April 14 {Offered prior to the QMED Course) ABE/ESL Lifeboat Preparation Course February13 March 13 April 10 March 3 March 31 April28 This three-week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. �Diaes~ of Ships llee~inas The following ships minutes are just a sampling of the many meeting reports the SIU receives each month from its ships around the world. LNG AQUARIUS (Energy Transportation Corp.)", September 18-Chairman Robert Schwarz, Secretary Doyle Cornelius, Educational Director Steve Miglira, Deck Delegate Leon Pierce, Engine Delegate Patrick Coppola, Steward Delegate Joe Frantini. No beefs or disputed OT. There is $1,616 in the ship's treasury and movie fund. The bosun expressed his opinion that the members of all SIU-crewed ships should be flown out on American carriers instead of on foreign airlines-in the spirit of union solidarity. A vote of thanks was given to the steward department for a job well done. "Everybody really enjoys the pool parties. " Next port: Arun, Indonesia. I~ ITB BALTIMORE (Apex Marine), September 29-Chairman Allan Rogers, Secretary Rudy De Boissiere, Educational Director S. Perdikis, Deck Delegate M. Romero, Steward Delegate Franklyn Cordero. No beefs or disputed OT reported. The chairman asked that headquarters pay attention to the fact that some members who take relief jobs are not completing the full time, forcing the permanent man to return to the ship before his proper vacation is complete. The educational director stressed the importance of taking advantage of the upgrading courses available at Piney Point in order to move up the ladder. "The money is there, so why throw it away." He also discussed SPAD and the need to contribute to that fund. This is an election year "where the issues and the future of the maritime and your jobs" are at stake. Members were urged to call or write their senators and representatives in Washington to let them know that they "are in for a real fight when it comes to the maritime ships and jobs." A special vote of thanks was given to Bosun Allan Rogers, "the best in the SIU." And a special vote of thanks also was given to Chief Steward Rudy De Boissiere and Chief Cook Frank Ccrdero "fer five-star feeding these three months." One minute of silence was ob::ierved in memory of our departed brothers and sisters. Next port: Staten Island. N.Y. COVE LIBERTY (Cove Shipping), October 2-Chairman John Stout, Secretary Floyd Mitchell Jr., Educational Director Wil· !iam Beatty, DecK Delegate Mark Pesola, Engine Delegate Edward Ezra, Steward Delegate Armanda F. Suncin. The steward department sailed short one man, but there were no reports of beefs or disputed OT in any of the departments. The chairman stated that the ship will pay off in Long Beach, Calif. this trip. He relayed a message from the captain that members must have receipts in order to collect transportation . Any problems with that will have to be taken up by the patrolman . The educational director reminded all members that they have the privilege of voting and that they should be sure and do so. They were also advised that with winter approaching , the seas get very rough in the Alaska trade route, "so, if you have a leaking port hole, don't wait 'til your room is full of water to report it." It was noted that a couple of members were not present at the meeting. They were reminded that no beefs are to be brought to the patrolman's attention that weren't presented at the meeting. Next port: Long Beach, Calif. FALCON CHAMPION (Seahawk Management), September 25-Chairman George Cruz, Secretary R. Hicks, Educa· tional Director H. Green. Some disputed OT was reported in the deck department regarding a delay in sailing. A motion was made and seconded to have the union lobby against any change in the Cf Rs that would require unlicensed seamen to work a mandatory 84-hour work week. It was suggested that all deck showers be painted. The crew appreciates the captain taking the steward's VCR and returning it to the crew. In its report to the Seafarers LOG, Falcon Champion members thank the "Seafarers LOG for its interesting format." A vote of thanks was given to the steward department-and a special thanks went to Chief Cook Hazel Johnson for a job well done. H.H. HESS (TAGS-38) (LSC Marine), September 18-Chairman James Hoban, Secretary K. Erkenbrack, Educational Director B. Young Ill, Deck Delegate Richard Young, Engine Delegate Richard Ramirez, Steward Delegate Gregory Lee. Some disputed OT was reported in the deck department concerning penalty rates vs. regular OT rates. The steward department also had numerous beefs concerning proper checking of submitted OT. This has been brought to the attention of the department head and the master. The chairman encouraged the membership to become more involved in the union process and to follow proper grievance procedures. He also stressed the importance of upgrading. The educational director reminded everyone that NA VO has now opened its PACE courses to LSC crew. There is $95 in the ship's fund. Since the purser is not a union member, the secretary will hold and administer this fund. There is to be no smoking during meetings, and crewmembers were asked to be more considerate about picking up after themselves in the common areas of the vessel. The short wave radio for the crew is still unresolved and the drinking fountains on deck are still nonexistent. Of special note is that the month of September saw the promotion of S.A. Terry Royal to 2nd cook and baker. Congratulations! One minute of silence was observed in memory of our departed brothers and sisters. Next port: Rio de Janeiro. LAWRENCE H GIANELLA (Ocean Ships). September 14-Chairman Pete Hulsebosch Jr., Secretary D.E. Edwards, Educational Director Douglas Turner. No Oeefs or disputed OT. There is presently no money in the ship's fund, but the steward has volunteered to start an arrival pool to generate funds. The repair list which was posted after the last meeting was given to the captain. The crew toaster and GSU sink have been repaired. No action has yet been taken on the galley pressure cooker. The chairman reports that there are two Filipino crewmembers onboard the Gianella. one who relieved a QMED after he was not able to get a relief after trying for two months; the other who relieved an AB who was called home on a family emergency. Neither man is an SIU member. The educational director informed everyone that all deck and engine upgraders will be cross-trained in both departments while at Piney Point. He further said that "it looks like cross-utilization of crews will be the way of the future. " A motion was made and seconded to increase the dental benefits on essential work (not cosmetic work) and increase benefits for eye examinations and glasses. OMI DYNACHEM (OMI Corp.), September 25-Chairman Lawrence L. Kunc, Secretary Donnie W. Collins, Educational Director Edward Smith. Deck Delegate Tommie E. Howell, Engine Delegate Karl Benes, Steward Delegate Francis B. Howard. The only beef brought forward is with the QMED being put on day work. This will be brought to the attention of the boarding patrolman at payoff in Houston. There is $168 in the ship's video fund. The secretary noted that "we are all, or most of us, are ready to move ahead with our new leadership, " and offer "nothing but good sailing to the president and executive vice president on their new and hard tasks ahead. " A hearty vote of thanks was given to the steward department and a big welcome to the steward/baker upon his return to the ship. Next port: Houston, Texas. SEA-LAND ACHIEVER (Sea-Land), October 9-Chairman Carlton Hall, Secretary R. Gary Griswold, Educational Director K. Linah, Deck Delegate M. Rodriguez, Engine Delegate J. Negron, Steward Delegate Stanley J. Krystosiak. No beefs or disputed OT. It was agreed a ship's fund needs to be started so there will be some money with which to purchase movies. Many crewmembers will be getting off this trip and were reminded to leave their rooms clean for the next person. The importance of attending Piney Point was stressed. Upgrading is a way to help both the union and the individual. A motion was made to return to six-month shipping and to allow permanent positions to request relief after 60 days or two roundtrips. In its report to the Seafarers LOG, the Sea-Land Achiever notes that as part of its cargo, they carried an elephant and his caretaker from Livorno, Italy to Elizabeth, N.J. A vote of thanks was given to the steward department for a job well done. Next ports: Elizabeth, N.J. and Norfolk, Va. SEA·LAND ANCHORAGE (SeaLand), September 7-Chairman Ernest Duhon , Secretary James Wright, Educational Director M.L. Frizzell, Deck Delegate G. Christianson, Engine Delegate J.T. Trauth, Steward Delegate R.L. Maddox. In the engine department there is a discrepancy between the QMED and the bosun concerning duties before and after docking and undocking. Traditional SIU overtime is still being performed by shoreside personnel. This will be taken up with the boarding patrolman at payoff. The bosun reminded all hands to check with the patrolman before leaving the vessel. Crewmembers were reminded that the elections are fast approaching and that anyone who hasn't registered to vote should do so in order "to put people in office who will lend an ear to the maritime industry." A vote of thanks was given to the steward department for a job well done. Next port: Tacoma, Wash. New lounge furniture is to be delivered this trip in Oakland. This vessel usually ties up at 0100 hours and does not pay off until 0700. A suggestion was made to pay off on arrival "so we can get home. As it is, if you go home at 0100 hours, you must return at 0700 for payoff." LNG TAURUS (Energy Transportation Corp.), September 11-Chairman Robert J. Callahan, Secretary Robert H. Forshee, Deck Delegate Peter C. Pinkerton, Engine Delegate Daniel A. Brass, Steward Delegate Francis E. Ostendarp. No beefs or disputed OT. There is $1,253 in the ship's fund. A discussion was held on the drug problem aboard ships, and the action being taken by the Coast Guard. The bosun emphasized the importance of taking advantage of the various upgrading courses at Piney Point and stressed the need to continue to support SPAD. The bosun mentioned that he is checking into the possibility of obtaining small refrigerators for all unlicensed members. He and the captain will go ashore at the next port and see what's available. The members feel that transportation to and from the vessel should be via an American carrier (for safety's sake and to avoid a language barrier in case of emergency). All departments were given a vote of appreciation. Next ports: Arun, Indonesia and Nagoya, Japan. In addition to the minutes published above, the SIU received official ships minutes from the following ships. BROOKS RANGE GALVESTON BAY GOLDEN ENDEAVOR GROTON INGER LIBERTY SUN OMI WABASH OVERSEAS ALASKA OVERSEAS BOSTON OVERSEAS NEW YORK PHILADELPHIA PONCE PRESIDENT TAYLOR PFC JAMES ANDERSON SEA·lAND CHAU.ENGER SEA-LAND COMMITMENT SEA-LAND CRUSADER SEA-LAND EXPEDITION SEA·lAND EXP ESS SEA-LAND INDEPENDENCE SEA-LAND INTEGRITY SEA-LAND NAVIGATOR SEA-LAND PATRIOT SEA-lAND PERFORMANCE SEA-lAND TRADER SEA-LAND VALUE SENATOR SGT. MATEJ KOCAK STONEWALL JACKSON STUYVESANT SUGAR ISlANDER LNG VIRGO SEA-LAND ENTERPRISE (SeaLand), September 28--Chairman Alex Cary, Secretary Norman Johnson, Educational Director Frank Hall, Engine Delegate Michael A. Hartung. No beefs or disputed OT reported. The bosun stressed the importance of registering to vote in the upcoming elections. The Enterprise will pay off in Oakland Oct. 5. All eligible members were encouraged to attend upgrading classes at Piney Point, especially for an AB rating . The crew of the Enterprise would like to know what the union is doing to provide catastrophic medical insurance, mentioned some time back. "We have heard nothing on this matter and would like to see some form of this insurance for the membership." Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, December 5 ................. 10:30 a.m. New York ............... Tuesday, December 6 ................. 10:30 a.m. Philadelphia .............. Wednesday, December 7 .............. 10:30 a.m. Baltimore ... ..... ........ Thursday, December 8 ................ 10:30 a.m. Norfolk ................. Thursday, December 8 ................ 10:30 a.m. Jacksonville .............. Thursday , December 8 ................ 10:30 a.m. Algonac ................. Friday, December 9 .................. 10:30 a.m. Houston ................. Monday, December 12 ................ 10:30 a.m. New Orleans ............. Tuesday, December 13 ................ 10:30 a.m. Mobile .................. Wednesday, December 14 .............. 10:30 a.m. San Francisco ............ Thursday, December 15 ............... 10:30 a.m. Wilmington .............. Monday, December 19 ................ 10:30 a.m. Seattle .................. Friday, December 23 ................. 10:30 a.m. San Juan ................ Thursday, December 8 ................ 10:30 a.m. St. Louis ................ Friday, December 16 ................. 10:30 a.m. Honolulu ................ Friday, December 16 ................. 10:30 a.m. Duluth .................. Wednesday , December 14 .............. 10:30 a.m. Jersey City ............... Wednesday, December 21 .............. 10:30 a.m. New Bedford ............. Tuesday, December 20 ................ 10:30 a.m. November 1988 I LOG I . 19 - �The Cold Fads About Colds - Sorry to say, but there's still only cold comfort in the cold facts about the common cold. Chilliest fact of all, perhaps, is that medicine-for all its brilliant breakthroughs in many other areas of disease-still can't cure the common cold. Warmest fact, relatively speaking, is that medical science is rapidly piling up information about the hordes of viruses that cause colds, and how to blunt their effects-someday, maybe, even defeat them. Meanwhile, America will continue to suffer a billion colds a year. That's more than three apiece for every individual, give or take a few hundred thousand. Children, on the average, get more than their share-about six ~olds a year per child. And the cost, if you'll pardon the expression, is nothing to sneeze at: $5 billion a year in medical expenses plus sick days off work. Colds are caused by viruses which come in some 200 or more varieties. A single family of contagions called rhinoviruses accounts for about 40 percent of all colds. The other 60 percent are caused by a wide variety of other viruses, including the flu bug. That's what dims the prospects for a single vaccine to combat colds. Those viruses are coming at us in such numbers and in so many disguises. The usual route cold-causing viruses travel is from the nose to the hands, from hands to surfaces, and from those By Phillip L. Polakoff, M.D. Director, Western Institute for Occupational/Environmental Sciences surfaces to other noses or eyes, and so on and on. Winter helps the spread of colds, although it's not exposure generally that's to blame, researchers have found. Cold weather makes even healthy noses run more. That can lead to more nose wiping and more chance of spreading cold viruses. Also, in bad weather people tend to congregate more closely inside, increasing the opportunity for contact with cold sufferers. A single sneeze releases between 10,000 and 20,000 virus particles into the air. So, if medical miracles aren't coming to your rescue any time soon, what can you do when you catch a cold? The old advice is still the best so far: Rest, aspirin (or other relatively mild medication), and lots of fluids. Vitamin C in large amounts-a gram or more a day-has been highly touted and a lot of people swear by it. But most studies fail to show any consistent effects. Chicken soup? Don't laugh! A study published in 1978 by a medical research team from Mount Sinai Medical Center in Miami Beach concluded that sipping hot fluids speeds the clearing of mucous from the nasal passages. Furthermore, hot chicken soup seems to work a little better than plain hot water. Score one for Mom! Some things won't work, so save your money. Antibiotics are no help against a virus. Antihistamines work well against the runny noses and watery eyes of allergies, but seldom help much with a cold. "One thing I would steer clear of are the so-called shotgun remedies with five or six ingredients," says Dr. Ron Finley, an assistant clinical pro- KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel thert> has been any violation of your shipping or seniority rights as contained in the contracts hetwecn the Union and the employers. notify the Seafarers Appeals Board hy certified mail, return receipt requested. The proper address for this is: Angus '"Red" CampbeU Chairman, Seafarers Appeals Board S201 Auth Way and Britannia Way Prince Georg~ County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either hy writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time. any SIU 20 I LOG I November 1988 A dose of philosophical acceptance may help, too. After all, if doctors could cure all diseases in a week or so, that would be considered a miracle. So remember, most colds go away that fast all by themselves. SIU on Sabine's Titan ·· . . GHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All memhers should obtain copies o . constitution so as to familiarize themselves ns contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or ohligation hy any methods such as dealing with charges, trials, etc., as well as all other details. then the memher so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submit1ed to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports. specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in acconfance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. fessor of pharmacy at the University of California at San Francisco Medical Center. "These really are all drugs, and they all have an effect, so don't subject your body to them unless they will really help." EQUAL RIGHTS. All memhers are guaranteed equal rights in employment and as members of the SIU. These rights arc cle~\rly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no memher may be discriminated against because of race. creed, color. sex and national or geographic origin. If any memher feels that he ii\ denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111m111R1111111111111111n1111111111111111n1111111n1111111n1111111n1111111nu11111n1111111111111 patrolman or other Union official. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemcJ harmful to the Union or its collective membership. This estahlished policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vesteJ in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Un<ler no circumstances shoul<l any memher pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he made without supplying a receipt. or if a memher is required to make a pa} mcnt and is given un official receipt. but feels that he should not have been required to make such payment. this should immeJi~\tely he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such ohjects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made by reason of the ahove improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic. political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Mike Sacco at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way, Prince Georges County, Camp Springs, Md. 20746. �SIU Crew Cited for Heroism Sen. Hollings and Tom Crowley Honored Sen. Ernest F. Hollings (D-S.C.) and Thomas B. Crowley, chairman of the Crowley Maritime Corp., were presented with Admiral of the Ocean Sea (AOTOS) awards last month. Also, the SIU crew of the Overseas Vivian (Maritime Overseas Corp.) were honored for their rescue of seven people during a Pacific typhoon in 1987. The crew and captain of the Vivian were cited for rescuing seven people who were clinging to bamboo poles in the South China Sea following Typhoon Betty. They battled Force 6 winds and sixfoot waves as several crewmembers took to a lifeboat to pluck the victims from the water. The visibility was so poor the captain had to communicate with the lifeboat via radio. The award said the crew and captain "displayed remarkable seamanship and resourcefulness.'' "We all know the American merchant marine has been declining at a rapid rate, but today we are starting to see a new era develop with cooperation of labor, management and the customer,'' Crowley told the 600 guests at the New York City event. Thomas Crowley Sen. Ernest Hollings He said there was need for new legislation to ''update the carrying out of the policy of our country to trans- port a much greater portion of imports and exports of this country, of which American-flag ships are only handling Y25 of the business today.'' Crowley was recognized for his leadership of Crowley Maritime, a privately owned marine transportation company which was founded by his father at the turn of the century. The company presently has 42 operating divisions engaged in tug and barge work, marine contract transportation, ferry and tour boat services, vessel repair, marine salvage and offshore oil field support, common carrier liner and roll-on/roll-off services. Recently the company has expanded into transatlantic and transpacific liner services, in addition to adding to its overseas services in the Caribbean. The company presently has more than 4,000 men and women employees and offices and agents in some 100 major ports and cities worldwide. Hollings told the dinner guests, "History has demonstrated time and again that a nation's commercial maritime fleet is a critical strategic asset in time of war. Even more important today, however, the U.S.-ftag maritime fleet is in the front line of America's fight to compete in world markets. We neglect that fleet at our peril." Hollings has served on a number of Senate committees and is chairman of the Commerce, Science and Transportation Committee. He is recognized in the Senate as a person who can "make things happen." He has had more major pieces of legislation enacted into law than any other sitting senator and serves on budget and appropriations committees as well as the Commerce Committee. His work as committee chairman includes the responsibility for guiding the committee through legislation which serves to strengthen the American maritime fleet and its worldwide presence and in steering such legislation into law. Similar citations were made to several other ships' crews for their heroism and other acts of bravery at sea. The Admiral of the Ocean Sea award is presented each year following a national poll of maritime industry, labor and government leaders, many of whom served on the National Committee for the event. The United Seamen's Service (USS) has presented the award annually since 1970. Proceeds benefit USS's community services abroad for the U.S. merchant marine, the military and seafarers of the world . . j Guenther Bischoff, 63 Willingboro, N.J. Joined Union 1945 Richard Comstock, 70 Coventry, R.I. Joined Union 1944 Julian Henson, 85 New York City Joined Union 1941 Daniel James, 31, Baltimore, Md. Joined Union 1977 Royal McClintock, 61 Alpena, Mich. Joined Union 1949 Charles Miller, 83 Cleveland, Ohio Joined Union 1958 John Tilley, 67 San Francisco, Calif. Joined Union 1943 Kermit Green, 71 Jacksonville, Fla. Marshall Hawton, 50 Houston, Texas Joined Union 1945 Henry Jankoski, 44 Galveston, Texas Joined Union 1965 Adan Martinez, 44 Metairie, La. Joined Union 1978 Jesse Parrish, 57 Houston, Texas Joined Union 1958 John Turner, 71 Chester, Ill. Joined Union 1964 William Hart 84, Wilmington, Del. Joined Union 1960 Brian Hubbell, 38 New Orleans, La. Joined Union 1971 Robert Lawrence, 40 Portsmouth, Va. Joined Union 1973 George Mattair, 78 Joplin, Mo. Joined Union 1942 Homer Ringo, 78 Gulfport, Miss. Joined Union 1945 Robert Broadus, 64 Mobile, Ala. Frank Camara, 65 San Francisco, Calif. Joined Union 1961 November 1988 I LOG I 21 - �CL L NP -Company/Lakes -Lakes -Non Priority OCTOBER 1-31, 1988 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP **REGISTERED ON BEACH All Groups Class CL Class L Class NP Port Algonac ................... 0 10 8 DECK DEPARTMENT 14 0 33 0 19 10 Port Algonac .................. . 0 9 8 ENGINE DEPARTMENT 19 0 6 0 9 4 Port Algonac ................... 0 4 6 STEWARD DEPARTMENT 7 1 0 0 6 7 10 ENTRY DEPARTMENT 0 0 0 Port Algonac ................... 0 18 0 25 34 59 55 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea OCTOBER 1-31, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York .. ............. Philadelphia ..... . . . . . . . . . Baltimore ...... . . . . . . . . Norfolk .......... . . . . . . . Mobile ................. New Orleans .. ........... Jacksonville ............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ... .. ...... ... .. St. Louis ................ Piney Point ............ .. Totals .......... ....... Port New York ........ . . . . . . . Philadelphia . . . . . . . . - . - . . Baltimore ............... Norfolk .... .. .. . . . . . . . . . Mobile ................. New Orleans ............. Jacksonville .............. San Francisco . . . . . . . . . . . . . Wilmington .............. Seattle . . . . . . . . . . . . . . . . . Puerto Rico .............. Honolulu ................ Houston ................ .. Michael Sacco, President Joseph Sacco, Executive Vice President Angus "Red" Campbell, Vice President Joe DiGiorgio, Secretary Jack Caffey, Vice President Thomas Glidewell, Vice President George McCartney, Vice President John Fay, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President HEADQUARTERS 21 59 0 Totals All Departments ........ 41 32 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. H"Registered on the Beach" means the total number of men registered at the port at the end of last month. - Seafarers International Union Directory Dispatchers Report for Great Lakes St. . . . . . .. LOUIS . Piney Point Totals .. • • ' '' o' t f Io o o I POl1 New York ............... Philadelphia ........... ... Baltimore ............... Norfolk ................. Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville .......... .... San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico ... ... ........ Honolulu ................ Houston .. . . . - . . . . . . .... St. Louis ................ Piney Point .............. Totals ................. 45 1 8 14 13 34 29 38 24 50 9 7 27 0 8 5 8 6 4 11 11 11 11 7 3 7 5 2 6 0 0 5 5 13 4 8 3 3 1 4 3 5 5 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 4 8 8 43 1 2 11 9 22 24 22 14 31 16 12 31 0 2 301 102 65 2 240 27 1 6 1 2 2 14 5 0 0 6 25 6 4 5 0 4 3 1 4 5 6 3 13 8 6 7 1 8 8 0 2 80 0 0 0 2 3 6 4 7 2 2 3 4 1 7 3 3 5 47 0 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 89 18 7 2 8 8 7 55 12 12 15 9 2 0 4 5 16 22 15 2 46 3 9 68 7 2 7 3 0 63 29 17 6 53 0 6 4 3 8 7 2 1 52 4 485 2 121 5 54 8 1 1 13 4 13 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex . 1221 Pierce St. 77002 (713) 659-5152 5 6 0 4 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 0 JERSEY CITY, N.J. 99 Mo ornery St. 07302 9 2 74 (2 ENGINE DEPARTMENT 7 16 23 10 15 1 1 6 1 6 1 10 4 13 1 1 23 2 0 4 0 7 59 19 9 2 0 0 2 1 0 1 171 1 7 1 8 1 1 21 2 5 8 3 16 3 0 1 2 3 6 0 0 4 38 13 7 11 3 4 4 0 9 0 2 3 30 5 4 0 3 15 23 0 32 15 1 0 9 0 0 8 17 8 7 17 0 3 135 24 112 16 16 3 1 1 6 12 2 4 3 0 5 9 9 11 New York ............... Philadelphia ..... . . . . . . . . . Baltimore . .. .... .. ...... Norfolk .............. ... Mobile ................. New Orleans ........... Jacksonville .............. San Francisco ............. Wilmington ... . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis ................ Piner Point .............. Tota s ..... . ........... 9 0 1 81 4 0 4 124 182 Totals All Departments 752 420 1 14 7 1 3 19 15 9 24 11 13 12 9 4 1 0 6 18 6 5 2 161 4 3 3 3 3 1 2 0 2 1 1 9 3 5 3 0 0 1 1 4 46 61 1 8 12 6 16 7 3 7 2 8 4 4 3 0 0 4 0 1 0 12 1 3 32 35 ENTRY DEPARTMENT 13 3 0 0 1 2 0 4 7 2 1 4 1 6 1 3 3 8 4 1 0 0 0 STEWARD DEPARTMENT 4 1 1 1 0 0 1 0 0 0 5 1 i 6 4 0 8 11 4 1 1 27 3 1 8 3 11 3 0 0 0 6 4 31 28 1 0 12 0 0 0 2 5 0 77 1 6 0 13 0 3 156 Port 7 6 9 4 1 5 1 0 169 0 0 4 11 14 11 36 27 44 19 31 7 4 31 0 1 7 3 9 5 11 2 2 1 0 1 0 3 3 5 1 0 10 5 0 0 4 9 2 1 2 31 294 82 25 6 31 8 0 1 0 2 3 0 4 4 0 8 0 7 0 2 1 1 0 2 34 5 2 5 76 11 2 2 0 65 1 0 11 18 27 6 8 25 0 4 4 3 9 0 40 2 0 13 2 1 35 21 8 0 0 0 0 18 7 0 0 1 22 5 44 15 34 9 6 4 21 9 24 18 18 11 0 3 0 10 1 21 14 28 10 10 3 0 4 84 5 1 2 143 2 0 204 0 1 208 8 224 0 83 242 1 282 343 570 234 318 169 1,248 547 415 3 1 2 1 12 0 75 12 161 12 1 NEW YORK, N.V. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 0 0 0 0 0 0 0 0 4 9 NEW ORLEA 630 Jackson Ave. 70130 (504) 529-7546 0 2 1 34 5 50 Union St. 02740 (508) 997-54 115 Third St. 23510 (804) 622-1892 261 1 NEW BEDFORD, Mass. 2 2 8 12 102 0 86 424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 4 78-0916 0 11 0 •""Total Registered .. means the number of men who actually registered for shipping at the port last month. 0 "Reoisteree1 on the Beacn ·· means ttie total number of men registered at the port at the end of last month. Shipping in the month of October was down from the month of September. A total of 1,291 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,291 jobs shipped, 570 jobs or about 44 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 169 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 8,685 jobs have been shipped. 22 I LOG I November 1988 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 PINEY POINT, Md. St. Mary's County 20674 (301 ) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �'Letter of Commendation ... ' Recently the M/V Paul Buck was engaged in "Teamwork '88," a naval exercise in the North Sea. During inclement weather and rough seas, the officers and crew of the M/V Paul Buck participated in several successful refueling at sea operations. We enclose a copy of a letter of commendation from the Master to the entire crew, noting the key roles of Bosun Alejandro Ruiz-Tirado, AB Joel Lechel, QMED/Pumpman Fred Harris, QMED Richard Parrish and QMED Kelly Mayo [see following letter]. It is our pleasure to also recognize these individuals for a job well done. Letters To The Editor Very truly yours, M.AnneKane Manager, Marine Personnel Houston, Texas 'Winning the Long Battle ... ' I was very glad some months ago to learn through the LOG that WWII merchant seamen were now considered veterans and would be awarded our honorable discharges upon completing the proper documents. This I have done, and am now in possession of my discharge. I am aware of the efforts of all people involved in winning this long battle, and they can't be thanked enough. Like many other former seamen, I am now 63 years old, mostly retir.ed and taking life a bit easier. When I retired my book as an AB in 1946, I asked to be put on the mailing list for the Seafarers LOG. I doubt if I missed reading a single edition since that time, and each time my urge to ship out seems to come right back. Most certainly, I extend my very best wishes for the sm in the future. Sincerely, Richard 'l'. Harrison Bloomsbury, N.J. 'A B.eal Veteran .... Hooray! I'm finally a veteran. I filled out the form I got from the SID, sent it to Washington, D.C. last February, got my discharge the other day. Retired from the SIU in Aug. 1976 with 29 years sea-time in the SIU. Went all through World War II (made two trips to Murmansk, Russia). Shuttled for 7 months in northern China in 1946 and 1947 while the Communist Chinese were ta.king over China. A number of trips to Korea during that war, carrying ammunition, etc. Carried ammunition and trucks to Saigon. Carried grain and planes to Israel during three of Israel's wars. I already knew I was a veteran. Thanks for all the SIU has done for me. Smooth sailing, Edward J. Rogg TO: FM: ATTN: SUBJ: OSI/OPS MASTER, M/V PAUL BUCK PERSONNEL LE'ITER OF MERIT The successful completion of "Teamwork '88" without serious injury or damage was a combined effort of the entire crew. However, the attitude, keen seamanship, and just plain heads up work by seven key individuals formed the nucleus that allowed the operation to be successful. These men were: Louis Hartmann C/M Patrick Phillips 3/M A. RUiZ-Tirado Bosun J.Lechel AB F. Harris Pumpman R. Parrish QMED K.Mayo QMED I would be negligent if I did not acknowledge their efforts and leadership. Please note the same on their files. - Regards, D. M. Hockenberry Master MfV Paul Buck Personals Andrew Julius Batill Anyone having information on Andrew Batill's whereabouts, p1easeconra 0 following addresses: Chamita Apt. 10 La Joya Apartments Espanola, New Mexico 87532 ~~~~~-~~~"""'-f....r-if-M~-t 1700 Cerrillos Road Santa Fe. New Mexico or Alfred William Franklin Please contact your sister, Eleanor Franklin Likmess, at (206) 441-0801. Dayton, x:v. Algol, Altair, Denebola Win Praise ... AB YOU make your final voyage in support of the major exercise Reforger 88, you can be proud of your superior perfo:rmanoe. You have brought credit to the MSC a.no. the U.S. Navy ana enhanced the re1mtat1on of the Fast Seallft Squadron and the merchant marines who so ably sail the TAKRs. Well done. Capt. E.L. Giboson Fast Bealift Squadron Bew Orleans, La. Correction In the special 50th Anniversary supplement of the October 1988 Seafarers Log, Bill Eg1inton was incorrectly identified as a counselor at the Addictions Rehabilitation Center in Piney Point. Bill Eglinton is Dean of Vocational Education at the Seafarers Harry Lundeberg School of Seamanship, and has no connection with the ARC. The counselor should have been identified as Bill Eckles. We regret any inconvenience. I - ----~ --- - - DON'T DIG YOUR I OWN GRAVE I a 0 NARCOTICS RLllN YOUR L!FE7 AND CAN END YOUR ir SEAFARING CAR££R [] 0 I I, I I November 1988 I LOG I 23 �Help A Friend Deal With Alcoholism and Drugs - I II l would~ ~ Addicts don't have friends. Because a friend let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. _Helping a fellow Seafarer who has an addiction problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, .--------------------------------..., i : Md. Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. Addictions Rehabilitation Center I am interested in attending a six-week program at the Addictions Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. l : I 1 1 I : Name · · · · · · · .. · · · · · .. · .... · .. · .......... Book No. · · · · · · · · · · · · · · 1 ; Address . . . .. .. . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. (City) (Street or RFD) (State) (Zip) Telephone No. . . . . . . . . . . . . . . . . . . Mail to : THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 I or call, 24 hours-a-day, 1301; 994-0010 l I 1 I 1 II I t.--------------------------'·- --------------------------------' 24 I LOG I November 1988 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1988 Description An account of the resource Headlines: SIU SUES TO STOP FINK SHIP BILL SIGNED TO CORRECT FUEL TAX- MEAL PROBLEM MARITIME INDUSTRY NEEDS HIGH PRIORITY, SIU SAYS TO BUSH A DETAILED BLUEPRINT FOR REBUILDING U.S.-FLAG FLEET PRIVACY QUESTION CONCERNS SEAFARERS GOVERNMENT ORDERS DRUG TESTS, LONG COURT BATTLE EXPECTED DRUG TESTING IS WRONG, ILLEGAL AND DEGRADING TO ANY PERSON, UNION OR NOT… MODEL OF NEW SIU BROOKLYN HALL GOES ON DISPLAY FOR MEMBERS COAST GUARD ADDS VETS STAFF SIU AIDS SEMINAR SEEKS AN INDUSTRY POLICY SIU BEGINS AIDS EDUCATION JONES ACT DOES NOT HARM ALASKA’S ECONOMY COMPANY PLEADS GUILTY TO SINKING OF MARINE ELECTRIC FEDERAL JUDGE UPHOLDS CDS PAYBACK RULE U.S. AND CHINA NEAR BILATERAL SHIPPING PACT WATERMAN SOLD; WILL KEEP SAILING WITH SIU CREWS SEALIFT’S INGER LOADS UP WITH SUGAR TUGS, BARGES HELP KEEP PHILLY BUSY LONE STAR BOATMEN VISIT PORT ARTHUR DEFENSE REPORT-TIME TO REBUILD U.S. FLEET U.S./CHINA MARITIME SIU CELEBRATES 50TH ANNIVERSARY IN THE PORTS THE COLD FACTS ABOUT COLDS 50 YEARS OF SIU PROGRESS TOASTED LINDSEY WILLIAMS, FRANK MONGELLI HONORED AT ANNIVERSARY MEMORIAL SEN. HOLLINGS AND TOM CROWLEY HONORED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 11 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/6c58783fc4d9cd1fdaedf6513233caa9.PDF 8ee914b4ecd0e0942f43d347da758106 PDF Text Text rvx? v--.-;.y -,.•. a!»^i >>-^, sI 'L 4 ;,"~^ . ." , ."" •••.' >yf'; I i •• OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO ,;,V^,•^'1, " 'Yrre •'. ' 'i '• ^••••'••'''- yv^'' y v''j!-4^ y : •if; y; . •; •...^i;^;'ii-:•;): 'V^'S-.: "'" •f: yyl? ^ - (1^'S , '-'m '. :\-:-"4 ^ s- • > jtlj •^%;' ' 'f'y; 1 -1. - ••- •• • ,..••; v• /v ;'':<;-^;.i^':,-;,-4.^ii y.: • 4. • • •; :• *^4 v^ v-'• • .•,5- :. •.. Mm. ,y|; • •. - • • • • %>• -^0 M-J": -'m:. :'Q • •MM-: yl' 4:' :4-, i• rwrw Insiile: • "'_ • •••.., -; '^: '.:---;Vi>^",r, w''" from Sinking Bulkef ••-'3 J-I'V Union Seeks to Halt Drug Test Rules New Problems MU»unf for Grain Ship Aige 3 j.,V> V. • ^4- ;> iaves27 - v '^-ri^-V; Page 4 AIDS-The Most Common Questions Page 6 MCS-PMA Supplemental Pension Fund poge is .-'I*: A: 14-;'v •-•'• '.-J' , ' '' ' .'•,>5^:---.--r-• -• �WV'i't ^L.. • sv^ir- Scholarship Application Time President's Report by Michael Sacco The Drug Testing issue This might be a good time to remind Seafarers and the children of Seafarers who have the qualifications and who are thinking about Continuing their education at the college level that they ought to examine the Union's scholarship program. Applicatioi/s are now being accepted from qualified SIU members and qualified dependents of SIU members who wish to compete for the seven scholarship awards which will be announced in May for use in the school terms beginning in the fall. These annual awards consist of seven scholarships, four of which are worth $10,000 over a four-year period at colleges chosen by the winners. In addition, three scholarships are reserved annually for SIU members themselves: one is a four-year coUege scholarship of $10,000; two are two-year scholarships of $5,000 each for study at a vocational school or community college. The awards are made by an impartial committee of professional educators from colleges and universities. Since the start of the program, 178 scholarships have been awarded. It has produced from SIU ranks, doctors, lawyers, engineers, pharmacists, teachers, librarians, computer specialists and scientists. Most importantly, most of them have pointed out that without the help of the SIU program they might never have had the opportunity to pursue their education. It is a program in which all of us in the SIU can be proud. Any Seafarer or son or daughter of a Seafarer who is interested, is urged to pick up an application at any SIU hall or write for an application to: Few problems that confront our nation are as difficult and complicated as that surrounding the use of drugs. The news­ papers, radio and television are saturated daily with some aspect of this frustrating issue. In one form or another it comes into conversation daily. The views and opinions on how to deal with the drug problem vary across the board. In our own union there are differing points of view on how to make headway in the fight to beat the use of drugs. In fact, in our own union we recognized the dangers of drug use to the physical and mental well being of seamen a long time ago, just as we did in dealing with alcoholism long before that. We deal with both these problems in a Very organized manner. Our collective bargaining agreement many years ago created a program that has effectively fought alcohol and drug abuse through preventive and rehabilitative means. *. •. As an organization of workers whose history is fuii of rights^ abuses and periods of second-closs citizenship, we can do no /ess than fight with everything we have against ony Ill-considered one/ arbitrary attempt to unnecessariiy suspend seamen's rights.'nr So we were very disappointed when the federal government through the Department of Transportation ordered a screening program for seamen as well as other transportation workers. The reason cited for the action was the need for safety. There certainly can be no argument with that purpose. But the order was issued without any supporting facts that show a pattern of accidents or lack of safety in maritime, arising out of drug use. So the SIU has taken action (see story below) in federal court, against the government program to screen seamen for drugs by a random process whose ftill cost must be borne by the industry itself. We feel this random testing and other features of the program could violate seamen's rights of privacy, and could include the government in the collective bargaining process. As an organization of workers whose history is full of rights' abuses and periods of second-class citizenship, we can do no less than fight with everything we have against any ill-considered and arbitrary attempt to unnecessarily suspend seamen's rights. New Drug Test Regs Challenged Seafarers Welfare Plan Charlie Logan Scholarship 5201 Auth Way Camp Springs, Md. 20746 Season's Let me take this opportunity to wish each and every member of the SIU and its affiliated organizations my best wishes for good health and happiness this holiday season and throughout the year ahead, and to their families as well. CJ-O:-- SIU Sues To Protect Seamen's Rights post accident and probable cause. In addition, the testing must be con­ ducted by employers. Any worker who tests positive for drugs must immedi' ately be removed from the job and will not be allowed back to work until he or she has completed a rehabilitation program and has been cleared by a medical officer. But the new regulations do not re­ quire companies to establish any type of rehabilitation program. Sacco pointed out the SIU has op­ erated a drug and alcohol abuse pre­ vention and rehabilitation program for more than 20 years. Many other in­ dustries also have been fighting drug abuse through programs set up vol­ untarily by labor and management. The cost of the testing and any rehabilitation programs would be left entirely up to the industry. The gov­ ernment estimates the 10-year cost of the program at more than $2 billion, but some in the industry believe-4t would be many times that. While the Coast Guard claims that safety is the main issue, even though it admits it has no evidence tying drug use to maritime accidents, the regu­ lations won't cover any foreign-flag ships. "This exclusion of individuals aboard foreign-flag ships renders the pur­ ported safety justifications for the rules illufiory, given that 95 percent pf all U.SVe^ort and import cargo is car- The SIU became the first transporand further asks for preliminary and tation union to challenge new federal perinanent injunctions forbidding the drug testing regulations when it fileS^x^ Coast Guard from implementing those rules. suit in Washington, D.C. to have the "The SIU, along with the entire new rules declared unconstitutional. maritime industry, is committed to an The rules, issued last month by the alcohol- and drug-free workpl^ice," Coast Guard, require mandatory ran­ SIU President Mike Sacco said. dom drug testing for more than 4 million transportation workers. "The Coast Guard rule, which tram­ .. The Coast Guard ples Upon individual privacy and dig­ admits it has no evidence nity, enlists private employers as un­ willing foot soldiers required at their tying drug use to own expense to violate employees' maritime accidents. • rights. The rights of the employer and employee are thus sacrificed at great "We reject the notion that the op­ financial and huriian cost, even though erators must now( in effect, become the Coast Guard acknowledges an in­ police officers to ui)hold the govern­ ability to 'specifically identify the use ment's possible violation of the rights of drugs or alcohol as a major causal of American workers," Sac^o said. effect in commercial vessel losses or The rules have been broadly criti­ casualty damage'," the suit charges. cized by maritime labSr and manage­ The suit, filed in the U.S. District ment since the proposal was an­ Court in the District of Columbia, asks nounced earlier this year.irhey require the court to declare the rules which five types of testing: pre-employment, require pre-employment, periodic and random unannounced, periodic with random drug testing unconstitutional government required physical exams. frmik OfeMor ol IHMc ReMtora a PuUMiora JeliiiFay CtMriMSvMMn * MmgmgEdlar Otbonli Gi««w AIMOMH Edttir ried on foreign-flag vessels," the suit says. . Operators must now become police officers to uphpid the government's possible violation of the rights of American workers. Other unions have expressed thenoutrage at the rules. The Transportation Institute, which represents 140 maritime companies that would be forced to begin drug testing programs under the new rules, joined the SIU in the suit. Outlining operators' objections to the regulations, TI President James Henry said, "This new burden would seriously impair our ability to concrete in the world trades. The red tapP, implementation costs and redundancy to efforts already undierway in our industry would be more economic blows to our struggling mer­ chant marine." The more than $2 billion cost of the program, will add to an already unfair cost advantage foreign-flag operators enjoy. "U.S. deep-sea shipping companies must often compete with subsidized foreign fleets alr^y benefiting from less restrictive health, safety and ^nployment regulations, fleets that would now gain an iinfiair cost advantage in dmg miforcement as well," Heriry said. 2 / LOG / December 1988 • V': •) '• 'Sii •, ;r; ..-'J m \ : �®«iln Ship's Probi „ ' theant^^rin o^^o/®'^ weeks for that they are ^^ SSSFSH further Xse of' Coast Guard Capt j dered. Calhoim ; •!. ' Calhoun orPolofS.'^'^^P'e-nofthe 'SscftiS'Sw: J--*, missed two sailinrn has subje:n?t?otf gation for poJIufino D mvestiharbor. Its of duty and !?f L ? ''"®" filed by the SIUrs«> target of a suit SeafarmLoS '• November oil. oil residue. Nl s^S^3""''''•^' "«terial, banels and otSebris^®"' been removed from Tf. H , ' vessel and a renrf. • • ®f the office has been abZdT''^ removal is complete " ' he ordered. Ocean CfZl ^hat the pi%:#5 Tt7hrw''--'^v':ifr-rtr toloi^ tb^ prly to carry grain Th^^ P^opinspection But that Passed on^8ood„e""V»lX.:'~"' '••« The ship had h^I f P ® owners. fof Pakistan on Nov'22^^?^'" that date. A second ""ssed set for Dec. 7 ^''"® •'"'e -"as arose and not a ««« ? f Prob/ems " been loaded onto the^sh IJecember. ''"P of early tbatal^SIga^dS^^^"^^ ordered for the ^ter -comZ.^f t u^f ""W tatives of the vessels ''opresen^ ® owners presents were built in 1976 ow«n''wl"''"™^ ""too the ships- 'he'!wfi;rS?C''°d"'' Ther,a hrsa ^ a contraci to deliver 200^^' ^s Missed 'P"" inijn on appeal. wh^cottd^tnrr""^''''"^-^- nue more Ln of ' ?»npany revetlie SIU and others'medtV^" suit Charged BetaonfvL'STJ" Ooenn CWe„ger-s owne^b^d t "•here. As the SeJareia Lor"'' press, it was ren.^.a?. "'®»t to Challenger had he Ocean sl.ipats;.^'"p;C'™''"yl/«the t scrap Prices TK^ ® contends that Mar A J!? ^'^o the 1936 Merchant" '"How tkat the SWN and grain trade. suitable for the •oh^^^he WspiH^ other as^mcts of Sf Sel tter""" cfeaTtL^sL^s immigrants in the work ? also rounding up hom^ ^ a Portland shtlS^f^T ^om work. ^ the dangerous Altenflon Seafai ""kt'ally scheduled •andtfe™rffri"'"''°- <^ase is =v«:SAa5fe Those of voii u/hrs »i Lundeberg School of ^ ^^^^^^^ f^^' ^^iasses at the r loading IrPortia^g" r*""'''"''«»» shape of the sh^n^k ,®°'®"se of the list could have lesultedln ""^^'^us token place in Portf f It®*! "ttit^S^^ -aybeflnrfo^oilb^""'''•"lis ^'^"ot designed OfSce "'^ f"'tsC"stom House 40 South Gay Street Baltimore, Md. 21202 to cany g,i° sail to sSe'"to"^''^'''''P"'8l't loading facility. ^^ferent grain Whenv if ^ I SeXS^H' " "^""^"on its sister sWps wtreSa^sed '^'' ^™P slop was purchase puichased for BcI^^^rbJ""^'»'^«on Safety 'im o imn^"l5?f.."«^«ladrive fishing industry wWeh^f^\® the accident and^th mte ? ,b f"®" Emphasizing that the voluntary saferv ^ r^rSSsr? for in the past. " fia^^?^i' Sl^ vessel safetv «• "^od '•'^ .fc™cnt in fishing '^»says^tMris''rnr1986 and 1987 have deeiea^J"" the board's r^nrart .. '^'"^^ased, said oident investi^o^ iSe'Z'"" a ®ta®S' Rep Lh DeMato (right) led the Rosenda Afredond^ilzL . JJul Afarra, AbduBa '^wcrs, Harvev SmStia ®e Ptamproom Celona (2?rS"c«''°®™m ^tb Enrolled in Legisiatiw P««rf Limba/rSiS"^^ -Ai^el Perez Jr fian* • **/ 'January 197# unfi r , ooacased Irom tlie d^ rate b' . "''' "**• =»'! that montte^"'®''^'"<=«ascd in recent ^cCormiHr GtSSta&^ffiattheCr^st feet on vessels bein ®f" K"^S''e.^'f?-sS:::" Sdfe/K "'?b";5^™»sels l"f5^.™»sels are members. '^'sseti!'t!ZZlT'T''^'^- •-ytil-v and five to seven fordeepsea vessels fic^i!Jmo!Sr™I"'r'^"fi<'Ashing for '.mm industry Such " comSble •he towir^'h^^X votoX7;„X!^'sh''t"K®'" '••' more time fmni be given ficensing and^S"""""® niandatory would & f fj?"""® retirements says woXcoSfmSr"" « and $800,000 a year "P The NTSR ^1™""®fer. J978 ^Xi, ' maior fishing ve!Ll 207 mvolved the loss of I47"i""" SS-tPertylos-^XXn-jL" said th7flM "r reduced, "tents had beei inXS""^ ssSS'-^sc ".OOOofthenaUo^SlS.r': (Ololiniied on ftge 15., Decembgpjaag^l, '.-nymI "'L-'-Pf!< • ''' 'U' • t. I �'Kl. Iffeboof Races Across Heavy Sects Seafarers Rescue 27 From Sinking Bilker Twenty-seven members of a Pana­ manian ship owe their lives to the fast action of the SlU-crewed LNG Capricorn (Energy Transportation Corp.). Four Seafarers and two officers pi­ loted one of the Capricorn's lifeboats across t^g^miles of 10-15 foot seas and towed the 27, whose lifeboat's engine wasn't working, to safety. The rescue occurred in the South China Sea, west of the Philippines on Oct. 22. AB and deck delegate Bert Gillis provided these pictures and in­ formation to the LOG. At about 6:35 a.m., the Capricorn received a Mayday from the Evpo Agspyr. Gillis said the captain in­ creased the ship's speed, and less than an hour later they spotted the sinking bulk carrier. As the Capricorn came into posi­ tion, Bosun Pete Waters lowered its lifeboat #1 with ABs Larry Sims and Donovan Christie, Ordinary Seamen Ken Lusk and Michael Riley, along with 3rd Mate Ronald Flowers and 3rd Asst. Engineer Brian McAdle. When the lifeboat pulled alongside the sinking ship, its decks were swamped. The crew of the Panama­ nian vessel were in their lifeboat, but its engines were not operable, Gillis said. They then towed the other boat through the heavy seas to the Capri­ corn. "We began to bring the rescued seamen aboard. Only one man had to' be hoisted aboard with a bosun's chair," Gillis said. "The Capricorn's lifeboat #1 was ready to be hooked up to the falls and winched aboard," Gillis said. "Sounds easy. But due to the state of the wind and seas, I believe that the training we received at SHLSS and weekly fire and boat drills, plus Bosun Waters' seamanship knowledge made recovery of boat #1 a safe and rapid operation. But by no means easy," he said. There were no injuries during the rescue, and the 27 crewmembers were taken to Arun, Indonesia for flights home. With Bosun Pete Waters (far right) ready at the winch, Seafarers (I. to r.) AB Larry Sims, OS Ken Lusk, OS Mike Riley and AB Donovan Christie are ready to launch the iifehoat. Third Mate Ronald Flowers and 3rd Asst. Eng. Brian McAdle are onboard. ;siis ^ V. V With the towline secured, lifeboat #1 (foreground) nears the Capricorn after its two-mile run to the sinking hulk carrier. The rescued crewmembers of the Evpo Agspyr pose on the Capricorn's deck. At Sea Dolphins to the Rescue Most of us have heard of man's recent rescue of two gray whales, stranded in the frozen waters off Pt. Barrow, Alaska. Through the united efforts of Americans, Russians, Es­ kimos and environmentalists world­ wide, the two whales were freed from the ice to swim southward to warmer waters. Something similar happened in the Indian Ocean last month, but this time men were the victims and dolphins were the liberators. Two sailors from the tanker Elpina (owned by the Indonesian state oil company), which sank in the Indian Ocean in rough seas, were guided to the safety of a small island off the Indonesian wildlife reserve at Ujung Kulon by a school of dolphins which nudged them along in the right direc­ tion. The men, who were wearing life vests, were then able to call for help. Rescue teams rushed to the area and were able to pluck another nine crew­ members from the sea. One man was^ found dead; two are still missing. New Regs Ban Plastic Trash Dumping at Sea New Coast Guard regulations will make the United States the leader in an international effort to control a growing threat to marine life. "We are taking a major step to clean up the world's oceans," said Secretary of Transportation Jim Burnley, in an­ nouncing a proposed rule to prohibit the dumping of plastic refuse at sea. "Marine birds and animals ingest plastic debris, or become entangled in it," said Bpmley, causing the deaths of one million birds and more than 100,000 marine mammals and sea tur­ tles each year. The rule would also restrict the dumping of other ship-generated gar­ bage and require that adequate facili­ ties for receiving garbage from ships be available at U.,S. ports and termi- 4 / LOG / December 1988 ... <1;., ,V -L --.v-.ii-X' nals, including recreational marinas. The proposed regulations will go into effect Dec. 31, 1988 and apply to U.S.-flag vessels anywhere in the world and foreign-flag vessels in U.S. waters out to the 200 mile limit. This includes commercial, recreational and fishing vessels of any size and type, as well as the facilities that serve them. Violators of the new regulations will be given a stiff fine—up to $50,000 plus five years in jail. Tanker Sinks—27 Missing No sign has been found of the 27 crewmen from an oil tanker which broke in two last month and caught fire in the Atlantic Ocean. The Liberian-registered Odyssey split in half 900 miles off the coast of Newfoundland in stormy weather with winds of 44 miles an hour and waves of up to 25 feet. Fifteen (Jreeks and 12 Hondurans were onboard the British-owned tanker which was carrying a million barrels of crude oil at the time. Rescue officials reported no sign of the men, although two burned and empty lifeboats were sighted. This was the second incident this year of a tanker breaking in two and burning, in the mid-Atlantic. In April, a Greek tanker went down off New­ foundland, killing all 24 Polish crew­ men and five of their wives. Studds Visits SIU Rep. Gerry E. Studds (right) (D-Mass.) visited the New Bedford hall recently. The member of the House Mechant Marine and Fisheries Committee has been instrumental in battles to help the fishing industry. He is pictured above with New Bedfratl Port Agent Henri Francois. �Learn the Facts Questions and Answers About AIDS This is another in a series of articles on the AIDS crisis and its impact. The Seafarers LOG is publishing these ar­ ticles in an attempt to educate Seafar­ ers about this deadly disease and to help SIU members and their families reduce their risk of contracting AIDS. These articles are written by Dr. Eliz­ abeth Reisman as part of the Seafarers AIDS Forum for Education (SAFE). Reprints of previous articles and this one are available by writing to: AIDS Information Office Dr. Elizabeth Reisman SHLSS Piney Point, Md. 20674 I have been giving lectures about AIDS for nearly two years. During this time I have spoken not only to upgraders and trainees, but also to public school teachers, parents and the general public. It doesn't matter whom I talk to, they all ask me the same questions about AIDS and how it's spread. Studies have shown that people from all backgrounds lack an understanding of the facts about AIDS. These are many of the questions which I get. Q. Is AIDS really a serious problem today? Why should I be concerned about it? A. AIDS is the number one public health problem in the U.S. today. As of Oct. 31, 1988, there have been 76,932 cases of AIDS re­ ported in the U.S. By 1992 it is expected that this number will rise to 365,000 or 380,000 cases. We do not know exactly how many people are infected with the virus who are not sick. It is estimated that 1 to 1.5 million people are infected with .the virus today. By 1991 this number may be 5 to 10 million. Everyone who reads these statistics should be concerned. By 1992 it is likely we will all know someone who is or has been in­ fected with the virus. Q. How is the AIDS virus transmitted (passed on from one person to another)? A. 1) Having sex (oral, anal and va­ ginal) with an infected person. 2) Injecting infected blood into the bloodstream (most often by sharing needles/syringes in IV drug use). 3) Infected mothers to their newbom infants. Q. How is the AIDS vims not spread? A. The AIDS virus is not spread by: 1) insects; 2) donating blood; 3) everyday contact at work, school, stores, restaurants, boats or swimming pools; 4) social contact with others such as hugging, sneezing, coughing or shaking hands; 5) sharing telephones, tools, chairs, desks, pens, papers, offices or bathrooms. Q. Can I get AIDS through a blood transfusion? A. Before May 1985, some people in the U.S. got AIDS from infected blood transfusions. Now, all do­ nated blood in the U.S. is tested for the AIDS antibody. If the blood is shown to be infected, it is thrown out. Donated blood today in the U.S. is far safer than before 1985. If you plan to have surgery, talk to your doctor about donating your own blood ahead of time in case you need it. , Not all foreign countries test donated blood. Receiving blood transfusions in countries that do not test for the AIDS antibody is risky. In a foreign country it is important to ask if the donated blood has been tested before it is given to you. Also ask how im­ portant the transfusion is to your recovery and what other options you have. .. Yoii can^'ttell if a person is infected with the AiDS virus by loolrlng at him or her.,/' Q. Can I get AIDS by giving blood? A. No. In the U.S. new sterilized equipment is used for each person who donates blood. Q. Can I get AIDS from a mosquito? A. No. AIDS is not spread by mos­ quitoes. No cases of AIDS have ever been linked to mosquitoes. Scientists have studied mosquitoes in different communities in the country. They have repeatedly found nothing to indicate that mos­ quitoes transmit the AIDS vims. Areas of the country where mos­ quitoes are common do not have more cases of AIDS than other areas of the country. If mosquitoes transmitted AIDS we would see people of all ages (birth to 100 years of age) infected more equally. We do not. Q. Should I share razors or toothbmshes on the ship? A. Sharing razors and toothbmshes have not been directly linked to transmitting the vims. Household members of persons with AIDS have not become infected with t|ie vims, except through sexual con­ tact or sharing needles/syringes in IV dmg use. We do know that equipment containing infected blood can possibly transmit the vims through ah opening in the skin or mucous membranes. So it seems theoretically possi­ ble that sharing razors and tooth­ bmshes might transmit the vims this way. Such a risk is easily avoided by not sharing razors or toothbmshes. It is also good per­ sonal hygiene not to share them. Ear piercing, tattooing and acu­ puncture also present a risk of infection through the use of con- - t taminated equipment with infected blood. Choose a reputable place which provides these services. Ask about how. the equipment is steri­ lized or whether new, sterile needles are used. You shouid be selective about your sexuai partners ... • • Q. How can I know if a person is infected with the AIDS virus? A. You can't tell if a person is infected by looking at him or her. Some infected people will be sick with AIDS. Many more infected people feel and look well. The AIDS an­ tibody test is the only way to test if someone has been infected. Q. What body fluids can transmit (pass on) the virus? A. The AIDS virus has been found in several body fluids. BloOd, semen, vaginal secretions and breast milk are the fluids which are known to transmit the virus. These fluids contain the most virus, therefore, are most likely to lead to infection. A few scientists have found the AIDS virus in saliva and tears in very small amounts in rare in­ stances. Since the amount of the virus is so small, it is unlikely to be of risk to anyone. To infect ^ someone, the AIDS virus would have to get into the bloodstream and be of large enough quantity to do harm. Q. What is AIDS? » A. This is the late stage of infection with the AIDS virus. It seems to occur on the average of seven to eight years after being first infected with the virus. The body's immune system (defense department) is weakened by the virus. Unusual infections, rare cancers and dam­ age to the brain and nerves occur. Aii donated blood In the United States is tested for AIDS. If the blood is infectedr it is thrown out. Q. What is ARC? A. ARC stands for AIDS Related Complex. It is a term which is not often used today. It is the second stage of infection with the AIDS vims. It is often called pre-AIDS. Some symptoms of this stage in­ clude: chronically swollen lymph nodes (neck, armpits or groin), weight loss, chronic fever or fever which comes and goes, night sweats occurring for weeks, diarrhea, and extreme fatigue. These symptoms occur for two or more months and are not due to other illnesses. Since these symptoms are general and may suggest other illnesses, it is important to seek medical atten­ tion promptly for a proper diag­ nosis. Early diagnosis and treat­ ment are important in AIDS as well as other illnesses. Q. What is an "AIDS carrier?" A. All individuals infected with the AIDS virus are carriers. People are carriers from the time they are first infected with the virus and throughout all the stages of the illness (positive AIDS antibody test, ARC/pre-AIDS, and AIDS). Therefore, people carry and can pass on the AIDS virus to others from the time of infection for the rest of their lives until a cure is found. Unless a person has been tested or diagnosed with AIDS or ARC, that person would not know that he or she is aP carrier. Many people, therefore, do not know they are carriers. People con­ cerned about whether or not they are infected witfi the virus should consider having the AIDS antibody test done. H •w • .• . No cases of AIDS have ever been linked to mosquitoes . • Q. I don't have sex with prostitutes, can I still get infected? A. A great number of prostitutes in the U.S. and the world are infected with the AIDS virus. Women other than prostitutes are infected, es­ pecially IV drug users, sex part­ ners of IV drug users, sex partners of bisexual men, and sex partners of other high risk persons. Any sex partner (male or female) presents a possible risk of infec­ tion. The safest sexual partner is one who you are certain is not infected, who has not and will not use IV drugs, and who has been and will be absolutely faithful to you. Other sexual partners must be viewed as possibly infected. You should be selective about your sexual partners. Limit the number of sexual partners. During sexual activity precautions need to be taken to prevent contact with vaginal secretions,, semen and blood. La­ tex condoms can reduce your chances of infection with the virus. To be effective i condoms must be used properly from start to finish. Read and follow the package in­ structions carefully. ^'... A great number of prostitutes in the U.S. and the world are infected with the AIDS virus. Q. Where can I go to get more infor­ mation about AIDS or to ask my personal questions? A. 1) Your family physician may be helpful if he is familiar with AIDS. 2) Your local or state health de­ partment. 3) Your local chapter of the Amer­ ican Red Cross. 4) The AIDS hotline 1-800-342AIDS. 5) The VD Hotline 1-800-227-8922. - - December 1988/LOG/5 .'Mr: ' '-X&S J :m--r �rf I •:.: % The upper level deck courses of­ fered at the Seafarers Harry Lundeberg School of Seamanship are de­ signed to prepare qualified upgraderS to take the U.S. Coast Guard exams for the various licenses up to either Third Mate any gross,tons, or Master/ Mate, 500/1600 gross tons—both for oceans and coastal waters. The Third Mate (Oceans) is the first of many courses to undergo revision under the direction of instructor Chuck Spence, and will include Firefighting, CPR and First Aid. Because of the mass of material needed to be mas­ tered, the 13-week course requires a serious student who will average at least two hours of study per night. "This course of study is geared to learning the material for the job, not just to pass the Coast Guard, test," says deck instructor Jim Brown. The Third Mate course is a 13-week concentrated course of study consist­ ing of classroom instruction in all areas of terrestrial navigation, deck seaman­ ship, nautical rules of the road, ship­ building, ship stability, cargo handling and federal regulations (CFR's). Ad­ ditional emphasis is placed on the basics of marine meteorology and nav­ igation where the student is expected to master the subjects of chart con­ struction, instruments and accesso­ ries, magnetic and gyro compasses. identification, sunrise, sunset and twi­ light. In the final week of the course, the student will take the U.S. Coast Guard exam. The Third Mate (Oceans) exam lasts three days. Students who pass dead reckoning, piloting, lines of po­ sition, electronic navigation, tides and tidal currents, and weather. Finally, this course's extensive training includes instruction in ele­ mentary celestial navigation. This ma- contact the SHLSS admissions office for starting dates. The Piney Point Third Mate course is designed to take the studeht on the Third Mate (Oceans) career path. To be eligible, applicants must have discharges showing: (1) Three years in the Deck Department: Two-and-one-half years as Ordinary Seaman and six months as Able Sea­ man, Quartermaster, or Bosun, OR (2) All three years as Able Seaman, Quartermaster or Bosun. Third Mate instructor Chuck Spence expresses great enthusiasm for this newly restructured course. Back in September of this year, he was pleased with the U.S. Coast Guard's release of their entire Merchant Marine test bank to the Vocational Department at Piney Point. Mr. Spence explained that "This material consists of more than 18,000 questions which can be used as an effective tool to strengthen all the Merchant Marine programs here at SHLSS, as well as enhancing stu- ^ dent performance on exams." Instructor Jim Brown lectures on terrestrial navigation. terial consists of basic nautical astron­ omy, time, latitude by observation of Polaris and noon sights (LAN), lines of position (LOP), and running fixes from sun, star and planet observa­ tions, determining compass and gyro error by amplitude and azimuth, star this exam must then pass the Flashing Light exam and the Radar Certification course in order to finally receive their Third Mate license. Flashing Light study tapes are available in the Paul Hall Library. Radar Certification courses are scheduled throughout the year and interested students should For all those interested in becoming a Third Mate, the best advice is to begin your career by getting an AB certificate as soon as you are eligible. You will need it to advance to any license beyond 200 gross tons, and by getting it early you will be in a position to move to the 1,600 ton category when you choose. «. This course of study is geared to learning the material for the job, not just to pass the Coast Guard test.. '".4 'M:£; 5iP — f ; .'v. •>. V' the Season AM) BEST WISHES FOR THE J^ew year Swm Zhe Staff of SMCSS ^ I IP P P P I IP P i . Stwlaits reviewing Celestial NavigaliQa material of Third Mate course. 6 / LOG / December 1988 & �Reduced Manning WoHd-Wide Trend ;r Swedish Ship Will Test 9-Person Crew The Swedish Shipowners' Associ­ ation recently released a study which contends that it is possible to operate a large boxship with as few as nine seamen. The concept will be tested on a Swedish vessel operated by Atlantic Container Line. Next spring, Hapag-Lloyd, a West German shipping company, will begin operating two vessels with crews of only 13 on its ^ross-Atlantic trade routes. Other companies are rushing to keep up. The Nippon Liner System, Nippon Yusen Kaisha and Evergreen Marine Corp. have been operating with se­ verely reduced manning schedules. These sweeping technological changes in foreign registries could have important ramifications for seamen worldwide, including those in the United States. These changes are expected to af­ fect the way seamen live onboard ship, the job skills they need to cultivate if they are to remain employed and even their job security. During the past decade. West Ger­ man and other foreign shipping com­ panies have poured millions of dollars in developing highly automated ves­ sels that can sail with crews as small as nine people. Over the past few years, HapagLloyd has gradually readjusted its manning scales downward in antici­ pation of its new "Ship of the Future" and erased the distinctions between work done in the engine room and work done on deck. Hapag's two new vessels, which will have crews of 13, were originally scheduled to sail without a steward department. Experiments were run on its existing vessels where seamen were provid^ with frozen dinners that they could heat in microwave ovens. But the company found that this created a severe morale problem among the remaining crewmembers, and de­ cided to keep a two-man steward de­ partment on its new "Ships of the Future." Otherwise, these vessels would be scheduled to run with crews of 11. Many industry experts are afraid that technology is far outstripping the maritime industry's ability to utilize it properly. Just because it is possible to operate automated vessels with crews of nine doesn't mean that it is wise to do so. Low manning levels are beginning to stretch the limits imposed by safety and sound economics. NOTICE NATIONAL MARINE SERVICE EX-EMPLOYEES J The Union has negotiated a sev­ erance benefit settlement with Na­ tional Marine Service and the fol­ lowing ex-employees of National Marine Service may be due settle­ ment money. If your name appears below please contact in writing: Secretary Joe DiGiorgio, Seafarers International Union, 5201 Auth Way, Camp Springs, Md. 20746 and provide the following information: 1. Name 2. Mailing Address 3. Social Security No. 4. Book No. 5. Job classification 6. Period worked for National Marine Service Benefits will be calculated on the basis of the number of years of Uninterrupted service with National Marine. Soc.Sec. No. Name 487-62-4016 R. Azar 264-49-2951 S. Bumap . 437-34-1983 M.J. Chapman J. Gomez i 078-50-1040 R. Hernandez ; 584-86-6787 536-58-2162 K. Larsen 427-74-2872 C. Lovett 466-42-8549 D. Marcus 429-38-9982 C. Merrymah 457-48-6789 F. Newton 494-76-0611 G. Pruitte J14P-17-5591 D.E. Shubert E. Stringfellow ^5-44-7154 im2-2927 J. White 441-38-3014 C. WUson W.M. Wortham 323-60-0442 While worldwide manning scales are much smaller than they used to be (they are down to roughly 22 people per ship from about 34 a decade ago), many companies find it economical for safety reasons to keep one or two extra crewmembers onboard even if they aren't required to do so. They don't want to be caught short in case of an illness or injury. The fear among many shipping in­ dustry experts is that once a company like Hapag-Lloyd operates with se­ verely reduced manning scales, there will be increased pressure for all others to do so. For the men who work at sea [re­ duced manning schedules] will mean an even more lonely life filled with the tensions and pressures of running a giant ship with the minimum number of hands needed. One captain who is presently sailing with a reduced crew that is still larger than the one that Hapag-Lloyd envi­ sions called his ship a prison. "Yoii know it is a very clean jail, with very nice accommodations, but it is still a kind of jail," he said. Reduced manning rates on the scale envisioned by Hapag-Lloyd will mean that seamen will find it virtually im­ Port New York... Philadelphia . Baltimore... Norfolk .... Mobile New Orleans. Jacksonville . San Francisco Wilmington.. Seattle..... Puerto Rico . Houston.... Algonac.... St. Louis ... Piney Point.. 'TOTAL REGISTERED C What's This? V lA vrf;.,; /:• A'-'i- Long before LASH ships were < ed, one of the SIU's contracted com­ panies solved the problem of carrying haiges aboard one of their vessels. Can you name the company? The ship? The year? Answer next month. ii New York... Philadelphia . Baltimore... Norfolk .... Mobile New Orleans. Jacksonville . San Francisco Wilmington.. Seattle Puerto Rico . Houston.... Algonac... St. Louis ... Piney Point.. Totals..... Port New York Philadelphia . Baltimore... Norfolk ... Mobile New Orleans. Jacksonville . San Francisco Wilmington.. Seattle Puerto Rico . Houston ' Algonac St. Louis ... Point. To Totals All Departnwals. 'REGISTERED ON BEACH TOTAL SHIPPED All Groups Class A Class B All Groups Class A Class B Class C 0 1 2 32 0 0 2 0 4 0 0 3 19 0 0 63 0 1 0 10 0 1 0 0 2 0 0 2 7 0 0 22 0 1 0 0 0 0 6 0 18 0 0 3 0 0 0 28 DECK DEPARTMENT 0 0 0 0 0 0 18 0 0 ay 1 0 0 15 1 0 0 0 0 0 4 5 2 0 0 0 0 10 43 0 0 0 15 0 0 0 0 0 0 0 0 11 0 0 26 0 0 0 4 0 0 0 0 0 0 0 0 3 0 0 7 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 ENGINE DEPARTMENT 0 0 0 0 0 0 6 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 0 0 0 13 2 Port 0 0 0 9 1 0 0 0 0 0 0 0 5 0 0 15 0 0 0 3 0 0 0 0 0 0 0 0 1 0 0 4 104 33 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 . 31 Class A All Groups Class 0 ClassC 0 0 0 0 0 0 0 0 28 0 0 2 0 0 0 30 0 1 2 60 0 0 4 0 53 0 0 ' 3 18 0 0 141 0 0 0 22 0 0 1 0 17 0 0 0 2 0 0 42 0 0 0 0 0 0 19 0 3 0 0 4 0 1 0 27 0 0 0 0 18 0 0 0 0 19 0 0 0 9 0 0 46 0 1 0 16 0 1 0 0 9 0 0 0 2 0 0 29 Class C 1i 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 5 3 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 6 0 0 0 0 0 0 0 0 3 12 2 68 ' possible to get any time off in port. And life onboard sWp will be difficult: there won't be much chance for any kind of interaction with other members in the mess hall. The rush to automation will place a higher premium on education and training. And it will also accentuate already severe sealift problems. Were these manning levels to become the norm, then many seamen would be forced out of the industry. The manpower pool—already inadequate to meet sealift needs—^would grow smaller. Dispatchers Report for inland Waters NOV. 1-30, 1988 I; 15 32 , 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 3 . • 0 0 0 15 1 0 0 0 42 0 0 0 3 0 •0. 61 0 0 0 8 0 0 0 0 14 0 0 0 0 0 0 22 0 0 0 0 0 0 6 0 0 0 0 0 0 1 0 7 248 93 37 '"Total Registered" means the number of men who actually registered for shipping at the port last month. '"Registered on the Beach" means the total number of men registered atthepr^attheendoflast month. ember 19^/LOG/7 iimeiiBebsKr.v:': 1^* V, A. •' !•-' ;v •• 1 �S •'V :'^y- %ir Seafarers Take on Grain Ir.' S5!Wi % Sid's Aurora Sets Sail for Trip to Israel The SlU-crewed MA^ Aurora (Liberty Marine) tied up in New Orleans recently to load grain. The bulk carrier, which makes frequent stops in New Orleans, was on her way to Haifa, Israel. These photos were supplied by New Orleans Patrolman Danny Griffin. The voyage was to be marked by a somber moment, the scattering of the ashes of a Seafarer who died recently. The ashes of AB Brian Hubbel, 38^ were brought aboard for thie mid-ocean ceremony. Hubbel, who lived in New Orleans, joined the SIU in 1971 at the port of Jacksonville. :i-r •. The deck crew bii^ on stores for the voyage. • 1. At the shipboard meeting are Bosun Cesar Gutierrez (front) and (l.sto r.) Steward/Baker Claude Hoilings, AB Charlie Merida, AB Wilber Adams and GSU Wilmer Jack. •• Ir-'V • • fSKSsisss?;^^ wssiSf New Orleans Patrolman D^y Griffin turns the ashes of AB Charles Huhhd over to Capt. Samual Schweigart. Huhbei had asked that his ashes he scatter^ at sea. The deck crew cover and seal rose boxes in preparation for cargo, a/LOG/December 1988 •• Taking a hreak firam hmchtline duties is the steward department, 0- to r.) GSU Wilmer Jack, Steward^Baker Clande HoDh^ and Chief Cook James Thac^. AB Gaiy Gambrd standing gangway watch. QMED Victor M. Conde while flie ABTOTU takes on hunkers. ssr:.-'- �Elvdyine a pool party are Ftafrick Cdppola, QMED; Steve Migliara, QMED; Sam Reed, AB, and LCOB (l^iiccrer) Pieree, AB, and Randy Wiute, w^icr. Look at flrase shrinqi! by Energy Transportation Co. These special ships carry LNG from Indonesia to Japan and provide sfeody work for the 5eafarers who crew them. Bosnn Robert D. Sdndvlz fctunis ids disiies tothegaO^. • ' iSfV ' f''i I PSrt of the steward department are, from the left: Mark Adley, SA; Doriana Sduneitz, SA; Perry McCaB, SA, and Joe Frtitini, chief cook. Memhors of the Aquarius use the laundi service while at andior in Bontang, Indonesia. December 1988/LOG/9 AC? - �'v:«3JSS^ Digest of Ships neetinss 77iS following ships minutes are Just a sampling of the many meeting reports the SlU receives each rrmnth from /is ships around the world. ATLANTIC SPIRIT (PRMMA), No­ vember 13—Chairman D. Wagner, Sec­ retary James Keno, Educational Director 8. Wala, Deck Delegate G. Israel Bonefont, Engine Delegate Femando Valle. No beefs or disputed OT. "From the fine cooperation between Port Agent Angel Hemandez and Vessel Operations Manager Peter Patrick in Elizabeth and Angel Bauzo in San Juan, the crew is awaiting the company purchase of a new 3-speed VCR. Many thanks." The chairman thanked an exceptional crew which "understands the traditions of the SlU." The three departments work well together, and "there is mutual respect between top­ side and below. A fine ship." The educa­ tional director reminded all members of the benefits of attending upgrading courses at Piney Point and explained the importance of continuing to support SPAD. The ashes of retired MM&P member John DeRocco were scattered at sea. A motion was made to ask headquarters for an explanation as to how unemployment insurance from the Commonwealth of Puerto Rico is deter­ mined. And for information purposes, members.would like to ask headquarters for a book of clarifications pertaining to PRMMA. The copy would be shared by all and kept in the educational director's safe­ keeping. The entire steward department, headed by James Keno and ably assisted by Brother Felix Camacho, was given a unanimous vote of thanks for a job well done. Brother Keno, who will retire soon, was wished a happy retirement "with smooth sailing always." Next port; Jacksonville, Fla. GROTON (Apex Marine), October 6— Chairman Neil Matthey, Secretary Marvin Deloatch, Educational Director Allan Gard­ ner, Deck Delegate Juan A. Loper, Engine Delegate Ricardo Vasquez, Steward Del­ egate Sergio Morales. No disputed OT. Everything is running smoothly, with a payoff scheduled for Nov. 6 in Stapleton, N.Y. All crewmembers were urged to con­ tribute to SPAD and to help the union fight for a stronger merchant marine. The sec­ retary added that it is not only the right, but the duty, of every member to vote. "As union members, we must assist any poli­ tician who supports the maritime industry." The educational director wished good luck and smooth sailing to the SlU's new pres­ ident, Mike Sacco. "May he continue to work for our goals." The crew welcomed the permanent bosun and permanent stew­ ard back from vacation. A vote df thanks was extended to Steward Marvin Deloatch and Chief Cook Sergio Morales for the fine food they prepare and serve. The steward, in tum, gave a vote of thanks to the crew for their cooperation in keeping the ship clean. And a final word from the crew of the Groton: "Congratulations from the crew of the Groton to the SlU on its 50th anni­ versary. The union has come a long way. Also, congratulations to the union officials for their hard work to make it possible that we still have jobs." LNG LIBRA (Energy Transportation Corp.), October 2—Chairman B.B. Darley, Secretary H. Markowitz, Educational Di­ rector C. Dahlhaus, Deck Delegate Francis H. Smith, Steward Delegate George Tay­ lor. No beefs or disputed OT reported. There is $1,065.20 in tiie ship's fund and $134 in tfie SlU fund. The bosun reported that the Libra will be going to the shipyard Oct. 23. He thanked the deck department for their help in making the tank-cleaning period a safe one. He also reported that the captain expressed concern about deck department members switching watches and adv»ed all deck department persqnnel to make sure that the proper are being followed. A vote of thanks given to the steward department Next I Osaka. Japan. NEWARK BAY (Sea-Und Service), October 17—Chairman C. James, Secre­ tary Jonny Cmz, Educational Director Tom Herbert, Engine Delegate V. Carrao, Stew­ ard Delegate L.S. Dukes. No beefs or disputed OT. The chairman discussed the crew's responsibility to maintain the ship's living areas and lounge. He noted that with Mike Sacco at the helm of the union, we have a capable leader to take us into the 21st century. The secretary thanked the crew for keeping the ship clean. He re- A Seaman's Burial First and second officers and various members of the crew of the Sea-Land Explorer attended serv­ ices Oct. 9 to commit the ashes of Henry E. Caswell to the sea. minded memtsers to try to get out the vote this election day, not only by voting but also by urging family and friends to vote as well. The educational director noted that crews are getting smaller and that the way to be ready for any job is tolake advantage of the upgrading classes at Piney Point. It was suggested that an emergency ladder be installed aft of the house, from the main deck to the 06 level. A vote of thanks was given to the steward department for a job well done. Next port: Elizabeth, N.J. OMI DYNACHEM (OMI Corp.), No­ vember 13—Chairman Charles D'Amico, Secretary Donnie W. Collins, Educational Director Edward Smith, Deck Delegate Thomas E. Howell, Engine Delegate Willie J. Franks, Steward Delegate Francis B. Howard. Some disputed OT was reported in the deck department, and a beef about QMED sougee time for all the days workers came from the engine department. One QMED got off in the Panama Canal due to injury. Otherwise, all is running fairly smoothly. The new 50th anniversary issue of the LOG came aboard in San Francisco so there will be lots of good reading for the month. One movie ("E.T.") was pur­ chased in Rodeo, Calif, for $21.10, leaving a total of $308.38 in the ship's fund. A vote of thanks was given to the steward de­ partment for their fine work. Next port: ffow York. OVERSEAS HARRIETTE (Maritime Overseas), October 16—Chairman Leon T. Jekot, Secretary E. Dale, Steward Del­ egate James Robinson. No beef^ or dis­ puted OT. There was quite a bit of old business to discuss at the meeting. For some reason, the company has refused to replace the chairs in the lounge and has not ordered new movies. The mates are still ignoring Article 16 of the contract by doing ABs work, and no response has been received from headquarters regard­ ing overtime for this work. The chairman announced that there will be a payoff this voyage. However, he rxited, ttiose men who boarded the vessel on 8/27/88 or were 10 / LCX3 / December 1986 9sa shipped on that date will be paid from 8/28/88, according to the captain. Several suggestions and motions were made. One was to reduce SPAD, regular dues and working dues in accordance to the pay scale of SCA-contract vessels. Another was to reduce the retirement age to 15 years sea-time (at any age). This would be similar to the percentage scale used by Social Security. Next port: Norfolk, Va. Beach, Calif. Oct. 20. with payoff on arrival. A request was made for a technician to come aboard to clean and check the TV and VCR equipment. A "big vote of thanks" was given to the steward department for a "fantastic job. They have really put an extra effort into the job." The deck department was also complimented for the terrific job they've done to make the vessel "look like new." Next port: Long Beach, Calif. ULTRASEA (American Maritime ROVER (Ocean Carriers), November Trans.), October 30—Chairman Robert R. 13—Chairman G. Hemandez, Secretary Newby, Secretary E. Hagger, Educational E. Harris, Educational Director J. Parlfc__ -Direptor Herman Bergeron Jr. No beefs or hurst. Deck Delegate William Ashman, En­ disputed OT. There is $65 in the ship's gine Delegate R. Butler, Steward Delegate fund. Three men got off in Israel; two were Lorenzo Razo. No beefs or disputed OT. replaced. Payoff will be Nov. 4 in Galves­ There is $196 in the ship's fund, $100 of ton, Texas. The educational director talked which was collected from the arrival pools. about the opportunities available at Piney Payoff will take place in Singapore. The Point for upgrading your skills. A vote of ship will take on about three weeks worth thanks was given to the chief steward and of stores in the six-hour layover. The stew­ his department for a job well done. "His ard will leave the ship in Singapore. It has food spreads every day are like a holiday." been a good four months that he's been Members especially enjoyed all the fancy on, during which time things have gone dishes he prepared, including the Creole very smoothly. It was suggested that a and Cajun style meals. new popcorn popper be purchased for the crew lounge and that everyone should chip LNG VIRGO (Energy Transportation in for a new videocassette player. A vote Corp.), October 16—Chairman Billy K. of thanks was given to the steward and Nuckols. No beefs or disputed OT. There chief cook for doing such a good job, even is $267.70 in the ship's fund. Mr. Foran, with one man short. Next ports: Singapore the ETC safety director, is onboard this and Guam. voyage. The bosun asked everyone to be extremely cautious during nighttime fire drills. "Stay healthy, be alert, work safely." SAM HOUSTON (Waterman S.S. He also noted that night drills are payable Corp.). October 30—Chairman H. Leake, in overtime to crewmembers off watch. Secretary Ernest Hoitt, Educational Direc­ There previously had been some problem tor Glenn Watson. One hour disputed OT with the wake-up call from the bridge to was reported in the steward department. the steward department. Everything has There is about $350 in the ship's movie since been resolved satisfactorily. Next fund. No LOGS or other correspondence port: Tobata, Japan. have been received aboard ship this voy­ age. The chairman stressed the impor­ In addition to the minutes published tance of donating to SPAD "so that we can above, the SlU received official ships min­ get some more ships and jobs." He also utes from the following ships: urged all eligible members to go to Piney OMIMISSOUN Point to upgrade their job skills. The sec­ IRQ AQWARMW OVERSEAS ALASKA retary has all sorts of union forms available: LHOAMES OVERSEAS KEW YORK vacation, health, Piney Point, etc. A vote PERSISYEHT of thanks was given to the steward de­ COHSTITVIIOH PHHAOOPHU partment for a job well done. The steward OGIHUER RAHGER also thanked the deck department for keep­ SFA4AHft AHCHORAOE GALVESTOHBAY ing the pantry and messhafi clean at night. mwHMCH SEA-LAHO CRUSAOER Members were reminded to leava their IRGLEO SEA-IAMD RnEORITY room keys on the ship if they're getting off LIRERTYWAVE SEA-IAHO LBERATOR SEA-IAHO PHIFORIIIAIIGE while on the coast. Next ports: Newport ONI SEA-IAHD QUALITY News, Va.; Pascagoula, Miss.; New Orle­ SPIRIT OF TEXAS ans, La. THOMPSON PASS (I.O.M.), October 16—Chairman F.A. Khan, Secretary G.F. Thomas, Educational Director A. Hansen, Engine Delegate James S. Martin, Deck Delegate Joseph A. McDougall, Steward Delegate James W. Hines. No beefs or disputed OT. The vessel is due in Long NOTICE Final Departures The Final Departures column will resume in January. Monthly Meiiiiiership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ..Tuesday, January 3..... .10:30 a.m. New York ...............Tuesday, January 3 .10:30 a.m. Philadelphia .Wednesday, January 4 .10:30 a.m. Baltimore.... .......Thursday, January 5 .10:30 a.m. Norfolk ...... ......Thursday, January 5 ... .10:30 a.m. Jacksonyille ..............Thursday, January 5 ....... ......10:30 a.m. Algonac .Friday, January 6 .... .10:30 a.m. Houston. ... .Monday, January 9 .10:30 a.m. New Orleans Tuesday, January 10 10:30 a.m. Mobile Wednesday, January 11 10:30 a.m. San Francisco .Thursday, January 12 .10:30 a.m. Wilmington — Tuesday, January 17 , .10:30 a.m. Seattle ......... .Friday, January 20 .............. .10:30 a.m. San Juan Thursday, January 5 10:30 a.m. St. Louis Friday, January 13 .10:30 a.m. Honolulu Friday, January 13 .10:30 a.m. Duluth Wednesday, January 11 .10:30 a.m. Jersey City. Wednesday, January 18 ......(.10:30 a.m. New Bedford Tuesday, January 17 10:30 a.m. �::P(:-:, '•yzt":- yyfi^'y-C] Seafarers in Seofffe Cefebrafe SlU^s 50th It must have been the time differ­ ence on the West Coast. These pic­ tures from Seattle showing Seafarers and their families enjoying the SIU's 50th anniversary arrived too late to include in last month's issue. Old-timer Frank Airey is president of the Seattle SIU Pensioner Club. Pensioner Dave Awankuni (foreground) is a two-fisted eater. Behind Awankuni is pensioner Sammy Nelson and other SIU members in the serving line. Cook and Baker Anthony Myers brought his newborn son to the festivities. SHLSS Course Graduates fsj,; •; V 'M.' ABLE SEAMEN, 10/25/88—Front row, left to right; James McCormick, Edward Kauf­ man, Joseph Clayton, Steve Sylvia, Ahdulla A. Mohssin, Paul Limback, Jake Karaczynski (Inst.), Jerry Beaubien, Marcus Hemenway. Second row: Daniel L. Pickleheimer, Angel Luis Perez, Jr., Harvey Smith, Robert Ashcom, Jr., Steven Fisher, Paul Marra, Mike Strickland, Jr., David Lee Sundllng. PUMPROOM OPERATIONS & MAINTENANCE, 10/25/88—Left to right: WlUle How­ ard, Mike Wells, Thomas Davis, Bruce Smith, Jim Shaffer (Inst.) iipis;® HYDRAUUC, 11^/88-^^ to right: Richard Dalsley, David Bryan Vddkamp, Coy Herriii^ton, Jun Hagner, J<dui J. Phillips. REFRIGERATION, 11/8/88—First row, left to right: Frank Cohnm, Mark D. Field. Second row: Michael Peck, Gary Gatean, John Anderson, Eric Malzkhun (Inst.). December 1988/LOG/ ^ �- CL L NP —Company/Lakes —Ukes -Non Priority *TOTAL REGiSTERED Aii Groups Ciass CL Giass L Ciass NP Port Algonac................... Port Algonac... Port Algonac................... Port Algonac. ....... 16 4 0 4 1 0 2 2 0 10 TOTAL SHIPPED Aii Groups Giass GL Giass L Giass NP DEGrOEPARTMENT 0 46 22 ENGINE DEPARTiWENT 0 25 5 STEWARD DEPARTMENT 0 9 7 ENTRY DEPARTMENT 0 0 0 19 '^REGISTERED DN BEAGH Aii Groups Giass GL Giass L Glass NP 0 3 0 4 0 3 1 V '5' • 0 18 23 28 30 • 5201 Auth Way Camp Springs, Md. 20746 (301)899-0675 ALGONAC, Mich. 520 St. Glair River Dr. 48001 (313)794-4988 p^ « BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea NOVEMBER 1-30, 1988 'TOTAL REGISTERED All Groups Class A Class B Class C Port NewYork Philadelphia....;......:.... Baltimore..........;...; Norfolk.................^ Mobile New Orleans ............. Jacksonville....... San Francisco. . Wilmington.... Seattle Puerto Rico. ; Honolulu Houston ......... .r. , ; . St. Louis . . . . . .... Piney Point Totals -I • •f !{• •'t:t ::f. Mictiael Sacco, President Joseph Sacco, Executive Vice President Angus "Red" Campbell, Vice President Joe DlGlorgto, Secretary Jack Caffey, Vice President Thomas Glidewell, Vice President George McCartney, Vice President John Fay, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President HEADQUARTERS Totais Ali Departments.... 0 32 26 0 80 34 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ""Registered on the Beach" means the total number of men registered at the port at the end of last month. ••>. V'V:.'. Seafarers International Union Directory Dispatchers Report for Great Lakes NOVEMBER 1-30,1988 '•l/v',..:-'i;.' • • •' • 1 '' ; • • " . Port New York Philadelphia... Baltimore Nortolk............:..;. Mobile NewOrleans .............. Jacksonville.............. San Francisco Wilmington............;. Seattle.. ;..... Puerto Rico Honolulu ............ Houston St. Louis ........... Piney Point............;. Totals................. . 46 1 4 12 18 33 32 23 26 37 16 8 36 1 0 8 2 3 5 2 7 8 12 10 7 1 4 9 2 7 4 0 1 3 4 9 8 9 6 6 1 2 8 3 3 41 2 5 16 7 19 \ 24 25 18 27 14 6 26 0 1 23 3 4 3 4 11 13 20 11 11 3 4 13 0 1 124 293 87 67 24 4 10 4 8 18 18 16 8 19 , 8 1 27 2 1 168 4 3 4 6 4 6 2 6 8 7 0 5 1 1 2 59 4 1 0 2 0 4 3 6 4 . 2 0 9 2 0 1 38 Port New York Philadelphia.............. Baltimore................ Norfolk....... Mobile NewOrleans Jacksonville .......... San Francisco. Wilmington......... Seattle. ............ Puerto Rico.............. Honolulu ............ Houston..".............. St. Louis. ... ....... Piney Point Totals 19 6 3 1 1 0 2 1 0 8 1 0 4 ' 3 1 8 3 3 13 4 0 43 5 9 17 4 4 23 0 0 8 0 D 5 19 14 15 0 2 1 0 0 292 169 56 38 Port New York .......; Philadelphia. ......... Baltimore Norfolk................ Mobile NewOrleans ............. Jacksonville.............. San Francisco Wilmington Seattle Puerto Rico... ........ .. Honolulu................ Houston St. Louis. . Piney Point Totals 18 1 2 6 1 3 7 24 12 14 9 6 . 11 0 0 114 18 0 1 8 .6 9 2 9 10 9 4 64 7 3 3 153 9 1 0 5 3 19 11 14 7 4 2 143 4 0 2 224 744 356 367 Totals All Departments A TOTAL SHIPPED All Groups Class A Class B Class C 231 DECK DEPARTMENT 6 * 7 3 0 3 1 6 3 2 3 4 6 8 5 8 6 7 4 4 3 4 \ 0 4 'X 3 9 ^ 8 3 1 5 2 76 12 0 1 3 1 5 5 4 2 5 2 2 5 1 0 52 90 1 12 17 22 58 53 49 37 75 20 6 54 1 0 . IS 4 4 1 7 0 5 3 3 4 15 13 13 6 17 12 10 6 5 9 1 1 5 4 7 7 1.4 4 1 48 495 112 75 ENGINE DEPARTMENT 4 3 3 1 0 0 0 0 1 5 ; 0 0 3 0 1 1 2 5 3 0 3 4 0 2 6 1 5 7 1 6 0 0 0 5 6 3 3 D 5 1 0 0 1 10 44 14 34 47 4 13 12 13 36 31 34 14 39 11 1 42 2 1 300 7 *3 5 8 5 13 3 9 5 8 0 9 4 0 5 84 3 1 0 2 0 5 6 9 3 2 0 ID 4 1 0 46 28 10 1 2 2 1 ID 2 9 3 25 5 17 . 8 68 8 22 3 31 6 "<9 0 10 35 26 2 1 0 38 262 93 1 0 0 1 D 5 2 11 6 0 D 18 2 D 0 46 STEWARD DEPARTMENT 16 3 2 1 2 0 4 3 j) 6 0 1 2 0 1 12 1 D 8 0 0 28 6 2 10 3 0 14 2 0 4 0 0 4 21 11 12 0 0 O D D 3 10 2 124 51 19 ENTRY DEPARTMENT 15 13 7 0 2 2 0 5 0 7 4 2 0 D 2 3 7 8 2 2 3 13 11 9 4 6 3 11 2 1 8 4 1 4 70 135 10 2 0 01 0 0 2 2 77 131 175 556 "REGISTERED ON BEACH All Groups Class A Class B Class C Trip Reliefs 302 260 1 0 0 1 D 2 2 16 3 6 0 71 8 0 0 111 . . D 34 D.I 0 4 D 9 D 2 D 19 D 9 0 44 D 20 D 35 0 18 0 8 0 12 0 0 0 ^ 0 216 193 1,273 26 3 3 9 8 18 8 19 16 22 10 73 12 2 ^ 236 6 2 0 ID 2 25 16 27 9 8 4 165 10 0 1 285 523 452 "'Total Registered" means the number of men who actually registered for shipping at the port last month. ""Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of November was up from the month of October. A total of 1,311 jobs were shipped on SlU-contracted deep sea vessels. Of the 1,311 jobs shipped, 556 Jobs or about 42 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 193 trip relief jobs were shipped. Since the trip relief program began on Aprii~1> 1982, a total of 8,878 jobs have been shipped. 12/LOG/December 1988 DULUTH, Minn. 705 Medical Arts Building 55802 (218)722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713)659-5152 JACKSONVILLE, Fia. 3315 Liberty St. 32206 (904)353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201)435-9424 MOBILE, Ala. 1640 Dauphin island Pkwy. 36605 (205)478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (508)997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804)622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215)336-3818 PINEY POINT, Md. St. Mary's County 20674 (301)994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213)549-4000 4=. �-^V-> •• 'p, 1989 Upgrading Course Schedule Progmms Geared to Improve Job Skiffs And Promote U. S. Maritime Industry January — March 1989 The following is the current course schedule for Januaiy — March 1989 at the Seafareis Hany Lundeberg School of Seamanship. The course schedule may change to reflect the membership's and industry's needs. PLEASE NOTE: AH members are required to take firefighting when attending SHLSS. —Deck Upgrading Courses Check-In Date Completion Date January 23 March 3 March 20 April 28 Open-ended (Contact Admissions Office for starting date) Course Able Seaman Kcst Class Pilot (Organized self study) Radar Refresher/Renewal Radar Recertification Celestial Navigation •Minimum number pf students required for Third Mate Lifeboat Check-In Date Course LNG — Self Study Safety Course (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon completion of course must take fou\^ (4) week Sealift Operations & Maint. Course. Course Associates in Arts or Certificate Progcam Check-In Date January 30 March 27 Course Steward Recertification Bosuns Recertification «• (Last) ! (City) • Deep Sea Member • (State) Lakes Member • Pacific • • FOWT • Automation • QMED—Any Rating • Hydraulics • Variable Speed DC Drive Systems (Marine Electronics) • Marine Electrical Maintenance • Pumproom Maintenance & Operation • Refrigeration Systems Maintenance & Operations • Diesel Engine Technology • Assistant Engineer/Chief Engineer Motor Vessel • Orginal 3rd/2nd Assistant Engineer Steam or Motor • Refrigerated Containers Advanced Maintenance • Electro-Hydraulic Systems I If the following information is not filled out completely your application will not be processed. 1 Social Security f f^ I JDepartment. Home Port I Veteran of U.S. Armed Forces • Yes • No I Endorsement(s) or I License(s) Now Held S« Seniority. Book " Are you a graduate of the SHLSS Trainee Program: • Yes to Trainee Program: From. No • (if yes, fin in below) Last grade of schooling completed. Have you attended any SHLSS Upgrading Courses: • Yes No • (if yes, fill in below) (dates attended) Course(s) Taken STEWARD Do you hold a letter of completion for Lifeboat:• Yes No • Firefighting: • Yes No • CPR: • Yes No • /t \... .-,i •i-'W ENGINE I I -aW. •U- . • ..• • AB/Sealift • Towboat Operator Inland • 1st Class Pilot • Celestial Navigation • Third Mate • Simulator Course • Radar Observer Unlimited •Master Inspected Towing Vessel (Area Code) Inland Waters Member • Completion Date March 3 May 12 DECK Mo./Day/Year. Telephone. (Zip Code) Check-In Date January 9 March 20 1 Am interested in the hollowing Course(s) Checked Below or Indicated Here if Not Listed ^ (Street) I I i Date of Birth (Middle) (first) jo, . I Completion Date March 6 May 8 Seafarers Harry Lundeberg School of Seamanship «|| ^ Upgrading Application I I * Name I ». I « Address . Completion Date College Programs- •Recertification Programs- I« I f : , .O/..,- ' The Adult Education Courses for 1989 will be six weeks in length. High Schml Equivalency (GED) January 2 February 13 Adult Basic Education (ABE) January 2 February 11 English as a Second Language (ESL) January 2 February 11 The Developmental Studies Class (DVS) will be oflFered one week prior to some of the upgrading classes. Elevelopmental Studies (DVS) January 30 February 3 I (Offered prior to the FOWT Course) ABE/ESL Lifeboat Preparation Course February13 March 3 March 13 March 31 This Three week course is an Inuoduction to Lifeboat and is designed to help seaforers prepare themselves for the regular Lifeboat coiuse which is scheduled immediately after this course. Tte class will benefit those seafarers who have diflSculty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. *A11 Steward Upgrading Courses are open-ended. Contact the Admissions Office for starting dates. * All students in the Engine and Steward Departments will have 2 weeks of Sealift Familiarization at the end of their regular course. • „ •Adult Education Courses- " February 29 April 1 Celestial Navigation class to be held is 5. January 16 April 14 January 9 January 20 February 6 February 17 March 6 March 17 -Steward Upgrading Courses Completion Check-InCourse Date Date QMED - Any Rating March 31 January 9 Marine Electrical Maint. March 3 January 9 Variable Speed DC Drives April 28 March 20 Welding March 3 February 6 March 31 Diesel Engine Technology March 6 Hydraulics April 14 March 20 FOWT March 17 February 6 * All students in the Engine and Steward Departments will have 2 weeks of Sealift Familiarization at the end of their regular course. • ' 1 'r: • Assistant Cook Utility • Cook and Baker • Chief Steward • Chief Cook • Towboat Inland Cook I I I i•. I: •. I Bv-f • • •• I i •' I i I I I « I I • • pi'r • •: •'k.r • "i!l •• • • • • i I i ' "'\k- ' I i \• " I .r I,-" 4. • • .• '^4 I'. " '- . v.,' I i Fr •/ • I I I • 'C : I« I I Date Available for Training ' Primary Language Spoken .—_— I « ALL DEPARTMENTS I With this application"COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested.. • Welding I You also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your • Lifeboatman (Must be taken with I another course) clinic card. The Admissions Office WDl NOT schedule until this is received. « I DATE OF DISCHARGE DATE SHIPPED VESSEL RATING HELD ADULT EDUCATION DEPARTMENT I I • Adult Basic Education (ABE) « I • High School Equivalency • « I Program (GED) I • Developmental Studies (DVS) I • English as a Second Language (ESL) I • ABE/ESL Lifeboat Preparation I DATE SIGNATURE COLLEGE PROGRAM I • Associates in Arts Degree I RETURN COMPLETED APPLICATION TO: No tranqxMlation wiU be paid • Certificate Programs I Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 unless you ptesent original receipts % Rev 2/88 and successfully complete the course. I • • '"-13 ' - p. f. • - • :':n • • • • • • • 1' 'i .• December T988 / LOG /13 n ' �New SlU Pensioners DEEPSEA .'5^ ..,.^ •' "• ' ^•" ' •'.-• •'ft-djf-:; ^,. •V V. i • i.- • • ;•• i- A: ;, n-..--i'-." ' ••"'- • Enos E. Allen, 66 San Francisco, Calif. Peter F. DiCapua, 66 Seattle, Wash. William P. GofF, 59 Piney Point, Md. Pablo Gorizalez, 62 Santurce, P.R. Laureano C. Perez (right), 55, received his first pension ch^k from Baltimore Head­ quarters Rep Bob Pomerlane Nov. II. Perez, who was born in Pontevedra, Spain, has been with the SIU for 35 years. He started Aiidy Reasko (left), who saUed as chief steward, and Steve Krkovich (center), sailing out of the port of Baltimore in 1955 who sailed as QMED/electrician, receive their first pension .checks from SIU in the engine department as a FWT and Vice President George McCartney in the San Francisco hall. Both have been oiler and later as a QMED. Perez is married SIU members since World War II, and are originally from Pennsylvania. and has three children and one grandchild. 4'ci;:;;V: r •r, -'v ";'V;'y.. -• -I • ••/ •li;;-": ' ... 'r : 3- Glenn Weist, 65 Algonac, Mich. Victor Hernandez, 66 New Orleans, La. Steve Krkovich, 64 San Francisco, Calif. Earl D. WiUis, 65 Norfolk, Va. Kd" ; ' • James J. Mulcahy, 65 San Francisco, Calif. ^ Harold H. Nelli, 61 New Orleans, La. George M. Papamanolis, 65 • . Baltimore, Md. Laureano C. Perez, 55 Baltimore, Md. Floyd E. Perkins, 62 Jacksonville, Fla. Henry L. Perkinson, 58 Houston, Texas Andrew H. Reasko, 62 ' •• , yj San Francisco, Calif. ~ ^ V; n;.' T/.r Murphy P. Martin, 60 Houston, Texas _c' Raymond W. Collins, 60 Philadelphia, Pa. Rumildo Colon, 66 Santurce, P.R. Dorris W. Malear, 65 St. Louis, Mo. John Malloy, 60 Algonac, Mich. Elhridge K. Mann Jr., 59 Norfolk, Va. Robert E. Righy, 59 New Orleans, La. John T. Taylor, 61 Philadelphia, Pa. INLAND Howard S. Lindsey, 61 Charles A. MacDonald, 62 Mobile, Ala. Algonac, Mich. Paul M. WuoriJ 65 Duluth, Minn. 'iH-..- WiUiam Cher, 61 Seattle, Wash. GREAT LAKES Thomas M. Braddy, 65 Norfolk, Va. Elmer N. Goff, 62 Norfolk, Va. Edward Kaszuhinski, 60 Algonac, Mich. Old-Timers Corner Charles F. Ries Jr., 59 Seattle, Wash. Seamon Wyres, 61 New Orleans, La. I Hurmon B. Butts, 60 Mobile, Ala. Leopold Faulkner, 63 New York Leon Kleinman. 65 Robert L. Rudolph, 61 Willard A. Smith Jr., 47 Orleans, La. Jacksonville, Fla. New York Claude C. Lanier, 65 7 Roy S. Thdss, 65 Mobile, Ala. Jacksonville, Fla. Charles L. Lesto*, 50 Houston, Texas John P. Lyons, 68 Wilmington, Calif. Jesse F. Macleod, 55 Algonac, Mich. Esko Makila, 66 San Francisco, C^. Gumersindo Triquero, 65 John J. McHale, 62,"^ Jacksonville, Fla. New York 14/LOG/December 1988 Rich Hefjfiey of Heasantville, N.J., pictured here with two <d his grandchildren, is happy to report that he finally received his veter­ ans' benefits, thanks to the SIU. He is also grateful "for 43 years of good sailing." Fishing was good this year for Reino J. Pelaso. He brought home 17 salmon (from four to 32 pounds) and 90pounds of rockfish from his fishing spot outside the Golden Gate Bridge. Pelaso, who lives in Vailejo, Calif., wishes to say hello to all his old shipmates. "I hope everyone has a Merry ti New Year will be Christmass and^hqt and^hq^ the good to all. II." ^ �SUMMARY ANNUAL BETOll jmn Manual «.e ««.-r.R«'« David A* Acyi '^8""" ^ „„ 20 1937, Sr.t'e.i^SH.y AC .« BASIC FINANOAL STATER ^S1.4B0.IH«. "4-,' after 6 p.m. William Schakelford Jr. Stephen J. McGurgan Please contact Greg Haynie at (602) «tdpt Hueh T. McGurgan, 278-7523. important! ^ call collect (607) 732-8304. Attention Old-Timers >» all of these persons had y ^ ^ assets, after sub^^gF ^ ^ ^as $10y955, ^ »•'T' j^^n l\ 1^27 Stacrease Included unrediz^ X«iatio« in the • ,.•,». .• •h:m. price •Si:. Harvey Mills Please contact your brother Mike at ^>928-4822. oC$654,648,gauisof$52V2»« SS-;-'7i;4 •: 7- • please get m touch. r'oin Rt 2 cmman Wil«» MINIMUM WNDBIGSTANDA^ . 39175, or call nease contact Mr. Frost a i-1239. .4 ..Wv:,-4' aaioc mnl ^ta.cu.ry'ss.ccu'j^^"':^^^^ (601) 885-6213. Safety body was identified as a crewmember 1 An Accountant's rei^rt 2 Assets held for Investment °'J^l"iSons revealed that of the "Stability, characistics" of their •^ssed a Earlier this V®'^ongesa Pa ? The SlU supported passage of .h^SseuI^ l«a» I" P""' '""P® " H 'that the crew ^llofarry cmeryncy ponot required to beacons sition indicating ^ _ rrpw said th; T. obUdn a cmy «« «" rl^h' '» rfZ ^^hB'h" piSTcIudoislrann, tl^ Statement of the asseK^ ^^port from me^ _ xne If you request a _oa„ylng notes wlB be a charge for the copying two statements and a^ P above does not m j ^nished without charge, r^rge to cover copymg .^^„se these portions are *» ^ at the mam of th«« Pf""®j\2^7^rotect^ right to Jjo 2tr746, and at me U.S. Yon also have the leg y F Wav, Camp Sprmgs» conv from the U.i». irillSe,In safgy," and that ntuch '^SgSshte^erv^sgs^ '°lSe NTSB 4V-S44 ^h.^$w5 Srlet'L^W-nts and deaths and ,fe« highly ,he W^rrnTen'SleftKodiak, Alaska other maritime . )<• NTSB, FINANCIAL REPORTS. The c^nsut^ District makes antic. Gulf. Lakes and memberships dfic provision for '^^'^^^""f.onstitution requires a ,ney and Union public Accountants ® lailed audit by Cerufied Publ. A membershj by 5ntbs, which are to ^'®^7" ,,„-tcrly finance committee Secretary-Treasurer. A q rnemhership, KNOW YOUR RIGHTS n CONTRACTS. Copies of "JJ able in all SlU h»"s- T.hM'j, nearest SlU por' agent. „ „ —; EQU AL RIGHTS All ,.,F LOG. The Log has TeonSuufionaf porfs. IVV W vested in an editorial board •-.U'i notify Union headquarters. me S.U, These '••"a „ONATION .'•; V ••f:h ' SEAFARERS EOLITH AL AT ^ p„,. __SPAD. SPAD IS a .,nd purposes includ- Atlantic. rmtrsbip. Tftis e«abl.sW all other defaifs. .hen .he n,ember so rifieefed .^i : "y the wages work and live atard EDITORIAL POLICY --1 H _ ;ports. specific recom - ;'-U. KNOW YOUR RIGHTS p'"- KNOW YOUR RIGNTS ^ v5; •v:'4 .i.; „^gs kreonstsfs of ISlsisI -^rm tongTr-s. one indivfdna. fo ^atm'ibisrespons.bi.dy. the various ,arious trust funds. iunds. ,iel,ts and senior- p,d PAYMENT OF M»7«-,S;T.^e SIU unless an evm.v in any ofticia! capacity i inder no circumSiS unmn receipt is any reason •'.:-' -•i ssr-S'rSrrr,;s~ oll-S'V 'iSbis r —ToSv Ss'be^ThnrbT-hW"", Seafarers APP=f h°'';,Vgecss for Sns ts: ,p.reHues,ed.T^..P^„^^ Ch.lrn«m,Serf.re«A^B^ 5201 AuthWny end Bri^ Prince Georges C«^ A C«np Springs, Full copies of contracts au at all times, r to the Seafarers Appeals B ^ ^o are availaWe to directly to the nion ind appropriate action an is ,ncepii».' concepts shonid imntcdrafely P CONSTITUTION A conslimlion are svadaWc ^ XIONS. Copies ot the SlU copies ot thu ssss^sii economic, pol :<.'M . ,f at any time a member right J„ vloiated, or thai he h^ he should Imm^-t^ly of access to Union records or mf ^ „--uarters hy certified n»il, notify SlU President MAC ^c ^ pnnce return receipt Md. 2«746. Georges County, Camp Springs, December 1988 (LOG/15 �7^ .--vs — —T 7^ '.iH' •.-' 'A: ;- •; While the M/V Samuel L. Cobb was In port at Thuie, her sister ship, the M/V Paul Buck was laying at anchor. The T-5 class tankers carry jet aircraft fhd to U.S. Air Force installations around the world. Able Seaman Bobby Clinton Jr. stands watch OD the bii^ in Tbuie as ftie MIS James L. discharges cargo. , Our Noflon^s Fourth Arm of Defense«•. On Top of the World Steward Aasisiant Andre W. Gee at the "Top of the World." Brother Gee is presendy npgrading to Chief Cook at the Seabrers Harry Lnndeberg School of Seamandiip in Piney Point, Md. It's relaxing time for Steward Assistant Aaron Bernard, left, and Steward/Baker Raymond Crawford as thdr ship is secured at the dock in Greenland. Smne of dw Air Force persmmel were welcomed aboard while the CoM was in port. Sharii^ happy times with their new friends are Chief Cook Hubert Curry, AB Bobby Clinton Jr. and AB Tyrone Bnrrdl. Abie Seaman Jesde Thomas posed for tUs j^mto with the sun low mi the horizon in the icenlolted harbor at Hinle. 7 Hiis.recendy-calved "growler" was ^MtogF^hed 1^ Andre Gee as it was beh^ carried seaward on the ebbii^ tide. 16 / LOG / December 1988 : -• v." � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1988 Description An account of the resource Headlines: SIU SUES TO PROTECT SEAMEN'S RIGHTS GRAIN SHIP'S PROBLEMS MOUNT, TWO SAILING DATES MISSED SAFETY BOARD BACKS SIU CALL FOR FISHING BOAT SAFETY SEAFARERS RESCUE 27 FROM SINKING BULKER AT SEA QUESTIONS AND ANSWERS ABOUT AIDS LUNDEBERG SCHOOL PREPARES SEAFARERS FOR THIRD MATE LICENSING WITH REVISED 13-WEEK COURSE SWEDISH SHIP WILL TEST 9-PERSON CREW SIU'S AURORA SETS AIL FOR TRIP TO ISRAEL SAILING ABOARD THE LNG AQUARIUS SEAFARERS IN SEATTLE CELEBRATE SIU'S 50TH ON TOP OF THE WORLD Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 12 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/5e6b371512c6c4945b43b856c8865c51.PDF bbc933037b219d0f4fc3e73576407321 PDF Text Text u SEAFARERS OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Anti'Union Operator Slapped with 640G Fine U*S. Agency Finally Acts to Penalize Fink Ship Mots^^an $640,000 in fines have been levied against the anti-union owners of an aging oil tanker that they are trying to convert to carryy one^ the largest grain shipments ever. w /• K 1^ I^ i. y The Agency for International De­ velopment (AID) got off the seat of its pants and slapped the fine on the owners of the fink ship Ocean Chal­ lenger. The vessel has been dogged by problems ever since AID and Marad irresponsibly allowed the ship to enter the grain trade. AID levied the fines because the Ocean Challenger, which was due to sail in early December, was still tied up as of mid-January, delaying indef­ initely the arrival in Pakistan of 207,637 metric tons of wheat. Beginning with the Ocean Challengers's discrimination of union sea­ men in its hiring, the ship's operator has run into one problem and one delay after another. The supertanker had to hire a sec­ ond company to clean the ship's tanks after the first cleaning outfit hired in­ experienced illegal aliens and home. less people. Then, as a result of not paying the^ second tank-cleaning company, the U.S. Marshal's Office seized the ves­ sel, ordering it to remain in Elliot Bay, Ow. tifilfl tlie claim for $725,000 was settled. Because the Ocean Challenger leaked oil into ihe water, the U.S. Coast Guard also got into the act. The troubled tanker was forced to stay in port until "all oil, oil residues, oil soaked absorbent material, barrels and other debris" were removed from the ship's deck. Throughout the course of the con­ troversy, the SIU has charged that ship is not suitable to carry grain because of its configuration and be­ cause of its size. Articles in one of Pakistan's leading newspapers have raised these same questions. The Ocean Challenger's holds are ' - v"'" I More on Ocean Clililleiigor A fink Is a fink fs a fink 1Pbf«laiiBl, Qre>—rubbed Oif on Houston (HSI), the fii^t company hired to clean the vessel's tanks. This month, the Immigration and Naturalization Service (INS) hit HSI with a $278,000 fine for continued flagiant violations of the country's immigation laws. INS officials believe the proposed fine is one of the largest ever levied against an employer for 76 feet deep, and though an inspection cleared the loading of the grain after an immense clean-up of the holds, there is concern about what shape the wheat will be in when it arrives. The holds must sometimes be filled with water for ballast so the ship can be maneuvered into place at the ter­ minal. The same holds are used for the grain. "We believe the tanks cannot be dried properly on this ship," said Philip Shapiro, president of Liberty Ship­ ping, one (rf filer i^inliifs, along with the SIU in the lawsuit. The Pakistanis are concerned that much of the wheat could spoil, if the tanks are not dried properly. Because the ship is large, it will have to be lightered outside of port, a process that could take as long as 40 days. In addition, the port does not have stor­ age facilities for 200,000 tons of wheat. Even if the ship eventually does sail, the lawsuit filed by the SIU, D2, and two shipping companies, hopes to prevent any future sailings of the Ocean Challenger and its two sister ships. Belmont bought the three ships from Marad last year at near scrap prices A&G Eledion Results Announceci SIU Crews Make TAGOS Succeed \• "-/C"<-i'Feigo3 ' >,! v'.iV- On the Rfcfiord G. Mofflilesen FogeS Highlights of Sty's 50th Year Pages 11-14 Supplemental Health Plan Described Page 18 hiring illegal aliens. Reports to INS demonstrated the company's polic hiring only Spanish-speaking workers. iNS investigat revealed illegal aliens were employed by HSI to the Ocean Challenger. Because of HSI's repeated lations and refusal to play by the rules, the raaxiii fines were set. and observers expected the company to sell the tankers for scrap. Instead the company bid on the wheat ship­ ment. Pakistan originally wanted the grain delivered in more than one sailing because it does not have the facilities to store such huge amounts of wheat. But under reported pressure from the SID, it reluctantly accepted the deal when Belmont's bid was slightly lower than other companies. At the time, the SIU and shii ers said Belmont had an unfair tage because of the bargain ba; >1: -c; price it paid for the ships. Th< cost more than $80 million each built with Construction Diffe /t Subsidy funds. Marad took the oback when the previous compan bankrupt and then sold the ships for about $6 million each to Belmont. •'''I'':;®?;' - 4: J.v,'...- U,S. Ylag but Foreign Crews SIU Hits DOD Kuwaiti Tanker Reflagging Poiicy SIU President Michael Sacco condemned the government for its failure to immediately put U.S. sea­ men aboard Kuwaiti tankers flying the American flag. SacCo's criticism came as the Department of Defense (DOD) an­ nounced an extension of the current policy to allow use of the U.S. flag as protection on Kuwaiti tankers in the Persian Gulf. DOD said six of the 11 ships are being returned to the Kuwaiti flag. The remaining five under the U.S. flag will keep foreign crews aboard. DOD will allow a gradual switch­ over to full U.S. crewing over a 10month period. Sacco said, "We fail to under­ stand just what justification there is for prolonging full American crew­ ing for 10 more months when U.S. maritime unions have the trained, skilled manpower to fill all positions on all five ships." Congresswoman Helen Bentley (R-Md.) also attacked the DOD de­ cision. She said, "The extension defied the will of Congress." By enacting the Commerical Fishing Anti-Reflagging Act of 1987 (HR 2598), Congress expressed "loud and clear" its intention that aU U.S.- flag vessels be manned by U.S. citizens. Bentley accused the gov­ ernment of "abusing American laws . , . and turning the American flag into a flag of convenience." The controversy over the 11 Ku­ waiti tankers has been going on since 1987, when the U.S. govern­ ment unilaterally reflagged the ves­ sels and waived American manning and shipbuilding requirements. ..4- We fail to understand what justification there is for prolonging full American crewing for 10 more months^. / The government's decision to al­ low foreign seamen onboard Amer­ ican vessels was roundly criticized in Congress and by maritime unions. But an obscure loophole in the law gave DOD the right to waive man­ ning requirements because the ves­ sels were not expected to call on any U.S. port. C A;'.': �sd5f^te:^±;±Ssl-r±i^:^^t:;::±^^^r:^^•fe'-^.7~:^^!^^^-•^T;r-^r^^ 'I'/Vv: '.•: ' j. •;. •mfi Govemment Foul-ups ^^^^^^^Pr^sident's Report by Michael Sacco The case of the oil tanker Ocean Chal­ lenger {Provides a perfect example of how govemment foul-ups are a big factor in the weakening of the American-flag shipping industry. Whether these foul-ups are deliberate or unintentional hardly miakes any difference. The consequences are the same: the ability of the industry to get on its feet is severely affected. In the case of the 265,()()()-ton tanker Ocean Challenger, two govemment agencies allowed, perhaps even encouraged, a situation whereby a Boston businessman grabbed off three govemment-owned ships at bargain-basement prices, and then through a complex series of maneuvers and manipulations, had a huge contract for the shipment of grain dumped in his lap that would make him a killing. What is especially sad about the Ocean Challenger mess is that it was obvious from the beginning that the operation was not to become a bona-fide part of the U.S.-flag maritime industry. A Disgraceful Story -• • '¥-'•'• ' -'.. a; •' 'i\ the Pakistanis to accept the vessel to carry some 200,000 tons of wheat from the West Coast. Several U.S.-flag car­ riers with smaller vessels, suited to the Pakistanis, were available at only slightly higher cost, which would aUoW the cargo to be delivered directly to the various ports without the necessity of the more costly method of offshore discharging the cargo onto lighters and then into port. This disgraceful story began last summer when the Maritime Administration approved the sale from the govemment's layup fleet of three very large crade carriers (VLCC), including the Ocean Challenger, at a price slightly more than the ships , would have brought in for scrap. Under the circumstances of the . ^.........4,.. v/ould be scrapped, rr — sale, it was rightly presumed that the Ocean Challenger okpite the\arg^n basement price, the Maritime Administration placed li^ restrictions on the use of the ship. That was the first of a series of events that set the Ocean Challenger enterprise apart from the conventional, good-faith maritime operation. Despite objections by the govemment of Pakistan to the use of the Ocean C/ia//cngcr, the U.S. Agency for International Development (AID) leaned on Bad Management and Bad Faith From the outset, the Ocean Challenger operator demonstrated bad manage­ ment and bad faith. It refused to hire American seamen who had sailed on union-contracted ships. It brought aboard and exploited unskHled illegal entry aliens ahd homeless people to clean the vessel's tanks, touching off a storm of protest throughout the Portland, Ore. community. And then it came under fire from the Coast Guard for causing an oil slick in the Portland harbor. The SIU, along with the MEBA and two shipping companies. Liberty Maritime Corp. and OMI Corp., stepped in with a suit in federal court challenging the<;harter of the Ocean Challenger on the grounds that the ship had been sold by Maratl at just above scrap prices. The suit also charged that Marad had allowed use of the VLCC in the grain trade without proper consideration of the impact it would have on the existing bulk fleets According to the AID, the vessel is now scheduled to sail with its cargo around mid-January, some two months late. No wonder, then, that the use of the vessel and the role of the government ^ agencies have attracted the attention and concern of key members of Congress, All of us concerned with protecting the job security of seafaring workers and promoting the well-being of the merchant manne must fight against the bdmbling bureaucracy which aUows an Ocean C/ia/Zenger situation to happen. These agencies have a responsibility to promote the interests of U.S. shipping, not to undermine it. Congress Gefs Reagan^s Last Maritime Budget ••f• In one of its final official acts, the Reagan administration submitted a $1.15 trillion budget for fiscal yem1990. It would leave funding for most maritime programs at essentially the same levels as last year. In announcing the budget, the administration expressed confidence that it would make headway in reform­ ing the Operating Differential Subsidy (CDS) jpro^am. The program, which is sc^duled to increase from $218 million in 1989 to $236 million in 1990, has begun to expire. Although coming up with a new CDS program ranks high on everybody's list of important issues, reform of the program has so far proven elusive. The administration also reiterated its desire that legislation be enacted for oil and gas exploration and devel­ opment of federd lands in Alaska's Arctic National Wildlife Refuge (ANWR). This is an important job security issue for seamen because sup­ plies of Alaskan North Slope oil are expected to diminish in the years ahead, and more than 40 American tankers are employed in the trade. But envi­ ronmental groups are expected to mount a fierce challenge to the explo­ ration of ANWR oil, as they did in the last session of Congress. The big winner in this year's budget from a maritime point of view is the Coast Guard, which will have its budget raised by 17 percent from last year. Most of the increase will be devoted to increased drug enforcement pro­ grams. Few expect that the Reagaf budget will be enacted in its present form, especially since there will be a change in administration Jan. 20. Democratic leaders have said that they will i^ore 2/LOG / January 1989 this budget and wait for one from the incoming Bush administration. This Reagan budget seeks to dis­ continue two programs which have come under attack in recent years: the Construction Differential Subsidy Pro­ gram, which has not been funded since the 1980 budget, and the Title XI Loan Mortgage Program. The Reagan administration tried to officially end the Title XI program last year, but Congress would not go along with the proposal. However, no new funds are allotted for it in the proposed budget, though two applications for Title XI funds are still pending. The Reagan administration would make sharp cuts in farm programs. Under the proposed Reagan budget, agricultural programs are scheduled to be cut by almost 25 percent. Luckily,' the P.L. 480 program, which generates a large share of jobs for American seamen, is scheduled to be funded at roughly the same level. More than $47 million have been allotted for payment to the Agriculture Department for the cost of carrying additional cargo under the 1985 Farm Act which increased P.L. 480 requirements for certain kinds of cargo from 50 to 75 percent. , The administration also proposed to increase the fill rate for the Strategic Petroleum Reserve from 50,000 bar­ rels a day to 75,000 barrels a day iii 1990 and create a separate 10 million barrel petroleum inventory for defense purposes. The oil for the increase would result from the administration's proposal to sell the government-run oil fields at Elk HUls and Teapot Dome, wherie the purchaser would be re­ quired to m^e oil available as part of the sale agreement. Maritime Quiz Were you able to identify this ship in last month's LOG? She was the S.S. American Hawk (Isthmian/State Marine), sailing out of San Francisco Bay for the Far East in the late 60's. Long before the advent of LASH vessels, this C-3 was rigged to carry barges as deck cargo. ^»LOG EBacuthfS Board WchMl Sacco £C0CUOV« Wc« Pmident JoMphDIGIorglo S9awtmy Anau* ^ fnvaent Fimk Margtotta Oii«:tor o( Public Ralallont a Pubilcalians John Fay Roy'llarcar * Max Hall Associate EdHor MeCaitnay TlHMnasGllda«ell WnAnMM Ctiailao SvoAaon StavaEdnay jackCalfay Wco Antsdwir Mauging Edtor OMMrah Qraona Asaodale EdHor •4 - �m mmms K .0 r --',i'^''i'i'v^:S)\- '''^''' Mloiing Panel Announces Results of A&G Vote Sacco Elected To Presidency ip^'. kv -•41-•• As the LOG was going to pjress, the Union Tallying Committee released the list of successful candidates in the Atlantic, Gulf, Lakes and Inland Waters District election, which began Novem­ ber 1 and concluded December 31, 1988. The conunittee's report, which will be submitted for action at the next membership meeting in all ports, shows Michael Sacco overwhelmingly elected as president of the SIU District Union for a four-year term. Joseph DiGiorgio was relected to the Secretary-Treasurer's post. Also elected to four year terms were: Joe Sacco, Executive Vice President; An^s "Red" Campbell, Vice President for Collective Bargain­ ing; Jack Caff(by, Vice President, Atlantic Coast; Thomas Glidewell, Vice Pres­ ident, Gulf Coast; George McCartney, Vice Pres­ ident, West Coast; John Fay, Vice President, Lakes and Inland Waters, and Roy Mercer, Vice President, Government Services. Headquarters Representatives and Port Officials elected were: Headquarters Representa­ tive—Leo Bonser, Byron Kelley, Carl Peth, Robert Pomerlane and . George Ripoll. Piney Point—^James Martin, Port Agent; Kwong Jih Hom, Port Employee. New York—Augustin "Augie" Tellez, Port Agent; Trevor "Robbie" Robertson and Robert Selzer, Port Employees. jniiladelphia—David Heindel, Port Agent; Kermett T. Mangram, Port Employee. Baltimore—-Allen P. Ray­ mond, Port Agent; James P. McGee, Port Employee. Mobile—George Vukmir, Port Agent; Edward "Edd" Morris, Port Employee. New Orleans—^Ray Singletary, Port Agent; Nick Celona, Port Employee. Houston—^Dean Corgey, Port Agent; Frank Gill, Port Em­ ployee. San Francisco—Dopald C. An­ derson, Port Agent; Thomas J. Fay and Gentry Moore, Port Em^ ployees. St. Louis—^David M. Carter, Port Agent; Jesse Solis, Port Em­ ployee. Detroit-Algonac—Jack Allen, Port Agent; M. Joseph Sigler, Port Employee. * • • • In addition to the election of offi­ cers, there was one proposition on the ballot calling for an amendment to the SIU Constitution, "pjc proposition, which passed by airbwrwhelming vote. I :' JS'I I''''''' The Union Tallying Committee paused during their count to pose for this photo with SIU Secretary-Treasurer Joe DlGlorgio, seated; his administrative aide, Joanne Herrlein, left, and Seafarers House Counsel Leslie Tarentola, right. The committee included Tom Dowell, Alex Reyer, Calvaln James, Frank Rodriguez, Joseph Power, Harreid Reed, Nick Kratsas, Harry Jones, Richard Forgays, Richard Gimpel, Peter Garza, Revels Poovey, Andrew Lewis, Milton Phelps, James Slay, Edouard DeParlier, Joseph Morrison, Tinitali Tinitaii, Maurice "Duke" Duet and Nicholas Tagliamhuris. revises the title and duties of the of­ fices of Secretary; Vice President, Lakes and Inland Waters and Vice President, Government Services; ex­ pands the location of the Union's headquartes to include Camp Springs, Maryland; deletes the position of "Port Employee" and establishes six "As­ sistant Vice-President" positions; pro­ vides the Executive Board with the authority to change the number of Membership OKs Changes to SIU Constifution constitutional ports; and changes the Quarterly Financial Conunittee to an annual committee. The new constitu­ tional amendments also provide for multiple housekeeping constitutional changes. All of the changes are to be accomplished within six months from the date of Certification by the Union Tallying Committee. The election was conducted by se­ cret mail ballot as provided for under the SIU Constitution. The ballots were counted at SIU headquarters by an elected Union Tallying Committee consisting of two full-book members from each of the SIU's 10 constitu­ tional ports. A complete report of the election Tallying Committee will be posted this month in all the ports. House Ship Ponef Sets First Meeting The House Merchant Marine and Fisheries Committee will meet for the first time this year on Feb. 2. The 42-member committee has ju­ risdiction over ocean and inland ship­ ping, the Marine Administration, the Federal Maritime Commission, the Coast Guard, Great Lakes, fisheries and the Panama Canal. :Y • 'i' • v.-i-'Y . .'A-A i 0rug Decision Could Help SIU Suit ... Bans Testing of A federal judge's rulit^i barring tMdlom drug testing of the nation's truck dri^^s could have a positive bearing on the SIU's suit to block such testing for maritime workers. The judge issued an injunction ag^rt such testing, saying the govemment had failed to prove that drug abuse is a serious problem in the trucking industry. In its suit, the SIU cites the Coast Guard's own adiniission that it has little evi­ dence linking drug use to maritime safety problems. Over the objections of the entire maritime industry and most of the fram^mrtation industiy, the Depaifrttent of Transportation issued sweeping drug testing regulations late last year. Last month the SIU became the fit^ fransportati^ u^ aj^nst the goveiument to overturn the pre-employment, periodic and random drug testing rules. The regulations went into effect, but actual testing in the maritime mdustry wiil not t^gin until later this year unless the courts put. the drug testing on hold. M[aritime employers vrith 50 or more employees have six nionths to b^n pre-employment testing and a year to implement the other as^pects of the program. Companies with 11-50 workers have six months to implement pre^mployment, perictdic, post-accident and reason­ able cause testing, but two years to begin random testing progrmns. Employers with fewer than 11 em­ VS.- .A visAr ployees hav two years to 11 ment the entire program. Because of the lead time involved for maritime drug testing, court ac­ tion on the SIU's suit is not ex^ pected soon. In the trucking case, U.S. Fe# ^ eral District Court Judge Marilyn Hall Patel said random and postaccident drug testing raised serious constitutional questions under the Fourth Amendment which bars un­ reasonable search and seizures. "The government has cited only two studies, each having dubious merit and weight, to justify the intrusive testing contemplated by both random testing and post-ac­ cident testing," she wrote. In the case of the maritime in­ dustry, the government cited no studies of drug use to back its call for drug testing. "Tbese (DOT) regulations are not supported by particularized reliable * findings about rampant drug use" in the trucking iiulustry, Patel wrote. She also said, "Random drug testing tinder the new regulations lacks the requisite element of indi­ vidualized suspicion." The new regulations cover almost all trmisporation workers, and legal action has been taken in the aviation and rail industries, along with mar­ itime and trucking. In addition to the suits filed over the recent DOT drug testing rules, two court cases concerning drug testing will be heard by the U.S. Supreme Court this year. January 1989/LOG/3 .A -S- ® • r:#: . .. , •"Y �a63iy6tiai£aEtedepi,«iyii^-:-*i^«fl».">sUtftiU^4R'jik<.^^^ ; .i • ••-•/ii^'r :-;.. vrA';. pp-^jp • •100th Mission Marked •S' •'• 'A. - . |\,/S':''iii|' .'i , vr.;.,: V - SlU Crews Make TAGOS Program a -t- ' V.'l ;.ri:' ' ,-.v1rr:' ;-f "? ; .ei 'k: :.(£• r rf .i'.', .••' hP •-IP With a colorful Hawaiian lei draped over her bow, the USNS Contender (T-AGOS 2) arrived here Oct. 20 for pierside festivities commemorating the 100th operational mission among the 10 ocean surveillance ships now in service with MSG. On Jan. 7,1985, the Contender, with an SIU crew, left Pearl Harbor on the first mission of these very special ships which have since proven their worth to Pacific and Atlantic fleet commanders. On hand to greet the Contender when she berthed at Bishop Point's Pier Alpha was Rear Adm. Edwin R. Kohn Jr., deputy commander in chief, U.S. Pacific Fleet, along with more than 100 military and civilian guests. The Contender crew employed by Sea Mobility, Inc., not used to such atten­ tion, seemed pleased by the warm reception and recognition their ship received when it tied up. On typical T-AGOS missions in the Pacific and Atlantic, the all-white, 224foot surveillance ships sail alone, mov­ ing at the snail's pace of three knots on voyages that average 80 days in length. It's easy to feel forgotten when * •,:' ^ iS^s ifv'_ : ypu're away from port for almost three months. But out of sight doesn't nec­ essarily mean out of mind. "Few ships are watched more care­ fully than T-AGOS vessels," said Adm. Kohn, directing his remarks to the Contender crew standing by the railing of their , ship. "You're not lonely. You're getting lots of attention. The mission of T-AGOS ships precludes them from moving too far from the 'front' where they produce a critical product for the Navy." . In brief remarks, Cdr. Rick Hardy, commanding officer of T-AGOS Sup­ port Unit, Pacific, recognized the two unions which crew the T-AGOS ships, SIU and MEBA District 2. Present at the 100th voyage celebration were Tom Fay, SIU port agent in Honolulu, and Jerry Joseph, vice president of MEBA District 2. Since coming into fleet service in 1985, the unique ships operated by the Military Sealift Command and crewed by commercial mariners and civilian technicians have won widespread praise and respect from their fleet command­ ers as kfey players in the Navy's anti­ The SlU-crewed f/SiVS Contender was the first of the T-AGOS vessels to complete an operational mission. The Contender recently completed the 100th T-AGOS voyage. submarine warfare (ASW) program. Noted the Chief of Naval Opera­ tion's Oct. 18 message to the T-AGOS/ SURTASS community in recognition of the 100th mission of the worldwide ocean surveillance fleet, "These ves­ sels have made a significant contri­ bution to meeting the Soviet challenge on the high seas. Everyone involved has great reason to be proud of these accomplishments. The Navy will con­ tinue to rely on your successes to ensure its ability to execute its mis­ sions successfully." Two Key Cabinet Posts Announced by Bush hPpii •.. .. • Skinner Named to DOT; Dole Wins Labor Post •. -iijfc. -"'--fi' mw mmp rnmp.: 'rk4 There will be a number of new faces in the federal agencies and congres­ sional committees which determine the fate of the American-flag merchant marine. iSamuel Skinner, a senior partner in the Chicago law firm of Sidley & Austin, has been named Transporta­ tion Secretary. Elizabeth Dole, who headed the Department of Transpor­ tation from 1983-1987, has been named the new Secretary of Labor. Both departments will have to deal with issues that are important to American seamen, both as workers employed in the maritime sector and as members of trade unions. 'C, In announcing his selection of Skin­ ner as DOT head. President-elect George Bush said the proposed nom­ inee is "a visionary" who would be able "to get all the legs of our trans­ portation system—air, land and sea— working together." He also said that the budget deficit would make it im­ perative for the new secretary to work within tight fiscal constraints. As head of the DOT, Skinner will have to deal with a wide array of issues, including reform of the liner subsidy program and the serious de­ cline of this nation's sealift and ship­ building capabilities. :Si:-.. V P•jJ ..,, -e: \ a: p'k- lis „• p: - ^ Skinner is a long-time associate of Illinois Gov. James Thompson. He served as head of the Chicago Transit Authority and is widely credited with restoring that agency to financial sta­ bility. He also served as U.S. Attorney for the Northern District of Illinois. One of the first issues he will have to deal with is the court challenge to the DOT'S proposed drug-testing rules. Transportation unions have objected to those rules as being too broad and sweeping. Despite his extensive public record and a reputation for being a first-class manager. Skinner has not worked ex­ tensively with transportation issues. He acknowledged that in his first press conference, and said that he would take pains to surround himself with the best qualified people he could find. This makes the staffing of such posi­ tions as Marad chief even more im­ portant. Unlike Skinner, Elizabeth Dole has an extensive record of service in the federal government. As head of the DOT, she received high marks for her work on issues like the passage of seatbelt laws and the transfer of Na­ tional Airport to a regional authority. She received some criticism, however, for the way she responded to dereg­ ulation of the nation's airlines and to her inability to promote a more com­ prehensive maritime policy. Her appointment was well-received in labor circles, since she is perceived as being more moderate and more conciliatory than some of her prede­ cessors. Sen. Edward Kennedy (DM£»S.) says that "President-elect Bush saved one of his best appointments until the end," and AFL-CIO Presi­ dent Lane Kirkland noted that "she is a person of proven stature and wide experience in public life who will give the Labor Department an important voice in the affairs of interest to work- ing Americans." The Journal of Commerce reports that at least five incoming Democrats and two Republicans have indicated interest in joining the 42-member House Merchant Marine and Fisheries Com­ mittee! The committee will have at least five vacancies because five for­ mer members, three Democrats and two Republicans, will not be returning when the new session of Congress convenes. The Senate has already made infor­ mal assignments to committees. Join­ Adm. Bufdier To Head /WIHary Sealift Command Rear Admiral Paul D. Butcher took the helm of the Military Sealift Command at ceremonies Dec. 19 in Washington, D.C. He succeeds Vice Admiral Walter J. Piotti who served in the post from 1985. Butcher, a West Virginia native and graduate of Marshall Univer­ sity, joined the Navy in 1948. He was commissioned as ensign in 1953 when he finished college. Before taking over the MSG, he served as Deputy Commander in Chief and Chief of Staff, U.S. At­ lantic fleet. Adm. Butcher The MSG Butcher takes over employs more than 2,000 merchant mariners under contract to the Navy, many of whom are SIU members. They sewe on ships such as the Fast Sealift ships. Afloat and Maritime Prepositioning Ships, T-AGOS vessels and others. In addition, some 6,400 civil service and military employees are part of the MSG. • . n_- ;-,i 4 / LOG / January 1989 P m ing the Senate Commerce, Science and Transportation Committee will be newly elected Democrats Richard Bryan of Nevada and Chuck Robb of Virginia. On the Republican side will be Con­ rad Burges from Montana, Trent Lott of Mississippi and Slade Gorton of Washington. All five are newly elected, though Gorton served on the Com­ merce Committee in his first term in the Senate. He was defeated in his election bid, and 1988 marked a per­ sonal comeback. -P.: • f �.;••<;?•"•• vv' •'. •'- /'''' ''yk'^'^''f,•; AV^; V/ ' . Tanker Brings a Full Load off Fuel • '•••/''.••¥ y'W y-y - • • •' ••>•• ,. •"' ji,.:. , ^1. • SlU Ship Kraps Amy From Kunhirig on Empty •vifplS:pP; Seafarers crewing the T-5 tanker Richard G. Matthiesen found them­ selves in Charleston, S.C. last month with a load of fuel for a nearby Army base. The Matthiesen is one of five T-5s operating on a 25-year charter to the Navy. The 30,000 DWT vessel is op­ erated by Ocean Carriers Inc. Seafar­ ers first crewed the tanker in 1986. All the T-5s are named for civilian merchant mariners who were cited for heroism during World War II. Richard G. Matthiesen was an AB aboard the S.S. Marcus Daly. He was killed dur­ ing the initial invasion of the Philip­ pines in 1944. ... «-sGEwak- .v;•' •!! "i- V'«-• 'h'y'x -i' • V-' '•••"'v.' . yjJ.v.'.v In the crew lounge, some of the folks who keep the engine room running smoothly are (1. to r.) QMED Leon Fountain, GUD/E Sean Walker, QMED Eugene Thompson and Steward Assistant Eric Gray. '-•I'Tr.;. C:'lpN , •FPM'---v •v •i'f'l,-. AB Billy Joe Lockhart loads two drums for the engine room. Just before he signed off the ship. Chief Cook William Knorr (left) poses with Steward Assistant P.G. Ordanza (center) and Steward/Baker Richard Geiling. Bosun Jerry Bass (left) and AB William Johnson. ; mm: • 1 ' • ife 1 ABs Rodney Ennls (left) and BiUy Joe Lockhart take a break from their deck duties. Getting ready fm- lunch in the galley are Steward^aker Richard Geiling (left) and Chief Cook Gina Lightfoot. She came onboard when the MeMiesen arrived in Charleston. January 1989/LOG/5 ' . . '' r ?ii' • .zi;; " ••" ,• 4 '.m. ^ -"n. -s/ �IE- f•H'.: -i.rii'.-: I: r?-.i---':'-r • 5F'-V 5 i- { \s . ' . ^ ifI ?|;;|-:'Sv' l:;.C':i: '< S"' 1 &m: I ,. • -:• :• •- • \fr'' iifir-:-:..' • n 3, •' Arijfrei Sakharov, tFamed Soviet Dissident, Given AFL-CiO Human Rights Award Andrei Sakharov, the Soviet scien­ tist honored by the AFL-CIO as "one of the towering moral figures of our century," accepted the George Meany Human Rights Award in a ceremony at the federation's headquarters re­ cently. SIU President Michael Sacco at­ tended the ceremony and ld|er had a chance to meet Sakharov. "His ded­ ication to freedom and his strength in the face of repression should be a;n inspiration to everyone," Sacco said. The award presented by AFL-CIO President Lane Kirkland had been voted by the Executive Council on May 21, 1986, Sakharbv's 65th birth­ day. At the time, Sakharov was con­ fined to a harsh "internal exile,"" in isolation imposed by his country's rulers. "I am grateful," Sakharov said, speaking not just of the award but of the years of public support for his cause from "the trade union move­ ment in America." He spoke of the "great changes" taking place in his country, and of the need to continue the process. Sak­ harov stressed that the liberalization of Soviet society is still far froip com­ plete. He spoke of dissidents still in prison, such as Vazif Meilanov and Mikhail Kukobaka, and of others re­ leased from prison who have not yet had their fiill rights restored. Neither the United States nor groups like the AFL-CIO that have pressed the cause of human rights should relax their efforts and prodding, Sakharov urged. Sakharov spoke hopefully of the independent worker movements that have started to spring up in the Soviet Union. The next likely step, he said, will be efforts to achieve "consolidation" of the worker groups. "Everyone in the USSR expects fhat they can count on the support of the free trade unions" of the West, Sakharov added. With Sakharov was an ally in the human rights crusade, Sergie Kovalev, who had served a 10-year term in prison, forced labor and internal exile for refusing to be silent to injus­ tice. Now he had been given lastminute permission to join Sakharov in the United States. Speaking for those who have been in prison and those still in prison, Kovalev said, "We have constantly felt this help" from the AFL-CIO. In the struggles ahead, Kirkland assured Sakharov, "You can count on the American trade union movement as a resource" in striving for "a greater degree of freedom and democracy." Kirkland noted that 1986 wasn't the first time Sakharov had been pre­ vented from accepting an AFL-CIO invitation or barred by the Soviet gov­ ernment from leaving the country. Sakharov wasn't allowed to travel to Norway to accept the Nobel Peace Prize awarded him in 1975 for his defense of universal human rights. n--- ••'..^•"r:,. -' •• ,. • ' '* ' • ' • • 'J : • V::• Andrei Sakharov (left) and SIU President Michael Sacco exchaAge greetings after the Soviet human rights leader vras presented with the George Meany Human Rights award. And he and other human rights ad­ vocates invited to the AFL-CIO's 1977 convention in Los Angeles were de­ nied exit visas. Sakharov sent the speech he had planned to deliver through "unofficial channels" and Kirkland's predeces­ sor, George Meany, read it to the convention. It was, as Kirkland noted at the awards presentation, "a moving expression of the aspirations of the human spirit." Sakharov then referred to the "ir­ reversible moral victory of the ideol­ ogy of human rights over the ideology of totalitarianism." Asking the AFLCIO's help, he stressed that "the only weapon in our struggle is publicity, the open and free word." United States and China Sign Shipping Pact i'V t • i K'l • • • The United States and China have signed a maritime trade agreement. It marks an important hew step in the trading relationship between the two countries and presents the American maritime industry, especially the liner segment, with a potentially lucrative source of new cargo. While the agreement covers only the regular, common carrier liner serv­ ices, officials fi-om both countries noted that future talks will be held to "fa­ cilitate the substantial participation of U.S.-flag bulk vessels in the bilateral bulk trades." The immediate beneficiaries of the new maritime agreement are two U.S.flag carriers, Sea-Land and American President Lines, both of which employ SIU seamen onboard their vessels. Sea-Land has disclosed plans to open three offices in China by the early part of this year, making it the first U.S.flag operator to do so since the fall of the Nationalist government some 40 years ago. Apply Now for SlUSelmkn0tips To those of you thinking about college, for yourselves or your dependents, the SIU's Charlie LOgan Scholarship Progiam is.one way to ease the financial burden often associated with higher learning. But you'd V better think quickly-^cause Friday, April 14, 1989 is the deadline for Ivsubmissipn of applications. , = The Scholarship Program was begun in 1952 to help members and their I childremtfchieve their educational goals. These annual awaids consist of "^j^even scholarships, four of which are worth SfO,000 over a four-year jMjriod at collets chosen by the winners, jtn additionv three scholarships 5| are reserved annually for SIU members themselves: one is a four-year college scholarship of $10,000; two are two-year scholarships of $5,000 each for study. Scholarship grants are awarded on the bs^s of high school grades and the scores of either College Entrance Examination Boards (SAT) or f,J^erican College Tests (ACT). ©onT put It off any longer. Applications are still available to active llidiembers and their dependents at any SIU hall or through the Seafarers Welfare Plan, Charlie Logan Scholarshipv520l Auth Way, Camp Springs, :Md.20746. ' , . . . . — 'i.. ...i..'../ The bilateral trade agreement was signed in the Treaty Room of the State Department, where Deputy of State John Whitehead called the agreement an "important step in our bilateral trade relations." Qian Yongchang, China's minister of communication, agreed, saying that "trade can't be conducted without shipping." Maritime relations between the two governments had been governed by a bilateral trading agreement that was signed in 1980, but it elapsed five years ago. As a result, American maritime companies have been virtually shut out of the trade. With the economic and political lib­ eralizations undertaken 10 years ago, trade between the United States and China has undergone an explosive growth. The present maritime agree­ ment gives both the Americans and the Chinese greater access to each other's ports, and streamlines proce­ dural matters. The agreement is for four years. It contains cargo-sharing provisions to provide for parity in bilateral liner cargo carriage and to ensure vessels of each nation at least one-third of such cargoes. U.S.-flag vessels may enter 40 listed Chinese ports upon 24-hour advance notice, and Chinese-flag vessels may enter all U.S. ports, except 12 specif­ ically listed. The agreement also deals with such maritime matters as vessel documen­ tation, crew identity documents and shore leave, handling of maritime ac­ cidents, convertibility of payments, and equal treatment with respect to the assessment of tonnage duties. Notice SGT. MATEJ KOOK, PK EUGENE OeREGON, MM. SIEPHEN PIESS All crewmembers who sailed aboard the Kocak in 1986 and/or 1987 are to submit copies of their Coast Guard discharges or pay vouchers to the Contract Department at headquarters in order to collect their economic price adjustment (E.P.A.). Crewmembers who sailed aboard the Obregon and the Pless in 1987 are to submit copies of their Coast Guard discharges or pay vouchers to the Contract Department at headquarters for their economic price adjustment. M.V. GUS DARNELL Crewmembers who sailed aboard the above named vessel in 1987 are due an economic price adjustment (E.P.A.) Forward copies of your Coast Guard discharges or pay vouchers to the Contraci^Departm^nt at headquarters for proMssing. 6 / LOG / January 1989 ' -t" •••; ,.v|S y4 '• '5! �" ''v Ky AIDS Holf/nes—Ififormofroii Is Just a Call Aw€iy AIDS hotlines are made available to the public by a number of different organizations and agencies. Calls to these hotlines can be made anony­ mously (without giving your name). The caller, therefore, may be able to talk more openly about his or her concerns. The caller may, however, be asked to give the state and zip code of the place where the caller is calling from. These hotlines are a valuable source of information. They may be helpful to people who have questions and concerns about AIDS, family mem­ bers and friends of individuals with HIV/AIDS infections, individuals who believe they might be infected with the AIDS virus, individuals who feel healthy but are AIDS antibody posi­ tive, as well as individuals who may have ARC or AIDS. NATIONAL AIDS HOTLINES The national hotlines can be dialed from anywhere within the U.S. They provide trained people capable of giv­ ing information, answering questions, and making referrals to programs, or­ ganizations and services in your area. The 800 numbers are free. To call the other numbers you will have to pay for the long distance call. 1. National AIDS Hotline (Compre­ hensive AIDS information and re­ ferral source for support groups, AIDS antibody testing sites, and other services in your area) 7 days a week, 24 hours a day 800-342-AIDS 2. National Drug Ahuse Hotline M-F 9am-3am; S&S 12 noon-9pm Eastern Time 800-662-HELP 3. AIDS Information Hotline, National Gay Task Force M-F 5pm-10pm; Sat. lpm-5pm Eastern Time 800-221-7044 212-529-1604 New York 4. National Sexually Transmitted Dis­ eases Hotline M-F llam-llpm Eastern Time 800-227-8922 5. Free AZT Program (For those un­ able to afford AZT) . 800-542-2437 in New York only For numbers in other states call the National AIDS Hotline 800-342-AIDS STATE AIDS HOTLINES The 800 numbers can only be dialed fi-om within that particular state. These numbers provide trained individuals capable of giving information, an­ swering questions, and making refer­ rals to programs, organizations, sup­ port groups, HIV/AIDS antibody testing sites, professional and other services. 1. Alabama AIDS Hotline 800-228-0469 2. California AIDS Hotlines 800-367-AIDS Northern Califor­ nia (English/Spanish) 800-922-AIDS Southern Califor­ nia (English) 800-222-SIDA Southern Califor­ nia (Spanish) 3. Florida AIDS Hotline 800-FLA-AIDS 6. Project Inform (Experimental drug information for all stages of HIV/ AIDS infection—newsletter, pam­ phlets, and information) 10am-2pm Pacific Time; Recording other times 800-822-7422 800-334-7422 in California only : .-'"f • 9. Minnesota AIDS Hotline 800-248-AIDS I M 10, Missouri AIDS Hotline 800-533-AIDS i'-"- 11. New Jersey AIDS Hotline 800-624-2377 7^:.'-V:7T •• : -rr'A • 12. New York AIDS Hotline 800-462-1884 13. Ohio AIDS Hotline 800-322-AIDS yy'ity'•7^ 14. Pennsylvania AIDS Hotline 800-692-7294 '1 if|' 15. Puerto Rico AIDS Hotline 809-765-1010 7i::i 16. Texas AIDS Information and Re­ ferral Line 800-248-1091 17. Virginia AIDS Hotline 800-533-4148 5. Louisiana AIDS Hotline 800-999-4379 18. Washington AIDS Hotline 800-272-AIDS 7. Massachusetts AIDS Action Line M-F 9am-9pm; Sat. 10am-4pm; .... 8, Michigan AIDS Hotline 800-872-AIDS / •" 4. Hawaii AIDS Hotline 800-321-1555 922-1313 Oahu 6. Maryland AIDS Hotline 9am-9pm 800-638-6252 7 7:/ Sun. 12 noon-4pm 800-235-2331 '-a- For more information: Elizabeth Reisman SAFE P.O. Box 75 Piney Point, MD 20674 V J "• :i-;5 Upgraders Tour CapHol Hill 7. Gay Men's Health Crisis 212-807-7035 For the number of the locsd group in your area call the National AIDS Hotline 800-342-AIDS "7 • 8. National Association of People with AIDS 202-483-7979 For the number of the local group in your area call the National AIDS Hotline 800-342-AIDS • "'b • SAFE Steering Committee Sets AIDS Policy Goals This article is the second in a series of periodic articles which will report on the Seafarers AIDS Forum for Education (SAFE) steering committee activities. As reported in the November 1988 LOG, the SAFE steering committee will be developing an industry-wide policy to deal with the various issues involving the AIDS virus. The key components of the maritime industry's AIDS policy will cover four areas—education, health and safety, employment practices and health care cost cont^toent. That was the program/mapped out by the SAFE steering committee at a two-day meeting in 1& November at the Seafarers Harry Lundeberg School of Seamanship. SIU President Mike SaCqo and Executive Vice President Joe Sacco along with Secretary Joe DlGiorgio and Vice President Ken Conklin opened the meeting. EmployeiOancJ union representatives reviewed draft policies concerning AIDS education and health and safety. The committee chose three subcommittee chairpersons to coordinate some of the committee's activities. Those selected were Mike DiPrisco of Crowley Maritime for health and safety policies; Anthony Naccarato of OMI Corporation for employment practice policies and David Schultz of American Steamship Co. for the AIDS education program. The committee is scheduled to meet again in early March in Camp Springs, Md. to discuss and develop employment policies. '['Ab'l'--. •iL.. I*--: V#.;, M!.;/ Following the Thanksgiving Day holiday, npgrading members from the Able Seaman class, as well as from the Welding and Automation classes, continued their union education program with a tour of the Capitol. Taking part in the day's events were Jersald Gailetta, Jose Gonzalez, Julio Ramos, Richard Rankin, Gary Tauro, James Templeton, Alfred DeSimone, William Eden, Juan Iglesias, Robert Johmwn, Jack Pegram, Mohamed Saleh, Arthur Miller, John Day, Gary Pratts and James Bates. 7 ti January 1989/LOG/7 -77. V • •hid �" 'f ^ ^^ • • fS- ' .'•: '• •#,-!• '\. . • Glen Dickens, 64 Cut-N-Shoot, Texas Joined Union 1955 mm Lawrence EUand, 78 Mlllbrook, Ala. Joined Union 1947 Julius Fekete, 84 PhUadeiphIa, Pa, Joined Union 1954 ""•rM: ' •-'^. :• • .^'J-., .J'"::,;- -fv-' -VT V; •' Wayne Ard, 37 Husser, La. Joined Union 1969 Louis Galuska, 69 New Orleans, La. Joined Union 1947 Julian B. Royston, 70 Royston, Ga. Joined Union 1951 Santiago Pena, 87 Bayslde,N.Y. Joined Union 1950 Felipe Ferrer, 62 New York, N.Y. Joined Union 1953 Bepjamln Freeman, 67 Brooklyn, N.Y. Joined Union 1962 Thomas Garrity, 85 >, New Orleans, La. Joined Union 1948 David GIbbs, 65 Belhaven, N.C. Joined Union 1962 ii- ^ Raymond Bdswell, 84 Gretna, La. Joined Union 1946 William Koltonok, 70 Camden, N.J. Joined Union 1958 Vernon Porter, 68 Norfolk, Va. Joined Union 1938 WlUle Tomllnson, 68 Baltimore, Md. Joined Union 1960 Charles Brezler, 75 Baltimore, Md. Joined Union 1957 James Davis, 64 Seattle, Wash. Joined Union 1945 Joseph McPhee, 66> • Gretna, La. Joined Union 1944 Salvador Rodriguez, 71 Cacus, P.R. Joined Union 1964 - Howard HInnant, 36 Hampton, Va. Joined Union 1975 Marshall Howton, 60 Houston, Texas Joined Union 1956 jrNathan Johnson, 25 ^ DuncanvUle, Ala. Joined Union 1987 Perry Bullock, 49 Baycllff, Texas Joined Union 1963 R.B. Kelley, 68 Houston, Texas Joined Union 1977 Henry Caswell, 78 Alpena, Mich. Joined Union 1960 Harold Knipp, 80 Toledo, Ohio Joined Union 1960 Daniel Dean, 79 Neptune, N.J. Joined Union 1952 Edward Klhn, 76 Herron, Mich. Joined Union 1950 ; J;'if?;;:', Your 'i-.:' • v --' '.'i.-.v, ; • •• •..-•f'v ^ ,-JV T o SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. • -'.'Am-"'' DUES Your current quarter Union dues must be paid at the time you register. "?• U-' ' ': • RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your respon sibility to keep in contact with the Port Agent at the port in which you are registered. JOBS/SHIPPING is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. J• • 8 /LOG/ January 1989 ''' V" /r- .f-": • �-V. - First Went to Sea In 1915 E' • • ,• \ - i V.• • .'•: ,• • • v""" -^V" •" -i'- t ' •- , ; .- v*_ ''-7;-'^,^»;f.;ir: v.. V. • •' 90-Year-Old Seafarar Wins WW II Discharge Editor's Note: Hundreds cf Seafarers who sailed in World War II have been granted their WW II discharges and veterans' benefits, some 43 years after the last shot was fired. We salute ail of these men who served their country and wish there was room to tell each story. Roughly a quarter of a million Amer­ icans served in the merchant marine between Pearl Harbor and V-J Day. Some 5,662 of them died—a higher casualty rate than their counterparts in the Navy. The benefits to which their status entitles the survivorsincluding use of veterans' hospitals and burial in national cemeteries—are long overdue—43 years to be exact. On Jan. 21, 1988, a federal court decision gave veterans status to World War II U.S. merchant seamen who sailed between Dec. 7, 1941 and Aug. 15, 1945. It came after a 43-year fight with the Defense Department and an eight-year struggle in the courts. One such survivor is Geronimo B. Gapac, now 90 years old. A resident of Savannah, Ga., Gapac went through all the necessary paperwork and gov­ ernment forms, and this past Novem­ ber received his honorable discharge New Sea Litter Laws Take Effect An international treaty banning the 'dumping of plastics at sea and tough­ ening the rules on other garbage took effect in early January. No plastics, such as synthetic ropes, fishing nets or plastic trash bags can be tossed overboard. In addition, other forms of garbage, such as packing materials, can't be disposed of within 25 miles of land. Food wastes cannot be dumped within 12 miles of shore unless they have been processed through a grinder. Even stricter rules apply in the Med­ iterranean, Baltic and Black seas, which face huge pollution problems. U.S. Extends Territorial Waters The United States has extended its territorial waters to 12 miles offshore. The U.S. is the 105th country in the world to mark the 12-miIe limit. Pre­ viously it claimed a three-mile limit. The biggest benefit, a State Depart­ ment official said, "will be to make foreign intelligence gathering more dif­ ficult and less effective." The new limit does not ^ect U.S. fishing or mineral rights. certificate from the U.S. Coast Guard and a certificate of service from the U.S. Merchant Marine. With the cer­ tificates comes the long-awaited and well-earned honor of being a U.S. veteran. But it's been a long road for Geronimo Gapac proudly displays his World War discharge certificate. Gapac in getting to this point. Geronimo Bilbao Gapac was bom Sept. 30, 1898 in the Visaya Islands in the Philippines. He struck out on his own at 17 to become a merchant seaman. And for the next 46 years he saw the beautiful cities of the world and the brutality of action in two world wars. Gapac was working as a cook aboard ship when he married his wife Infanta in 1935. He left when his son was only seven months old and didn't see them again for six years. On March 16, 1943, Gapac joined the SIU in the port of Norfolk, Va., sailing in the steward department until his retirement in 1968 at the age of 70. His voyages took him to Tunisia and Africa with supplies for General George Patton and his troops. He remembers seeing other merchant ships torpedoed ks they delivered the needed supplies to our allies in Russia on the "Murmansk Run." One of his last wartime assignments found him in the Pacific where he witnessed some of the most dangerous action between the Japanese and the U.S. Navy. Gapac and his wife and son were reunited in Shanghai, China in 1946 and moved to Savannah in 1950, where they still reside. Many merchant seamen have long passed the age where they can enjoy most of the benefits that other veterans enjoyed following the war. For some SIU members, the recognition is merely a matter of principle. Gapac's wife Infanta said the only thing her husband might get out of being a veteran is a flag and a tombstone when he dies. But for Gapac, the certificates grant­ ing him veterans' benefits are "a sou­ venir," just two of many awards and Other memorabilia now hanging on the walls of his Savannah home—among, them certificates from the War Ship­ ping Administration testifying to his active service in the Atlantic, Pacific and Mediterranean Middle East war zones, as well as a Merchant Marine Combat Bar certifying that he faced "direct enemy action in a service of vital importance to the nation," Gapac is anxious to meet with cap­ tains, officers and other surviving crewmembers from the war, and hopes they, too, have gotten their long over­ due recognition. You may write to Gapac in care of the LOG. • •• .'5(S; v.. vr,';,: : •iiva--' • .'.M . - • • •' 1 . Feast Makers icals, passed through the last lock. Both the Seaway and Canada's Welland Canal have been shut. The Seaway, which links the Great Lakes to the Atlantic Ocean, will undergo routine maintenance and im­ provements. 2 Feriy Boat Sinkings Claim More Than 100 At least 59 people died when a Guatemalan ferry boat sank off that country's Caribbean coast Jan. 1. A ferryboat carrying party-goers off the beaches of Rio de Janeiro sank, claim­ ing at least 51 lives New Year's day. In the Guatemalan tragedy, the boat apparently ran out of fuel in the middle of a 16-mile trip across Amatique Bay. Witnesses said when a naval tug boat came alongside to secure a tow, most of the passengers ran to one side of the boat and it sank. In Rio, a 100-foot boat was carrying 131 people, including crewmembers^ to watch fireworks off the beach. But the boat which normally takes tourists on trips around the bay, was not equipped for the open seas that face the Copacabana beach. Rou^ seas apparently caused the boat to capsize. Authorities said the boat was overloaded. St. Lawrence Seaway Season Ends A Piece of History Faces Eviction The navigation season on the St. Lawrence Seaway ended Dec. 23, when a Liberian tanker, loaded with chem- One of the most famous American passenger ships, the United States, may be evicted from its berth in Nor- 4-V :4: • V)-. ^ f -.'i ;-V4. ' WMtB • 'i,- •!' When Thanksgivuig roiled around, the crew aboard the SlU-contracted Stephen Pless had the "best Thanksgiving Day feast I have ever seen," said QMED Robert Rester. He wanted to make sure the steward department (pictured above) received recognition for their work. They are (1. to r.) S/A Jessie Robinson (kneeling), 3rd Cook Charles T. Yancey, Chief Cook Patrick Helton, Chief Steward Earl Gray Sr. and S/A Donald Gehhia (kneeling). folk, Va. because its berthing fees have not been paid. The port is owed more than $500,000. The ship has been tied up in Norfolk for 20 years. In 1981 a company hoping to refit the ship and operate it in the West Coast to Hawaii trade bought the vessel from Marad for $5 million. But the firm has not been able to raise the $200 million to get the United States under steam again. "Our feeling is we're in the cargo business, and that ship is taking the place of a cargo vessel," said Joseph Dorto, general manager of Virginia International Terminals Inc. WWIIMinesSHIi A Shipping Threat ;> • • 4:- • • Some 2,000 mines left over from World War II are still believed to pose a deadly threat to commercial shipping in the Kanmon Channel in Japan. The mines were dropped by U.S. bombers to disrupt Japanese shipping, but not all have bee^ accounted for. . -i T'-V ' • • January 1989/LOG/9 .-iyy- , ;? *• ;:;T' •i •. �J: •;, • •Vtv';''} ' . • &•:" • J''!:-,- •'" • 'i^SNjt=;" •• • •• l||t'3iSiS?ft44 The Mess in Y6ur Medfdhe Cabinei Health Line This is one of a series of occasional articles on personal health. It was pre­ pared hy Dr. Elizabeth Reisman. p';-- '.•., Detroit Labor Leader Honored Our medicine cabinets today con­ tain all the seemingly essential overthe-counter (medicines bought from a drug store shelf without a prescription) and prescription medicines we believe we need to get through pur everyday injuries: rashes, itches, aches and pains, coughs, stuffy noses, and bouts of constipation and diarrhea. One trip through your bulging med­ icine cabinet will show you, however, that you fall far short of what you expect. Why is it, with such a fine assortment of pharmaceutical prod­ ucts, that you probably can't even properly treat a cough or diarrhea? Actually, the reason is really quite simple. Many of your medicines are probably old and out of date. All medicines have a limited life on the shelf during which the full effect (potency) of the drug can be depended on. After this time the drug becomes less able to do what it is supposed to do. Because of this, expiration dates must now be present on all prescrip­ tion and over-the-counter medicines, including ointments and antiseptics (except isopropyf'alcohol which is good for at least 3 years). For prescription medicines the ex­ piration date is written directly on the prescription label prepared by your pharmacist. The expiration date on over-the-counter medicines is placed somewhere on the product label or product itself by the manufacturer. You may find, however, that the ex­ piration date on over-the-counter med­ icines are much more difficult to find. The location of the date seems to vary from product -to product and manufac­ turer to manufacturer. Checking the expiration date on an over-the-counter medicine before you buy it gives you a good start to stock­ ing fresh medicines. By checking the expiration date you can avoid the mis­ take of buying a medicine which is out of date or will soon be out of date. It is also important that you check your medicine cabinet every few months for out-of-date medicines to discard. Check with your pharmacist before using a medicine with no ex­ piration date, with a date which you are unsure of, or which does not look or smeU right. Medicines you wish to discard should be done carefully so that children or pets do not discover them and poison themselves. Com­ munity or ship regulations may pro­ hibit you from flushing them down the toilet. Medicines should always be stored in their original containers. The orig­ inal container has the medicine's proper name, the strength, the amount to take, when to take the medicine, how to take the medicine, the expiration date, the number of refills left on the prescription, the name and phone number of the pharmacy which holds the original prescription (this is re- quired if you need to obtain a refill from a different pharmacy), and other important information (such as warn­ ings and unusual effects to watch for). Keeping medicines in their original containers assures you that you have the medicine that you think you have and that you know how to take it. Another important problem with medicine cabinets is their location. The high heat and humidity of bath­ rooms cause the deterioration of pills and powders. Bathrooms, therefore, are not good spots to store medicines. A cool, dry place away from direct heat and sunlight is the best. Since some medicines must be stored in the refrigerator, check the label to find out if it needs to be refrigerated. Always consider the safety of chil­ dren when storing medicines. Infants and young children are very curious about medicines. They're brightly col­ ored, they look like candy, and chil­ dren see others eating them. Even small amounts of medicines may be extremely dangerous to a child. There­ fore, if young children are around be sure the medicines are in child-resist­ ant containers, the medicine cabinet Robert "Bobby" Holmes, left, Teamsters vice president and a long-time leader in the Detroit-area labor movement, was honored recently for his SO years of service in the advancement of labor's causes. SIU Headquarters Representative Byron Kelley made the keynote address at the Testimonial Dinner and presented Bobby Holmes with a ship's wheel, maritime labor's highest award. More than 100 of Michigan's labor leaders attended the dinner. riodic job every few months, espe­ cially before getting on a ship. Be sure the medicines which you pack in your seabag are not out of date and won't become out of date while on the ship. Finally, keep all your medicines in a cool, dry place which is also out of the reach of young children. is out of the reach of children, and the medicine cabinet is locked. Remember to include antiseptics, sprays and oint­ ments in the medicine cabinet since these are also dangerous in young hands. Don't stock pile out-of-date medi­ cines. Make checking the dates a pe­ Dispatchers Report for inlanci Waters DEC. 1-31, 11™ 8^'* . ' Y-'>i!'><!>- Port New York...........;. 4,. Philadelphia ................,.. Baltimore ........ ; .i..;;. Norfolk ........ , Mobile.. . ............ i v..... New Orleans........:......... Jacksonville ..............,,.. San Francisco- ......;........ * Wilmington.... .... Seattle................ Puerto Rico ................ Houston. ......... Algonac.................:... St. Louis .............. . . ... PIney Point......... Totals ..................... Port New York.... j.......; Philadelphia .................. Baltimore.. Norfolk ..................... Mobile.;....... New Orleans .................. Jacksonville ..,.. San Francisco ................. Wilmington....... Seattle Puerto Rico.... .„ Houston ....... ..; Algonac..........'............ St. Louis . . . ......... PIney Point.................... Totals....................;,. Port New York.............. Philadelphia ......... Baltimore Norfolk Mobile New Orleans. ..... ........ Jacksonville ... San Francisco Wilmington Seattle ; Puerto Rico ...... ......... Houston. .'........ Algonac.... ......... St. Louis ...............; PIney Point. Totals All Departments...... 'TOTAL REGISTERED Ail Groups Class A Class 8 Class C TOTAL SHIPPED All Groups Class A Class B Class C "REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 2 2 30 0 0 1 0 2 0 0 1 19 0 1 58 0 0 0 4 0 0 0 0 2 0 0 0 7 0 0 13 0 0 0 d 0 0 12 0 17 0 0 0 0 0 0 29 0 0 0 4 0 0 0 0 0 0 0 0 11 0 0 15 0 0 0 2 0 0 0 0 0 0 0 0 3 0 0 5 0 1 0 0 0 0 1 0 0 0 0 1 0 0 0 3 0 2 0 4 1 0 1 0 1 0 0 0 5 0 0 14 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 4 0 0 0 1 1 0 0 0 1 0 0 0 6 0 0 9 87 19 36 44 0 1 0 3 0 0 2 0 12 0 0 1 5 0 0 24 0 0 0 0 0 0 0 0 6 0 0 0 2 0 0 8 0 0 0 0 0 0 0 0 60 0 0 0 0 0 0 60 0 1 2 64 0 0 4 0 61 0 0 1 18 0 0 151 0 0 0 18 0 0 0 0 16 0 0 0 2 0 0 36 0 0 0 0 0 0 21 0 6 0 0 0 0 0 0 27 ENGINE DEPARTMENT 0 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 11 0 1 STEWARD DEPARTMENT 0 1 0 9 0 0 0 0 18 0 0 0 9 0 0 37 0 1 0 3 0 0 0 0 32 0 0 0 2 0 0 38 0 0 0 0 0 0 3 0 0 0 0 2 0 0 0 5 0 0 0 7 0 0 1 0 52 0 0 0 3 0 0 63 0 0 0 2 0 0 1 0 13 0 0 0 0 0 0 16 0 0 0 0 0 0 2 0 0 0 0 0 0 1 0 3 251 90 35 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 2 0 0 0 0 0 0 4 means the number of men who actually registered for shipping at the port last month. Registered on the Beach" means the total number of men registered at the port at the end of last month. 10/LOG/January 1989 , .1- P • �- >rr;r, - f> orw- ' -v V' '',\r''''''"-'i;.- &•-. . ":i5?;r Sill's 50th Year Marked by New Leadership and Direction 1988 was a ytear^change and chal­ lenges for the SlU~^d the maritime industry. It was markra hy victories, a few defeats and som^tandoffs. Follow­ ing is a wrap-up 1988 taken from the pages of the ea/h month's Seafarers LOG. JANUAI The year starts out on a promising liote. The maritime industry is ex­ empted from the provisions of the Canada Free Trade Agreement. H.R. 2598, the Commercial Fishing AntiReflagging Act of 1987 is signed into law. And after 43 years, the Depart­ ment of Defense finally decides to grant merchant seamen veterans' sta­ tus for the heroic role they played in World War II. WORLD WAR n SEAMEN: The decision to award World War II sea­ men veterans' status comes only after the SIU and other maritime unions mounted an eight-year court struggle. The issue is an emotional one for seamen, especially since 14 other nonmilitary groups already had their con­ tributions to the war effort honored. H.R. 2598: The original purpose be­ hind H.R. 2598 is to implement badly needed reforms in the fishing industry. Backers of the bill, however, had hoped to use it as a vehicle to close a loophole which had enabled the government to reflag 11 Kuwaiti tankers. The administration's decision to reflag 11 Kuwaiti tankers under the American flag is denounced by most industry figures. Under an obscure 19th century law, the operators are able to crew these vessels with foreign nationals. This poses a special threat to the job security of American sea­ men. Enactment of H.R. 2598 proves bit­ tersweet: within a month, the govern­ ment would issue a waiver which al­ lows the operators of the Kuwaiti vessels to continue manning those ves­ sels with foreign crews. Still, the leg­ islation corrects serious problems in the fishing industry and demonstrates just how much the maritime industry can accoifiplish if it stands united. CANADA FREE TRADE: Trade is one of the most important issues facing workers in 1988. Increasingly, North American workers find their jobs being exported overseas as a result of unfair foreign competition. Two trade issues dominate the year. Organized labor pushes hard for pas­ sage of some kind of Omnibus Trade Bill. Meanwhile, the Reagan admin­ istration seeks to eliminate trad^ bar­ riers between Canada and the United States. The Canada Free Trade Agreement poses a serious threat to the cabotage laws of Canada and the United States. Government officials north and south of the border make no secret of their desire to expand the scope of the agreement in upcoming trade negoti­ ations. Getting maritime removed from the Canada Free Trade Agreement proves to be a major victory for the SIU. OTHER DEVELOPMENTS; SeaLand purchases five new vessels that had been owned by U.S. Lines. The vessels, which were to be used on the company's West Coast, Hawaii iand Asia runs, represent a 42 percent in­ crease in the line's cargo capacity in the Pacific . . . The Overseas Joyce (Maritime Overseas) leaves Houston on its maiden voyage. It is the first U.S.-flag and SlU-crewed car carrier to call in the United States . . . The Coast Gu^d issues new drug and al­ cohol rules. The SIU and others in the maritime industry are successful in having two objectionable provisions dropped from the'final version: sea­ men are no longer subject to losing their seamen's papers if they fail to report a co-worker who is intoxicated, and they do not have to report their prescription drug use to the captain of the vessel . . . SIU awaits NLRB de­ cision on unfair labor charges it filed in connection with strikes against Cur­ tis Bay Towing of Virginia and Mc­ Allister Brothers in the port of Nor­ folk. -- Toasting the long and proud history of their union at the San Francisco hall are, from left, A1 Finoccbio, Carmelo Aste, Sam Young, Joe Favilli and Dolly Taiaga. waive American manning and citizen­ ship requirements on 11 Kuwaiti tank­ ers . . . Stressing the vital role that America's merchant fleet plays in the defense of this nation, the president's Commision on Merchant Marine and Defense recommends that the admin­ istration adopt a seven-point program aimed at revitalizing the Americanflag merchant marine . . . With the backing of the SIU, the Senate, fgr the first time in 35 years, overwhelm­ ingly ratifies two International Labor pact. . . George Laurence Foote, for­ mer Marine Cooks & Stewards port agent, is dead at the age of 76. His ashes are scattered at sea by the crew of the SS Galveston . . . SIUNA Vice President Jack Caffey is named to the six-man executive board of the New York State Fed . . . .j The presidential race gets under way in Iowa and New Hampshire . . . The Canadian government considers es­ tablishing a second registry . . . The SIU is featured on public television as part of a series on the American labor movement. Entitled "Portraits of American Labor," The series is hosted by Ed Asner . . . The NLRB issues unfair labor practice charges against McAllister Brothers. •i'-- .-.H' MARCH FEBRUARY J'he Maritime Trades Department of the AFL-CIO meets in Bal Harbour, Fla. to set its legislative agenda for the year. The delegates strongly con­ demn the administration's decision to SIU President Michael Sacco at the SIU's 50th t J '"I- Tom Skagg Kelps ready the Sgt. W. R. Button just before she laid up for repairs. AflrCIO lhrcridl«nt Uuie Kirfcland i fumiversary.., I X Organization (ILO) conventions. Con­ vention No. 147 sets minimum world­ wide standards for seafarers, and No. 144 establishes a tripartite consulta­ tion system of labor, management and government on matters relating to the ILO. American seamen who served in World War II react to news that they have been granted veterans' status with great enthusiasm. The Veterans Administration issues instructions on how to apply for , veterans' bene­ fits .. . The Coast Guard faces a $100 million cut in its budget. Experts issue dire warnings about the safety im- The SIU appeals directly to Secre­ tary of State George Shultz in an effort to rescind the crewing waiver for 11 reflagged Kuwaiti tankers. Also, the NMU, NMEBA, MM&P, SUP and MFOW file suit in federal court seek­ ing to have that waiveroverturned . . . The administration submits a trillion dollar budget to Congress for fiscal year 1989 which leaves funding for maritime programs at essentially the same levels that they were last year . . . More than 30 labor, management and government representatives, in­ cluding SIU President Frank Drozak, meet at the United States Merchant Marine Academy to discuss manning standards for the American-flag mer­ chant marine ... H.R. 1841, which seeks to improve safety onboard fishing vessels, is ap­ proved by the House Merchant Marine and Fisheries Committee. The bill also seeks to address the liability insurance problem and would require that the Coast Guard develop a mandatory li­ censing plan for vessel operators. While there is a general consensus that some­ thing needs to be done about safety onboard the vessels (the fishing indus­ try has the highest accident rate in the nation), the provisions regarding lia­ bility insurance and mandatory licen­ sing are quite controversial. . . The Omnibus Trade Bill remains stalled in (Ctmtinned on Page 12.) January 1989/LOG/II V •. \ �•. I ' .V I ' '•".7-.' ;»•'. ,'•• •;• V ; - 't? ..V' '-7'" " .V I "7^^ ^I , « '7 ' ;• ' '-^iiaWSSi t >S" vM7 ^7fe'r "v£7#--r7'|7-^ ^ ' .•:/i' '7(^1 •., • •74''4£^.7'7. • ^••'I 1^7•'••-':* 1 f 7 7 ;vf 'IS®,;- •Jiiit-- (Continued from Page 11.) joint conference between the House and Senate. The American Maritime Privatiza­ tion Coalition calls for the reform of the MSC procurement process . . , DOT Secretary James Burnley testi­ fies at the House Merchant Marine Fisheries Committee that reform of the liner subsidy program is essential, but that the administration is commited to making sure that "the pro­ gram is fiscally responsible"... SIUNA Vice President John Fay is honored for his contributions and help to the Deborah Hospital and Heart Lung Center in Philadelphia . . . SIU contracted companies garner the lion's share of contracts awarded by the MSC to private sector for the main­ tenance of the Ready Reserve Force (42 out of 71 vessels) ... SIU boatmen at Cape Fear Towing in Wilmington, N.C. agree to a con­ tract extension . . . Representatives from the SIU attend a special meeting of the Commission on Merchant Ma­ rine and Defense on Capitol Hill, where Dr. Alan Cameron, the executive di- that they are taking steps to increase U.S. manning" ... In response to a suit filed by five maritime unions, a federal judge rules that the adminis­ tration has the right to waive manning requirements on the 11 reflagged Ku­ waiti-owned tankers. SIU trainees and upgraders from Piney Point join ranks with 200 other union workers and civil rights sup­ porters at an anti-apartheid rally in Washington, D.C. . . . Five bills are introduced to refoim the liner subsidy program. The SIU joins the NMU, MM&P and NMEBA in expressing "extreme disappointment" in the administration's plan . . . The Omni­ bus Trade Bill is still in joint confer­ ence, where Senate and House con­ ferees drop a provision which would have taken minimal steps in opening up the restricted auto-carriage trade. Also, the conferees are reported to be looking intoi a provision that would allow the exjport of 50,000 barrels of Alaskan oil a day to Canada. The SIU reaches a tentative agree­ ment with the Seafood Producers As- Dragtender Luis Green keeps an eye on operptions onboard the dredge Sugar Islander. rector of the group, discusses how the commission's findings and recommen­ dations relate specifically to the Great Lakes maritime industry . . . Corpus Christi is chosen to be the home port for the Navy battleship Lexington. An SIU company, G&H Ship Docking, helps dock the battle­ ship when she reaches port», . . Two candidates for the Democratic presi­ dential nomination, Richard Gephardt and Jesse Jackson, speak at the SIU hall in Houston, Texas. APRIk Michael Sacco is named-executive vice president of the SIU at the union's membership meeting in Piney Point, Md. ... In a letter to Drpzak, Sec­ retary of State George Shultz defends the government's action in claiming a crew waiver for the 11 Kuwaiti tank­ ers. But he adds, "We are also advised that Kuwaiti officials are aware of our concerns over the manning issue, and . *• • ' ' "•' •''• - ^ JV—' -. - - .. -• . • •: . . .•/•: -- 'ru.:::- ',•: 7'.t.:77;7-777,«;i.:u:;77 sociation in New Bedford concerning the scallopers and draggefs . . ; A bill is introduced in the New York City Council to change the name of Battery Place between Broadway and West Street to Merchant Marine Veterans Drive . . . The SIU's Government Services Division seeks to clarify the union's basic agreement with the Mil­ itary Sealift Command of the Pacific to correct longstanding griev­ ances , . . SIU crewmen onboard two G&H tugs in Houston, the C.R. Haden and the /. Harris Masterson, are praised by the company for their courageous and quick action in extinguishing a fire. Sen. Daniel K. Inouye (D-Hawaii) speaks at the dedication of the SeaLand Hawaii, which is one of five vessels that is scheduled to begin a regular West Coast to Far Ea^t^n via Hawaii . . . The SIU ujges the House Subcommittee on .Fisheries, Wildlife, Conservation and Environ­ ment to facilitate the exploration and development of Arctic National Wild­ life Reserve (ANWR) oil . • • The House passes an amendment^tp the Immigration and Nationality Act pro­ hibiting the admittance of aliens plan­ ning to work on American ships or aircraft during a strike by American workers ... SHLSS Executive Chef/ Instructor Romeo V. Lupinacci is awarded thie Diamond JubUee Gold Medal of the American Culinary Fed­ eration . . . The American Council on Education begins a routine 10-year evaluation of the vocational courses offered at the Seafarers Harry Lundeberg School of Seamanship. MAY For the second time in a little more than a year, the SIU's view on CDS payback is upheld by a federal judge who rules that Marad's decision to allow huge, subsidized tankers into the Alaskan oil trade is wrong . . . President Reagan threatens to veto the Omnibus Trade Bill because it con­ tains a provision requiring companies to give their employees 60 days notice in case of a plant closing. In order to gain enough votes to override a pres­ idential veto. Democrats drop a pro­ vision from the bill prohibiting the export of refined Alaskan oil in excess of 70,000 barrels a day. American President Lines launches the President Truman and the Presi­ dent Kennedy, two of five new C-10 container ships it has added to its fleet ... Two Seafarers and four de­ pendents win $50,000 in scholarship awards from the SIU's Charlie Logan Scholarship program ; . . Long-time SIU official Leon Hall retires after nearly 50 years with the SIU. Hall played a pivotal role in many of the union's most important beefs and was instrumental in establishing the SIU's Food Service Plan, a training program for stewards. He is replaced by Jack Caffey, who is-named vice president in charge of the Atlantic Coast . . . Shipping is in fiill swing on the Great Lakes, where seamen hope to improve on last year's promising figures. Dur­ ing 1987 iron ore cargoes rose by more than 20 percent, stone shipments were up 21.8 percent and coal showed a small increase of 4 percent . . . Jqe The Shiphandllng Simulator Building at Piney Point is named after SIU pioneer Lindsey WUIiams, center. Marshall, a fork lift instructor for the but the vote in the Senate is expected SHLSS's Sealift Program, retires after to be close . . . S. 1988 is signed into 7W11 years of dedicated service ... SIU law. Known as the Sewage Sludge members negotiate a new contract with Bill, the legislation spells out Jones Act coverage for the transportation of North American Trailing Co. sludge and other "valueless" material The first in a continuing series of within the 2()0-mile Exclusive Eco­ articles dealing with the deadly AIDS nomic Zone . . . The Journal of Com­ crisis appears in the Seafarers LOG. merce reports that "prospects for pas­ Elizabeth Reisman, the author of the sage of maritime article and a mem­ subsidy reform leg­ ber of the St. islation this year Mary's County appear to be dis­ AIDS Task Force, mal." stresses that edu­ President Rea­ cation is the most gan signs two con­ effective weapon ventions of the ILO we have . . The into law, including Persian Gulf War one which requires heats up as the nations to establish United States minimum standards blows up an Ira­ for working and nian oil rig in retal­ living conditions for iation for mines that crews on seagoing Iran allegedly laid vessels registered in the Strait olFHorunder their flag . .. muz. Commenting The Transporta­ on the develop­ tion Institute esti­ ment, The Wash­ mates that the ington Post notes, Military Traffic "It takes some getr Management Com­ ting used to that mand could save as American-owned much as $400 mil­ ships that fled to a lion by utilizing this foreign flag to avoid nation's domestic American mari­ waterways as an time union wages alternative to can now slip in un­ railroads and der the wing of the trucks . . . The SIU U.S. Navy" . . . A reaches a tentative House Committee with agreement kills three amend­ Maritrans, for­ ments that would merly known as impede the explo­ The fit-out on the Great Lakes is under way as deckhands Towing ration of ANWR Steve Halvaks (left) and Jeff Lalamde help tie up the Paul Harbor . . . Great Lakes Thayer. I oil . . . House Dredging and Dock Merchant Marine wins an emergency contract to free a Chairman Walter B. Jones (D-N.C.) Greek-flag vessel tM was broken down warns that "the clock is running out" in the Chicago River ... The SIU on passage of a Fish Liability and reaches a contract with Crescent Tow­ Safety law . . . Labor leaders across ing of Mobile . . . The SHLSS plays the country speak out forcefully in host to a distinguished group of gov­ favor of passage of a bill that would ernment officials from the U.S. Viigin: raise the minimum wage to $5.05. . ; -^B;. 'j,I: • •• JUNE Michel Sacco, executive vice pres­ ident of the SIU, is appointed vice president of the MTD ... Maritime Day celebrations are held around the country. The holiday was created in 1933 to promote public awareness of this nation's maritime heritage, and coincides with the anniversary of the first transatlantic voyage by a steam­ ship, the SS Savannah, May 22, 1819 ... A report issued by the Fletcher School of Law and Diplo­ macy is condemned by maritime offi­ cials around the country. Among other things, it recommends that all mari­ time subsidies and cabotage laws be discontinued . . . Hearings are held on Capitol Hill concerning the recom­ mendations contained in the Presi­ dent's Commission on Merchant Ma­ rine and Defense. President Reagan vetoes the Om­ nibus Trade Bill because it contains a modest plant closing provision. The veto is easily overridden in the House, JULY I :• I-V' -I-'- 12/LOG/January 1989 fa 7.'I'ft-: ^ ..J .-• ,.Y • :•& ^ •'- i. I'S'' •J.-I>-* " f-7y7;,47^^771!^^ I» •' •'m i' ,>••! - ; ' • > • I |j|~| . vvs |-.|--ii«'--.'V-,»v . , MM; S51yV777!j?i I v.. :- .-r Frank Drozak, 60, SIU president since 1980, dies at his home June 11 following a long bout with cancer. The executive board of the Seafarers In­ ternational Union of North America and the SIU's A&G District unani­ mously elect Michael Sacco presi­ dent ... Hundreds of friends, seamen and dignitaries attend Drozak's fu­ neral at Seafarers Haven, a cemetery for seamen which he had built across the river from the Seafarers Harry Lundeberg School of Seamanship. "Frank's death, brings sorrow to trade unionists around the world, at sea and ashore," says AFL-CIO President Lane Kirkland. The crews of SS Sgt. Matej Kocak, SS Major Stephen Pless, and SS Pfc Eugene Obregon are cited for their meritorious service to the 6()th Marine Amphibious Brigade. All three vessels are (grated by Waterman Steamship Company . . . Ground is broken in San Pedro, Calif, for a major U.S. Merchant Marine Memorial site, fi­ nanced in part by a $10,000 donation by the SIU . . . The worst drought in years brings the inland industry to its knees. The Mississippi River shrinks to some 20 feet below normal levels, and dozens of tugs and barges become stuck, halting traffic up and down the river . . . Dixie Cariiers orders three modem and sophisticated chemical barges which they hope will boost their ' business on the Gulf-Intercoastal Waterway ... The Department of Transportation issues regulations requiring drug test­ ing for seamen onboard commercial vessels. They are similar to the ones that the Department issued earlier in the year concerning aviation and rail­ way workers . . . Provisions that would have caused drastic changes in the liability msurance industry are dropped from a fishing safety bill . . . In West Germany, adherents of open registry shipping try to persuade the govern­ ment there to open up second registry. West German trade unionists oppose the idea because it would cost 37,000 seamen and marine-allied workers their jobs ... Participants at the Containerization and Intermodal conference in Oakland, Calif, call intermodalism the most important development to hit the maritime industry since containerization in the 1950s . . . Sen. Daniel Inouye (D-Hawaii) introduces legis­ lation to allow Sea-Land to apply for operating subsidies for 12 foreign built containerships . . . The House Mer­ chant Marine and Fisheries Commit­ tee holds hearings on H.R. 4662, which would authorize the federal govern­ ment to build vessels for charter to private industry . . . Legislation seek­ ing to outlaw the carriage of sewage sludge is introduced in the House of Representatives. AUGUST Fishermen working on 25 boats, whose owners are part of the New Bedford Seafood. Producers' Associa­ tion, ratify a new contract. . . New flag of convenience operations pose a renewed threat to the U.S-flag fleet. An American maritime consultant hangs out his shingle; for the right price, he can offer a "one-stop-shop" for U.S. ship-owners seeking to find a foreign-flag registry. He claims to have 32 flags to offer . . , U.S. taxpayers are footing a large part of the bill for the Marshall Islands, a former U.S. territory, to become the newest flag of convenience. One of the key players in the set­ up is a close friend and.major fond raiser for the George Bush presidential campaign ... A Japanese company purchases a U.S. barge company, and the Coast Guard, despite being made aware of the lack of U.S. citizen own­ ers, approves the operations. The SIU files chmges with the NLRB against Offshore Personnel Inc. and Gleneagle Ship Management Inc. for refusing to hire qualified seamen be­ cause of their union affiliation. The two firms, one a ship manning agency and the other a ship management firm, were hiring seamen for the newlychartered tanker Maryland, one of three ships recently bought by Bel­ mont VLCCII. Belmont signs a deal to charter one of the ships to Kuwaiti interests for 24 months . . . Senate hearing is held on legislation to grant operating subsidy eligibility to 12 for- S)^ President Frank Drozak dies in June at age 60. eign-built Sea-Lfoid ships > . . The Coast Guard issues a set of stringent drug testing regulations which could subject every member of the U.S.-flag merchant marine to regular random drug testing . . . Tug industry experts predict that the drought could cost the industry $150 million. Seventeen young boys and girls spend two weeks at Piney Point and the union's headquarters building as part oftheMTD's Sea Scouts program . . . The SIU establishes the S^^arers AIDS Forum for Education in an effort to combat this, deadly disease . . . SIU member Edward Pulver is re-elected by acclamation to a four-year term as secretary-treasurer of the New Jersey State AFL-CIO. Augustin Tellez is also electedto the Executive Board . . . Democrats unite behind a DukakisBentsen ticket at an electric four-day convention which highlights the themes that the party intends to use in this year's presidential campaign . . . Touring Sea-Land's massive container facilities in Tacoma, Wash., Dukakis pledges his support for a plant closing bill, which had passed both the House and the Senate by veto-proof margins after it had been introduced separately fi-om the trade bill . . . The Reagan administration eases restrictions on the amount of sugar that can be im­ ported into the country, causing con­ cern to the Sugar Workers Union, an affiliate of the SIUNA. SEPTEMBER Michael Dukakis is endorsed by the AFL-CIO ... Seafarers crew the Guayama, one of five new Puerto Rico Marine Lancer-class ships . . . Sea­ farers crew the M/V Maersk, which is chartered by the Military Sealift Com­ mand . . . Leonore Sullivan, former chairman of the Merchant Marine Committee, is dead at the age of 85. An ardent supporter of the maritime industry, she helped win passage of the Energy Security Act of 1974, which was pocket-vetoed by President Ger­ ald Ford . . . SIU President Michael Sacco warns the maritime industry about the upcoming General Agree­ ment on Tariffs and Trade (GATT) talks . . . The SIU reports on a small but growing trend: the reflagging of foreign vessels under the American registry. Many of these vessels are engaged in carrying cargo for the Mil­ itary Sealift Command. 11 �^"fewiiiiiiJ.iiiiiii'M m. • -<! ."^1 .. 198&-^ear in Review Kr (Continued firom P^e 13.) Several maritime groups, including the SIU, severely criticize the admin­ istration's drug testing proposal . . . The SIU joins a coalition of maritime unions and companies seeking to re­ store the full deductibility of onboard meals . . . The SIU seeks to correct a diesel tax procedure which costs the industry $300 million ... The take­ over of an American barge company, Consolidated Grain and Barge Co., by a Jap^ese company is put on hold by a federal judge until the Coast Guard can determine if American citizenownership requirements are met . . . Barge traffic on the Mississippi River, slowed earlier this year by shallow water, rebounds after rainfalls in the upper Midwest. The SHLSS begins a driver train­ ing course for Crowley Trailer Marine Transport . . . Three SlU-contracted vessels, the USNS Algol, USNS ternational Labor Communications Association. It wins second place: General Excellence in a nationwide contest in which there were 1,276 entries from 155 labor union publica­ tions . . . Rep. Walter B. Jones (DN.C.) sends a letter to his colleagues stating that there is "no room" in the upcoming GATT talks to encourage entry by the Third World and East bloc vessels into maritime trades re­ served, for security reasons, to vessels of the United States . . . The SIU negotiates a severance benefit settle­ ment with National Marine Service. NOVEMBER Thousands of Seafarers, their fam­ ilies and friends join in celebrations held at headquarters and the ports commemorating the union's 50th an­ niversary ... A Shiphandling Simu- SIU Vice President Jack CafTey (second from left) joins other maritime figures at 19W's Maritime Day ceremony in New York Harbor. Denehola and USNS Altair, begin their role in "Reforger 88," one of the largest U.S. military exercises. OCTOBER At a hearing before the House Mer­ chant Marine Subcommittee, the SIU presents a joint statement with NMEBA, the MM&P and the IBU condemning the Coast Guard's pro­ posed drug testing regulations . . . Stressing the need "to get the Amer­ ican-flag merchant fleet back under full steam," Democratic presidential candidate Michael Dukakis unveils a comprehensive maritime plan . . .The SIU strongly opposes two bills that would weaken the Jones Act. The first, S. 2728, would allow foreign-flag ships to carry coal between Alaska and Ha­ waii. The second, S. 2729, would allow foreign-flag passenger ships to operate between ports in Alaska and between Alaska and Seattle, Wash. . . . The Seafarers LOG puts out a special edi­ tion commemorating the 50th anniver­ sary of the Seafarers International Union of North America and its affil­ iate, the Seafarers International Union . . . The Seafarers LOG is cited for journalistic excellence by the In- lator Building at Piney Point is named after former Vice President Lindsey Williams . . . The SHLSS dedicates Frank Mongelli Drive, named after the late vice president of the school. A federal judge grants an SIU re­ quest for a special inspection of the Ocean Challenger . . . The SIU and OMI Corp. jointly file suit to overturn Marad's decision to award a contract to Belmont VLCCII. The suit con­ tends that Belmont has an unfair price advantage because it purchased the ship for a bargain basement price, that Marad did not follow the 1936 Mer­ chant Marine Act and that the ship is not suitable for the grain trade . . . The House and Senate vote to restore 100 percent deductibility for crew meals and to exempt tug and barge owners from a 15 percent diesel fuel tax. SIU President Michael Sacco sends a letter to President-elect George Bush congratulating him on his victory and urging him to give shipping a high priority in his upcoming administra­ tion . . . The president's Commission on Merchant Marine and Defense is­ sues the third in d series of four reports which reaches the following conclu­ sion: while the decline of the Ameri­ can-flag merchant marine poses a grave threat to this nation's military capa­ bility, it is not irreversible. The prob­ lem could be corrected by the adoption of a comprehensive maritime policy. And the savings and benefits derived from implementing such a program would substantially exceed the costs to the government . . . Secretary of Transportation James Burnley re­ quests that the Coast Guard triple the number of people handling applica­ tions from World War II seamen seek­ ing veterans' status. There is now a backlog of 43,000 such applications, and about 900 are arriving weekly. The SIU holds an AIDS seminar for its contracted companies in order to come up with an industry-wide policy to combat the deadly disease . . . The Government Accounting Office re­ leases a study stating that the esti­ mated cost of maintaining the Jones Act restrictions in the Alaskan trade have been greatly exaggerated and that they should be retained because they "help maintain the nation's capability for military shipbuilding and sealift in time of war" . . . Marine Transport Lines, the owner of the ill-fated Ma­ rine Electric which sank five years ago at the cost of 31 lives, pleads guilty to a criminal misdemeanor charge . . . The Reagan administration's CDS payback plan suffers another setback when a federal judge rules that any company operating in the protected Alaskan trades contrary to an April 29 decision is doing so illegally. The United States and the People's Republic of China make substantial progress towards negotiating a new maritime agreement. Katharine Wei, chairman of the board of the Falcon Group, says that the proposed agree­ ment would bestow only "a cosmetic benefit to the bulk carrying segment of the American fleet" . . . Long-time SlU-contracted Waterman Corp. re­ quests Marad approval to sell its in­ terests to International Shipholding . . . Sen. Ernest F. Hollings (DS.C.) and Thomas B. Crowley, chair­ man of the Crowley Maritime Corp., are presented with Admiral of the Ocean Sea (AOTOS) awards. DECEMBER The SIU becomes the first trans­ portation union to challenge new fed- Joining the crew of the Golden Monarch are AB Julio Mattos (left) and Relief Bosun Ruben Morales Jr. eral drug testing regulations when it files suit in Washington, D.C. to have new drug testing rules issued by the Coast Guard declared unconstitu­ tional. . . Even though VLCC's Ocean Challenger passes an inspection re­ quested by the SIU, the vessel misses two sailing dates and is the subject of a Coast Guard inspection for polluting Portland, Ore.'s harbor ... The Na­ tional Transportation Safety Board (NTSB) spearheads a drive to improve safety standards in the fishing indus­ try, which has the highest accident and death rate in the world. It says that H.R. 1841, a fish safety bill passed earlier this year, is only a minimum, and that the Coast Guard should im­ plement a mandatory licensing pro­ gram . . . Seafarers from the LNG Capricorn (Energy Transportation Corp.) rescue 27 from a sinking Pan­ amanian-flag vessel . . . The Swedish Shipowners' Association releases a study which contends that it is possible to operate a large boxship with as few as nine seamen. Hapag-Lloyd, a West German shipping company, puts the final touches on two new vessels which are scheduled to begin cross-Atlantic runs with crews of only 13 people. .. , Engineer Manuel Roda and Mate Antonio Pimentel in a quiet moment onboard the Sao Pedro, tied up on the New Bedford waterfront. * 14/LOG/January 1989 w,. __ • T*. ^ �DEEPSEA • Ira J. Jesse, S3-, TComw I - ^ WUmington I.. ' Thomas T. Kirby Jr., 64 •Midi 'Mr ' Houston ' WiUiaiiorKuiiak, 61 1- JBaltimore William Lovett, 65 New York Herbert R. Mmiek, 63 ^ v Jacksonville Albert N. Ringuette, 65 f: ' Seattle ^ ^ Bernard Shapiro, 65 . New York V- Arturo I. Aguilar, 66 Houston Charles E. Bell, 65 San Francisco INLAND —New SlU Pensioners .-Sy-- -V Jacksonville Port Employee Jim Koesy (above right) presents Joseph Zeloy with his first pension check in the Jacksonville haU. Below, Bosun James Corder also joins the retirement ranks with his first pension check from Koesy. . M''' . ^ ' y"; -:-xir Frank T. Conway, 67 New Orleans Esko Makila, 66 San Francisco James W, Gard, 61 Jacksonville John M. Cossman, 62 Houston Robert S. Cropper Jr., 59 Philadelphia Lawrence Dugas, 62 New Orleans Siegfried R. Gibbs, 55 Philadelphia Paul P. Greco, 62 Duluth Lloyd O. Montgomery, 62 Jacksonville Edwin Welch, 56 Houston Elmer P. Moran, 61 Wilmington Joining the retirement ranks is Manuel "Manny" Ledesma, right, receiving his first pension check from Honolulu Port Agent Tom Fay. Manny sailed as cook and baker aboard the Matson Line vessels. Aloha and smooth sailing, Manny. ' LIFEBOAT—MILITARY SEALIFT COMMAND, 10/25/88 . * . It' -?* • v • 'If?!' • - . - •• -fi-. -'4 RAILWAY MARINE REGION r "•• :-S- HoUis W. Maupin, 63 New York tv '•S! James J. Mulcaby, 65 San Francisco Ralph W. Murray, 63 Wilmington GLOUCESTER FISHERMAN r'- Benjamin A. Cbianrola Gloucester '• rM''' • '.4:X First row, left to right: Luis Ronchaquira, Jose F. Rivera, Bruce Zenon, Rkhard Allen, James Noble. Second row: Ben Cusic (Inst.), Antonio Soares, Dennis Rapp, Christina Sofia Ramos, Jose A. Montes. George I. Prasinos, 65 Roberto A. Principe, 65 New York San Francisco mm. ri I-:#-.-, •••amm WELDING, 12/16/88 Personals Leon Jack LaRocbe EmmaniiPi Rapitb, 66 James R. Tbom[^n, 62 " " ' .Mobile Seattle Percival Wicks, 78 • San Francisco George E. Aimis, 59 New Orleans John Bekiaris^61 New York Samuel JE. Bossard, 67 St. Louis' John T. Cherry, 67 ^ew Orleans , Carlos Gpmez, 61 New; York" ' Please contact your daugh­ ter, Maiy Jane Karg. This concerns important medical information she needs. Any­ one who coiild help Mary Jane Karg find her father may call jQQ jjig jljg Tide. water, sailed from Brooklyn in late 1943 or early 1944. Call collect (618) 763-4974. D.R. White D.R. White (SS# 038-361546): Please contact the Jack­ sonville hall to reclaim a Sea- . {.and check dated Novembk . Uft to right: BiU Foley anst.), J.J. Cooper, Jim Hagner, Tom Dowell, Keith Shamberger, * • > . " Chuck Miller, Mike Wells, Angel Luis Perez, Jr., Scott Horn, John Day. 20, 1987. -3 '-V 'M.' m t' {;:B - tm-'x r^; r 4"•mfr'y. r. �If- - " 15. ®''j'--^si Olg^st of Ships Nootinps The following ships minutes are just a sampiing of the many meeting reports the SiU receives each month from iU ships around the worid. r^l'l COVE TRADER (Cover Shipping), No­ vember 13—Chairman C.E. Pryor, Secretaiy W. Braggs, Educational Director N.C. Aguilora, Deck Delegate Robert Lambert, Engine Delegate W. Miles Jr., Steward Delegate L. McGivens. Several hours of disputed OT were reported in the deck department. Three men aboard s|iip were repatriated to the States due to illness. Two members came aboard as replace­ ments. Otherwise, everything is running pretty smoothly, although it was requested that the patrolman look into the matter of allotment checks being late. The chief mate has some films on safety in his office for any interested members. A vote of thanks was given to the steward department for a "very nice job." Next port: Houston, Texas. s-;' Calvin Hazzard, chief cook aboard the Sam Hous­ ton (Waterman), shows hew a steak should be cut. (Photo by Ernest Hoitt) 1st LT. BALDOMERO LOPEZ (AMSEA), November 13—Chairman W. John­ son, Secretary Milton Youmett, Educa­ tional Director/Engine Delegate Q. Duffy, Deck Delegate Heniy Gable, Steward Del­ egate Clancy Hennigan. No beefs or dis­ puted OT reported. Notification was re­ ceived from headquarters that engine cadets are not to do any maintenance work that would adversely affect the QMEDs over­ time. Regarding transportation cost§jof flying to the ship, AMSEA will pay $75 per day. The secretary noted that the UNREP training went well. He remirided all crewmembers of the importance of donating to SPAD and of taking advantage of the upgrading opportunities available at Piney Point. A vote of appreciation was given to the steward department for a job well done. GUAYAMA (PRMMI), November 24— Chairman Paul Domes, Secretary Paul Stubblefield, Educational Director R. Tompkins, Deck Delegate R. Pace. No beefs or disputed OT reported. There is $1 in the ship's fund. No communications have been received from headquarters. Payoff will be Friday, Nov. 25 in San Juan. "We have a happy ship. She Is a speeder and a feeder." It was requested that some­ one with the proper authority talk to the longshore boss about the longshoremen coming into the lounge and messroom. "After all, this is our home and we don't like havir^ it made into a mess." A vote of thanks was given to tlie steward de­ partment for a job well done and for the delicious Thanksgiving Day dinner. In its report to the LOG, the Guayama notes: "We are slowly getting the ship cleaned up. It is rough, but things are shaping up. We are a happy little crew." 5. LAWRENCE H. QIANELLA (Ocean Ships), November 14—Chairman P. Hulsebosch. Secretary D.E. Edwards. The ship sailed short from Scotland one AB and one pumpman. Reliefs are due on arriva) at Kfior Fakkon, U.A.E. Tfiante to the success of the arrival pools, there is $130 in the ship's fund. Almost all items on the previous repair list have been taken care of. The condiment boxes that the steward requested have been made, thanks to the cooperation of the deck department and the chief mate. Things are going smoothly, although there has been some question as to why the company has been reluctant to send reliefs for some crewmembers in the past. The importance of filling the jobs on the board, as well as waiting for proper relief before leaving a ship, was discussed. The stores situation has been pretty good, and additional pro­ visions are expected at Khor Fakkon. The chairman noted that the union is short of ABs right now, so anyone with enough time should take advantage of the school and upgrade as soon as possible. A motion was made to increase the $8 per day currently being paid for maintenance and cure. A vote of thanks was given to the steward department for a job well done. Also, the GSUs and DEUs were compli­ mented on the fine job they've been doing to help keep the decks and passageways clean. It was suggested that some of the money in the ship's fund be used to buy some new movies and a basketball net. ^ OMI WABASH (OMIK November 1&Chairman G. Matillio, Secretary J. Price, Educational Director J. Spell. A number of beefs were brought up by the steward department. The ship is not equipped with enough cleaning gear, and the messhall is not being properly cleaned or stocked. Also there is not enough chocolate milk or hot chocolate available to the crewmembers. [Four days following this meeting, a dele­ gates meeting was held with the steward and the messman. All beefs were settled without having to involve the captain.] There is $115 in the ship's fund. The money is kept in the captain's safe. The chairman reports that the vessel's runs will continue to be trip-to-trip. The Wabash is currently headed for Galveston Bay to await orders. The educational director encouraged eli­ gible members to take advantage of the courses offered at Piney Point. OVERSEAS MARILYN (Maritime Overseas), November 6—Chairman Rob­ ert Tillman, Secretaiy J. White, Educational Director R.W. Scrivens, Deck Delegate Daniel Laitinen Jr., Engine Delegate James McCrary, Steward Delegate Jorge A. Bernardez. No beefs or disputed OT reported. The chairman stressed the importance for every memlser to go to Piney Point to prepare for the jobs of the future. "Tomor­ row is here right now; don't be left behind in waiting for tomorrow." When leaving the ship, each member should make sure that his room is clean for the next person. A suggestion was brought up to have some kind of identification card when going to the doctor or hospital so that they know the kind of insurance members have. A motion was also made to get something in writing about the "A" men doing eight months and the "B" men, six months. The crew was reminded to get an absentee ballot when there is a major election going on. "Your vote can make a difference to you." A vote of thanks was given to the steward department for a job well done. Next port: Durban, South Africa. (Sea-Land), November 17—Chairman LE. Watson; Secretary L.A. Lamphere, Educational Di­ rector D. Struthers, Deck Delegate E.R. Umon, Engine Delate F. Fulmer, Stew­ ard D^egate T. Markham. No beefe or disputed OT. There is $4 in the ship's fund. The pilot pool for Tacoma will go toward the fund as well. The ship arrives in Tacoma on Sunday, Nov. 20 and will sail Nov. 22. Tfie crew has been a b^ help in keeping tfie rec room dean. New mattresses are needed in some of the rooms; the present ones are now about eight years old. The 50th anniversary edition of the Seafarer's LOG was well received. Crewmembers believe a special vojte of thanks should be given to those members responsible for "making the SIU what it is today. Some of these old-timers are still with us and should be thanked for the work they did to get us what we benefit from today." The steward department was also given a vote of thanks for a job well done. Next ports: Tacoma, Wash, and Yokohama, Japan. SEA.LAND INDEPENDENCE (SeaLand), November 4—Chairman Virgil C. Dowd, Secretary Geprge W. Gibbons, Ed­ ucational Director Gene Speckman. No beefs or disputed OT reported. It was a sad voyage aboard the Sea-Land Inde­ pendence. Able Seaman Joseph SchOell died onboard ship. The second mate and cadet did all they could to help, and were praised for their valiant efforts. No beefs or disputed OT reported. Three new men joined the ship, and all is running fairly smoothly. A motion was made to return to the six-month shipping rule. "It would be better, instead of the present rule of eight months." A vote Of thanks was given to the entire crew for keeping the ship clean and to the steward department for their fine work. One minute of silence was ob­ served in memory of our brother, Joseph Schoell. SEA-LAND VOYAGER (Sea-Und), November 26—Chairman R. Murray, Sec­ retary L. Lightfoot, Educational Director D. Johnson, Deck Delegate L. Stogner, En' gine Delegate D. Campor, Steward Dele­ gate S. Thomas. No beefs or disputed OT reported. All hands were cautioned to keep watertight doors dogged . during rough weather. The secretary reported that the ship will arrive in Tacoma, Wash. Nov. 27. Due to the heavy weather, payoff should take place between 1600-1800 hours. Each department was asked to let the electrician know of any safety conditions needing attention. Following this voyage. Bosun Ralph Murray will be retiring. "All hands agree we will be losing a fine shipmate." A question arose concerning the 240-day shipping rule. All unlicensed crew showed their support for retuming to the 120-day employment period. They will send their concerns to the Negotiations Committee. LNG TAURUS (Energy Transportation Corp.), November 20—Chairman Robert J. Callahan, Secretary Robert H. Forshee, Deck Delegate James A. Desoucey, En­ gine Delegate Daniel A. Brass, Steward Delegate Francis E. Ostendarp. No beefs On Aug. 31, at 1830 hours aboard the Sam Houston, burial services were conducted for Janet Withers Parker, the mother-in'law of Herbert Hannsan (retired marine operating manager for Waterman Steamship Corp.). Capt. John Morris conducted the ceremony as other crewmembers pay their final respects. (Photo by Ernest Hoitt) or disputed OT reported. There is $1,071 in the ship's fund (in the captain's safe). The chairman re-emphasized the impor­ tance of upgrading your skills at Piney Point and of the part SPAD plays in pro­ tecting your jobs. Capt. Kedenburgh was invited into the meeting and addressed the crew on the topic of drugs in the Orientand to avoid them. He also talked about the Coast Guard's proposed drug testing plan as well as the drug policies of Energy Transportation Corp. The secretary ex­ pressed his appreciation to all departments for keeping the ship clean. A total of six refrigerators have been bought for the crew's use. More will be purchased as money builds up in the ship's fund. Next ports: Bontang, Indonesia and Tobata, Ja­ pan. In addition to the minutes published above, the SIU received official ships min­ utes from the following: ANTJUES MYRNNE CHAMLMION FALCON 1st LT. JACK LUMMUS GALVESTMRAT URBHYSUR ', - - OMRYRAGHEM OMIIEAOBI JOYCE , -)£ RORaiTE.IB SEA-LAND OEVBOnER SEA4ARD HAWAII SEA4ARD RAVBATOR SEA4AND TRAOBI STALWART SniYVESAHT THONPSON PASS Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ............. .Monday, February 6 ...... .10:30a.m. New York ....... .Tuesday, February 1..... ..... .10:30 a.m. Philadelphia ....,.........Wednesday, February 8 ....; .10:30 a.m. Baltimore................Thursday, February 9................ .10:30 a.m. Norfolk .Thursday, February 9.................10:30 a.m. Jacksonville ........Thursday, February 9................ .10:30 a.m. Algonac .......... .Friday, February 10 .10:30 a.m. Houston....... . .. .Monday, February 13 ..... 10:30 a.m. New Orleans .........Tuesday, February14; 10:30 a.m. Mobile .Wednesday, February 15 .10:30 a.m. SM Francisco ........ Thursday, February 16...... .....10:30a.m. Wilmington .Tuesday, February 21. 10:30 a.m. Seattle .Friday, February 24 ....... .10:30 a.m. San ^an Thursday, February 9 .10:30 a.m. St. Louis ................Friday, February 17 ....... .\ ... .10:30 a.m. Honolulu Friday, February 17 ..................10:30 a.m. Duluth .Wednesday, February 15 ............ . .10:30 a.m. Jersey City iWednesday, February 22 .10:30 a.m. New Bedford .Tuesday,. February 21 10:30 a.m. 16/LOG/January 1989 •U\ - . V �^;VV;T:, f' i .' ' - 4 - Military Transport Chief issues Warning Cassidy CHes Sealift as Biaaest Need "The most serious transportation need today is our need for a national sealift policy," said the Air Force general who is in command of the entire joint armed forces transporta­ tion network. Gen. Duane H. Cassidy, com­ mander in chief of the U.S. Transpor­ tation Command, and also commander of the Military Airlift Command, told the New York Propeller Club last month, "We have a crying need for more sealift and a viable merchant marine." The U.S. Transportation Command is a little more than a year old. Cassidy is its first chief and is responsible for all land, air and sea transportation for all American fighting forces. It's his job to make sure the troops and ma­ terials get to the front. Since taking over the command, Cassidy has become a familiar figure, in maritime circles. He has been an outspoken supporter of the U.S.-flag fleet and of its need for revitalization. "1 went to Piney Point with Mike Sacco and saw first hand what great capabilities there are to train merchant seamen," he said. Following are highlights of Cassidy's remarks: "Obviously, sealift is a critical part of this country's strategic mobility— but—Is that so obvious? "1 am surprised to find that there are those to whom that is not so obvious—those who don't care, either through ignorance or apathy. "1 know 1 am preaching to the choir here, but historically, this country has relied on the commercial merchant fleet with U.S. mariners in time of war or national emergency, and this effort has been supported by promotional laws (industry subsidies, preference cargo, etc.). "Until recent years, we have always had a sufficient pool of ships and mariners in time of emergency to draw from (Korea, Vietnam). "However, now all the segments of this industry are declining and the traditional pool of ships, mariners, ship building and ship repair is shrink­ ing—let me be more blunt, IT HAS SHRUNK! "We have just reached the end of a two-year presidential commission on merchant marine and defense, which clearly described the weakened con­ dition and predicts a further precipi­ tous decline if national level action is not taken soon. "It said that "there is no more militarily efficient, cost effective or reliable way to provide the majority of the sealift requirement now and in the future than in a U.S.-flag merchant marine." "Unfortunately, the past predic­ tions of dire straits in the U.S.-flag merchant marine have now come true. "We have come to a moment in time when we can no longer ignore the situation. "We have a crying need for more sealift and a viable merchant marine. "We will soon have a new admin­ istration—and a new Congress—^which offers you and me a great opportunity for a fresh effort. "We have the beginning of a more open dialogue between the major play­ ers in the industry. i "And we now have a unified trans­ portation command that has attained Gen. Duane H. Cassidy some status and a charter to bring attention and focus on the need for a more viable industry—and I intend to do just that! "This is one moment in time we can't ignore. "Our current 'hands off policy on maritime trade really demonstrates a lack of policy for our maritime indus­ try while our foreign competition re­ ceives support. "You know more of the facts and figures of these industry trends than I... "I believe that in order to get suf­ ficient high level attention, we must have a national sealift policy now which will reaffirm the need for a strong American-flag merchant marine—cer­ tainly for defense—but also because it's right! "This country, the world's largest and leading trade nation, must not accept second place in its ability to move that trade. "Secondly, we need to level the playing field. "For this problem we must turn to a combination of actions. "One of those is some type of re­ structuring of our government sup­ port. "As an Air Force general, I don't know all the specific ways of doing that, but I do know from the expert testimony and advice I have heard this year that we need to restructure that support. "We need to make some tough de­ cisions now—maybe some gains could be made from timely investments in technology—technology which will in­ crease productivity and our competi­ tiveness. "No other national characteristic has helped this country more than our ability to be innovative and be crea­ tive. "Americans need to apply some of that creativity4o t/iis situation. "I am confident that there is lots of untapped original thought out there in U.S. industry. "After all, American companies de­ veloped Roll On/Roll Off container ships, and are on the leading edge of intermodal transportation and Elec­ tronic Data Interchange (EDI) inno­ vation. "But I know it will take a united industry with practical short-term goals and ambitious long-term goals, V.-'; kMi-. - k' V i-, : '••••• 1 5 I'" hove a citing need • A;.,il'", for more sealift and a viable merdhonf marine/ "An active DOD, government agen­ cies, and a congressional coalition, "A supportive administration. "And increased public awareness of the current plight. . . and the resulting support to correct the current decline. "Without a national policy, what happens will come by default, rather than by design. "We will have a national sealift policy. The only question is whether it will be done now in a deliberate, timely fashion (by seizing this one moment in time) or be forced upon us later by sudden travail. "I think the Choice is ours—and I'm proud to be a part of it." i).:- Are You Missing important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. PLEASE PRINT I HOME ADDRESS ' If you are getting more than one copy of the^ LOG delivered to you, if you have changed your^ address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 k,:' kpk: • -r. . . V , . • Date: J-i' i. (-••-••If: • '-yf--.. '•; I] .''-u-:'."'' Phone No. ( ) Area Code Your Full Name Street Apt. or Box# Book Number • SIU City • UIW State • Pensioner Other. UIW Place of Employment i • • ff' /•I'li"'' • This will be my permanent address for all official Union mailings. This addfsss should remain in the Union file unless otherwise changed by me personally. (Signed). ZIP I I I I I I I I I I I I I I I I I I I - -S i 3.: 'ki • f-y-' " 'A i^ ik k' „ January 1989/LOG/17 •' • > I'; •( SI ' • .1 �ir • 1^1:4 •- • ^.. ^ iv •-:'•''fi'.-•[ p ' •t? 'Notice: Seafarers In December of 1988, the Seafarers Welfare Plan sent a letter to all plan participants describing a new program called "COBRA." COBRA allows an employee to purchase health care benefits when he or she becomes ineligible to receive health and welfare from the Plan. This benefit program is part of a law called The Consolidated Omnibus Budget Rehabilitation Act or COBRA. Congress passed COBRA to provide individuals with the opportunity to purchase their health insurance in the event of losing eligibility for benefits under health care plan. The law spells out what events have to happen before a person can buy the health benefits. Participants who lose plan coverage after January 1, 1989 will be able to purchase benefit coverage for themselves and their dependents. Under certain circumstances it is also possible for dependents to purchase health.plan coverage for themselves. Dear Participant: (':, i. 1 'i • S;. • '• •< A new law requires the Seafarers Welfare Plan to give you and your dependents the opportunity to extend your health care coverage in situations where you have lost your eligibility for benefits. These situations are called "qualifying events.' This letter will explain how the new law applies to you and your family and how to use this program should you become ineligible for benefits under the Seafarers Welfare Plan. In order to understand the new law, you need to know a few special terms. Please make sure that you and your spouse read this letter carefully so you will be able to take advantage of this program should you need it. DEFINITIONS 1. COBRA—The short name for the federal law which gives Plan participants the right to purchase Welfare Plan coverage. 2. QUALIFYING EVENT—A situation which causes the employee to lose Welfare Plan coverage because they no longer work for an employer who must make contributions to the Plan on their behalf. A list of qualifyting events will be explained on the following pages. 3. ELECTION—An election is your decision to tell the Plan whether you would like to purchase Welfare Plan coverage under the COBRA program. 4. COST OF CONTINUING COVERAGE—^This is the amount of money you are required to send to the Plan office so your health care coverage will be continued. This payment is like an insurance premium. It is necessary because the employer for whom you worked before the qualifying event happened, is no longer required to make contributions on your behalf. WHAT TYPE OF SITUATION IS A QUALIFYING EVENT UNDER COBRA? The next part of this letter will Explain what type of situations will allow you to continue your health care coverage under the COBRA program of the Seafarers Welfare Plan. As explained above, these situations are called "qualifying events." When one of these events happens to you, it means that you,,your wife or dependent children will lose coverage under the Plan and can elect to continue coverage by purchasing benefits. The "qu^ifying events" are: 1. Your being fiyed from your job. YoU may elect to continue your health benefits if you were fired for any reason unless you were fired for gross misconduct. 2. You were unable to continue to work enough time to be eligible to continue your benefits under the Rules and Regulations of the Plan. 3. Your death, which would entitle your spouse and dependent children to continue coverage. 4. Your divorce, or legal separation from your spouse which would entitle your spouse and dependent child to continue coverage. 5. Your eligibility to receive Medicare benefits. For example, you are age 65 but still actively employed, making the Seafarers Welfare Plan the provider of your welfare benefit coverage rather than the Medicare program. 6. Your dependent child loses eligibility under the Plan because (1) he or she reaches age 19 or (2) he or she does not fall into the category of dependents under the age of 25 and enrolled in a full time school program leading to a college degree. HOW WILL I KNOW IF I AM ELIGIBLE TO CONTINUE WELFARE PLAN COVERAGE UNDER THE COBRA PROGRAM. When the Plan receives notice from you or your employer that one of the "qualifying events" listed above has happened, the Plan office will send you a letter with complete instructions about how to continue coverage. In the event of death, divorce, legal separation, receipt of Medicare benefits or when a dependent child is no longer eligible for Welfare Plan coverage, you or your spouse should notify the Plan at the address given at the end of this letter. Your employer will notify the Plan if you are terminated, if your job with the company has ended, or if your hours have been reduced. If any of the "qualifying events" happens to you, it is also important that you notify the Plan of the change. Since seafaring employees are able to end jobs and get other work without generally notifying the Plan, it is very difficult to determine when a participant will lose his or her eligibility. The Plan is here to serve you, but we need your help. IF YOU HAVE NOT WORKED AND YOU KNOW YOU ARE INELIGIBLE FOR PLAN BENEFITS, CONTACT THE PLAN'S COBRA DEPARTMENT TO SEE IF YOU CAN ELECT TO CONTINUE YOUR WELFARE BENEFITS UNDER THIS PROGRAM. WHAT TYPE OF BENEFITS WILL I RECEIVE IF I ELECT TO CONTINUE BENEFITS UNDER THE COBRA? If you elect toi participate in the COBRA program and pay the costs, you will receive the same type and level of benefits as you did before you lost your eligibility. You wUl receive these benefits as long as you are not already receiving Medicare benefits from the government, or you are not working for another employer who has a medical benefits program. 18 / LOG / January 1989 / -.- •.:• Plan n 5;. • •'> '^'y HOW LONG WILL HEALTH CARE COVERAGE THROUGH THE COBRA PROGRAM LAST? The maximum period of time you, your spouse or dependent children will be able to continue health care behefits under the COBRA program depends on your "qualifying event." If you lose eligibility because you were fired or laid off from your job or did not work enough time to establish eligibility, your maximum coverage period is 18 months from the date of the event. If you lose your eligibility for any other "qualifying event," the maximum coverage period will be 36 months from the^ date of the qualifying event. WHAT HAPPENS IF I HAVE TWO QUALIFYING EVENTS? If you experience two "qualifying events," it is possible to extend your coverage through the COBRA program for up to 36 months instead of 18 months. The time period is measured from the date of the first qualifying event. In order to receive an extension of participation in the COBRA program the following must have happened: 1. Your first "qualifying event" must have been a termination of employment or a reduction in your days of employment which caused you to lose your eligibility. 2. Your second "qualifying event" must take place while you are receiving Plan benefits which you have purchased through the COBRA program. 3. Your second "qualifying event" must also be (1) the death of your covered spouse; (2) divorce or legal separation; (3) your eligibility for Medicare; (4) your dependent child's loss of eligibility under the Seafarers Welfare Plan because he or she has reached the maximum age for benefit coverage. CAN MY COBRA COVERAGE END BEFORE THE 24tli OR 36th MONTH MAXIMUM PERIOD? Yes. Your COBRA coverage can end before the maximum period if the following events take place: (1) Your monthly payment to the Plan for the COBRA coverage is not timely. (2) You get another job which has health care benefits for you. Even if those benefits are less complete than those you are receiving from the COBRA coverage, you can no longer receive benefits from the COBRA program. (3) You become entitled to receive Medicare benefits. WHAT IS THE ELECTION PERIOD AND HOW DOES IT WORK? Once again, the "election" is your decision to tell the Plan whether you wish to purchase COBRA benefit coverage in the event you lose Seafarers Welfare Plan coverage. Depending on the "qualifying event," the Plan will send you notice, or you or your family member will send a letter to the Plan. Once the "qualifying event" has happened and the Plan sends you an "election" letter, you and your family will have 60 days to decide whether to purchase benefits through the COBRA program. The election period will end 60 days from: (1) The date you experience your "qualifying event" which caused you to lose eligibility time for benefit coverage from the Seafarers Welfare Plan or (2) the date the Plan tells you that you have a right to participate in the COBRA program, whichever date is later. HOW MUCH WILL COBRA COVERAGE COST? The cost of COBRA benefit coverage depends on what level of Plan benefits you were receiving at the time you or your dependents lost eligibility for Seafarers Welfare Plan coverage. Because the cost to participants will vary, you will be notified of the cost to you, or if you are married, for you and your family. After notification of a "qualifying event," the Plan will send you a letter which contains specific information for yoiu* situation. This letter will explain the cost of the COBRA benefit coverage and other important information. If you choose to buy benefit coverage through the COBRA program, the first payment you make will cover the cost of your benefits, for the period before your election. After that, you will make a payment once a month. CAN MY SPOUSE ELECT TO CONTINUE HEALTH CARE BENEFITS? Yes. Each family member is entitled to make an election. If you make the election, your spouse and dependent children will be automatically included. If your spouse makes the election it will automatically include dependent children. WHAT IF MY PAYMENT FOR COBRA COVERAGE IS LATE? If you choose to participate in the COBRA program, your first check must be received by the Plan no later than 45 days after you elect to participate in the program. You then must pay a premium every month to keep your COBRA benefits. You do have a 30-day grace period for making late payments. The grace period expires 30 days from the first day of the month during which your coverage is extended. If you do not pay within this grace period you will lose welfare benefit coverage. WHEN WILL THE PROGRAM START? The COBRA program will be in effect on January 1, 1989. If you need more information you can call Membership Services at 1-800-CLAIMS-4 (1-800-2524674). You may also write to COBRA Program, Seafarers Welfare Plan, 5201 Aiith Way, Camp Springs, Maryland 20746. Leo Bonser Plans Administrator '•"v., �After 45 Years of Sea Editor's Note: The crew of the SS Independence (American Hawaii Cruises) sent the Seafarers LOG th^ pictures and story about the retirement of their shipmate and friend Edgar *'Tiny" An­ derson. v y ' ' •V . Edgar '*Tiny" Anderson cuts into the spe­ cially-prepared cake at his retirement party aboard the Independence. The officers, staff and crew of the SS Independence, Honolulu, Hawaii, wished Edgar "Tiny" Anderson a fond and warm aloha, to begin his retire­ ment Dec. 10, 1988. To those who sailed with Tiny, his endless wit and constant humor will never be forgotten. Edgar Anderson started his sailing career on the troop ship Maraposa, Feb. 11, 1944. Tiny saw action in both the European and Pacific theaters during World War II. He continued sailing during Korea and Vietnam, and has logged more sea miles than Captain Cook and Chris­ topher Columbus. "I think he sailed with Christopher Columbus" ... Oh well. After nearly 45 years of tying knots, salt air and coffee breaks. Tiny is banking his oars. Though he can't see his glasses without contact lenses, he's still a super duper trooper. To Tiny Anderson, carpenter/joiner, able bodied seaman, master haipoonist and notary public, we wish you fair winds and following seas. Aloha and all the rest. Wishing him "smooth sailing" are (I. to r.) 3rd Steward R. Witowich, AB T. Williams, AB R. Cahill, "Tiny" Anderson, Carp/Joiner W. Anderson and Bosnn K. "Whitey" Tankersiey.. Eight Die When Storm Sinks Ship—Three Saved A fiO-foot wave, combined with storm winds of 50 mph and 30-foot seas, sent eight crewmen to their deaths and sank their small containership, the Lloyd Bermuda, 160 miles south of Nan­ tucket, Mass., Dec. 28. , Four crewmen survived several hours in the cold Atlantic waters before a cargo ship plucked two from the seas. A Coast Guard helicopter saved two others, but one m^ died enroute to hospital. The 240-f66t siiip'with a 109 TEU capacity had left Elizabeth, N.J. with 70 containers headed for Hamilton, Bermuda, when it encountered the heavy weather. The Lloyd Bermuda was owned and flagged in Cyprus, but was chartered to an American com­ pany, Trans-Mars Agencies Inc. According to accounts the survivors gave to the C^loast Guard, the ship was making headway in the heavy winds and seas when a wave estimated at 60 feet crashed over the port bow and tore four containers loose. The boxes were swept over the side. The Lloyd Bermuda took an im­ KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic. Gulf. Lakes and inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and di.sbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts arc posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. mediate list to starboard "with a trim down by the bow that was very no­ ticeable," a Coast Guard officer said. The general alarm sounded, and the crew, clad in life jackets, gathered on the port boat deck but couldn't launch the lifeboat because of the list. Before they could launch an inflat­ able life raft, the Lloyd Bermuda sank, less than 10 minutes after the giant wave battered the ship. The exact cause of the sinking has not been determined, but the Coast KNOW YOUR RIGHTS CONTRACTS. Copies of all SiU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, aS well as your obligations, such as tiling for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This e.stablished policy has been reaffirmed by membership action at the September. I960, meetings in all constitutional ports. The responsibility for Log policy is ve.sted in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any rea.son unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any con.stiiutional right or obligation by any methods such as dealing with charges, trials, etc.. . .. 'j.r;, • } r Guard said a 4,800 pound Bobcat, a small bulldozer, could have broken loose below decks and torn a hole in the ship's hull. "Given the fact that the vessel as­ sumed a starboard list and the list continued to increase rapidly, it would have to indicate that the vessel was taking on water fi-om some other source than over the top," a Coast Guard' spokesman said. One body was found, the remaining bodies have not been recovered. KNOW YOUR RIGHTS as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —^SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing. but not limited to, furthering the political, social and economic interests of maritime workers, the pre.servation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union conCe;pts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contribufions are volunfary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify fhe Seafarers Union or SPAD by certified mail within .fO days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Mike Sacco at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way, Prince Georges County, Camp Springs, Md. 20746. January 1989/LOG/19 InHH �CL L NP —Company/Lakes —Lakes —Hon Priority Dispatciiero Report for Groat Lakes DECEMBER 1-31, 1988 F .:p:;r..:;>%V-;.:, i^l * -•• MV\-:- . - • 'mr-y'- Seafarers International Union Directory "TOTAL REGISTERED All Groups Class CL Glass L Class NP ""REGISTERED ON BEACH TOTAL SHIPPED All Groups All Groups Class CL Class L Class NP Class CL Class L Class NP Port DECK DEPARTMENT Algonac .JS./k 0. 14 4 0 31 18 0 5 0 Port ENGINE DEPARTMENT Algonac 0 14 9 0 3 ; 0 er- 7 •. ; 1 Port STEWARD DEPARTMENT Algonac....... . . . ... 0 9 3 • . 3;; • 2 Port ' '' ' ENTRY DEPARTMENT Algonac 12 15 0 0 0 0 8 ;13 Totals All Departments ...... 0 37 21 0 54 30 0 19 15 ""Total Registered" means the number of men who actually registered for shipping at the port last month. /^"Registered on the Beach" means the total number of men registered at the port at the end of last month. / MiehasI Sacco, President Joseph Sacco, Executive Vice President Angus "Red" Campbell, Vice President Joe DIGIorgio, Secretary Jack Caffey, Vice President Thomas Glldewell, Vice President George McCartney, Vice President John Fay, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President V, HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301)899-0675 I.; ' ' . 'iiJ ALGONAC, Mich. 520 St. Glair River Dr. 48001 (313) 794-4988 1. BALTIMORE, Md. k 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea DECEMBER 1-31, 1988 "TOTAL REGISTERED All Groups ClassA ClassB ClassG Pon New York 60 Philadelphia .4 Baltimore.......,;...... 8 Norfolk. 16 Mobile 14 New Orleans ....; . v ::..... 35 Jacksonville. . 34 San Francisco. : 34 Wilmington , 23 Seattle . .; . 50 PuertoRico.. 16 Honolulu ............ 10 Houston 41 St. Louis 1 Piney Point ........ 0 Totals 346 TOTAL SHIPPED All Groups ClassA ClassB Class C ; Trip Reliefs DECK DEPARTMENT 9 6 3,1 3 0 6 3 5 1 9 4 9 4 7 10 9 6 3 8 2 1 6 8 7 14 0 0 3 6 81 72 6 0 0 3 .3 8 3 4 6 14 0 6 9 0 1 63 ICQ 3 12 26 23 48 48 56 37 72 24 9 63 ^ ;i 1 0 522 18 3 7 12 4 12 12 18 9 9 2 10 6 1 1 124 3 .1 1 4 6 12 4 10 4 7 1 5 3 - 5 0 66 44 4 11 12 18 39 20 31 20 36 12 5 -44 2 3 301 12 2 6 6 6 9 2 6 2 2 0 8 5 0 4 70 2 1 1 3 0 6 1 10 4 1 0 9 3 0 0 41 2 OT i It 7 26 13 78 20 30 11 6 24 1 4 273 16 2 4 4 5 3 5 9 6 5 0 22 1 0 6 88 0 0 0 3 1 3 0 7 6 1 1 24 3 0 0 49 26 4 3 13 11 20 11 20 16 16 11 84 8 2 3 7 1 0 9 5 20 14 24 10 8 3 146 10 0 2 16 2 4 11 7 9 10 12 8 5 3 13 5 0 2 107 5 2 1 4 4 6 3 9 5 8 1 10 14 1 6 79 35 2 5 10 10 35 34 20 22 36 10 7 28 1 0 255 Port New York 28 11. Philadelphia.. 4 1 Baltimore 7 6 Norfolk ....i 8 6 Mobile 16 5 New Orleans . . . . •> 24 8 Jacksonville.............. 18 5 San Francisco. . . ; ; . v^A.. .v.: 19 7 Wilmington.........,...; 19 2 Seattle 29 4 PuertoRico. 7 0 Honolulu.6 13 Houston 30 5 St. Louis.; 10 Piney Point ............. 3 4 Totals . 219 77 0 1 1 1 0 4 1 5 4 0 0 10 1 1 0 29 ENGINE DEPARTMENT 25 4 0 4 2 1 5 4 0 7 7 0 6k 3 0 15-A 9 2 23 4 3 20 ' 7 2 13 6 3 17 7 1 6 0 0 1 15 13 18 3 0 10 2 1 3 0 162 74 27 10 'iV 1 : 1 2 , 2 5 1 7 3 7 0 9 4 0 0 52 Port NewYork . Philadelphia.............. Baltimore .............. . Norfolk ........ A . . . ^ Mobile J New Orleans ............. Jacksonville.............. San Francisco. . Wilmington.............. Seattle Puerto Rico . ., . . .. Honolulu. ............. . Houston St. Louis. , Piney Point ............... Totals 6 O 0 0 2 8 1 9 8 5 3 75 1 1 1 120 Port NewYork ............ . . Philadelphia.......;.....: Baltimore:..;...;;;.;..;;Norfolk Mobile New Orleans Jacksonville............. San Francisco ......... Wilmington......... ".. Seattle ....;. .... Puerto Rico Honolulu ........ Houston St. Louis. Piney Point , 20 2 4 6 7 22 8 39 12 18 s 6 5 16 1 3 169 8 3 3 2 3 3 3 9 6 6 0 21 2 0 7 76 0 1 0 2 1 1 0 4 1 1 1 26 2 0 3 43 12 1 0 4 6 17 8 19 12 16 2 5 14 1 1 118 STEWARD DEPARTMENT 2 1 1 1 0 0 0 D 1 0 5 1 6 0 4 5 2 1 3 0 0 0 24 16 3 1 0 0 5 3 56 29 21 4 2 6 3 18 3 24 9 22 9 2 11 0 0 12 3 2 7 6 16 7 10 8 12 8 72 9 2 4 6 4 0 6 6 9 5 15 3 3 1 180 5 1 4 11 5 0 3 0 9 5 5 7 18 8 7 10 0 0 ENTRY DEPARTMENT 8 4 0 3 2 0 2 3 2 3 10 12 3 1 4 7 9 3 14 2 5 1 61 197 11 2 2 1 3 3 Totals. 134 178 248 08 Totals All Departments 868 438 399 623 ""REGISTERED ON BEACH All Groups ClassA ClassB ClassC ; 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 38 0 5 11 4 22 7 54 19 33 17 3 12 0 0 136 242 0 225 248 259 347 378 235 1,321 538 415 ""Total Registered" means the number of men who actually registered for shipping at the port last month. '""Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of December was up from the inonth of November. A totai of 1,575 jobs were shipped on SiU-contracted deep sea vessels. Of the 1,575 Jol» shipped, 623 jobs or about 40 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A totai of 235 trip relief Jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 9,113 |ot>s have been shipped. 20/LOG/January 1989 DULUTH, Minn. 705 Medical Arts Building 55802 (218)722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808)* 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713)659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201)435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (508) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEWYORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809)725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206)441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 : I �;_:f;t,-V'Vv.;/fv'Hril' '. -, • fj:i : . 1- ''V"r;.-'TV' •' V'V o'-" -/"• •- ••.•>.• 1. - •' f -... -P ^ ' : •, k '"i • ' , ' '' ., f. v/- " „L,^j ,|V4. ,1 ' ' f.' -fx , • •-.V-;v;,v- JI ' i'..; "y , >^4 ',/ , V#9'''t)9 M'J9i'' iI if:', . '' r'•'•g L , r\' - fi ;;g" IM Friend .• • • ••.-. \'5'^-'' • •''•?• ftp . •. f-'-. . IT":'---* .,5l-• gft,.-'' iI'M ' • _* With : •' i [•§§§X:':. g• - .(V • Aicohoiism v.ViK" and r'9 • -'.^r -T ,T .A: Drugs ' - ft' , • '•' V - J •:. .' pi - .. •' .' :•.• • -• -.•^ . •, '"V . ?' • '• S t,'-... N 1 •{'. »' \ '.'S "; 'I- - ' ' • •-- ••-•• - - .-' 1. r, J.'iy. •• • Ar-'l'i'r'i...... •-•.'•.•.• •• -.....'-; •['.i-v»:;iip-%si.,vf;-; •..•-• v^'- .. ' .• ' =• ifftpl 99''' U, v%-r; •ft - 'r .ftI don't have friends. Because a friend wouldn't Ilg letAddicts another man blindly travel a course that has to lead v. |-1 to the destruction of his healthy his job and his family. And that's where an alcoholic or drug user is headed. Helping a fellow Seafarer who has an addiction problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, Md. Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. • f-v,': • • "ftf" •'!'-V - -, • • ... Addictions Rehabiiitation Center 1 am interested in attending a six-week program at the Addictions Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name I Address... •-; •ig'g|#. v. Book No. ,..^,... a)'. (State) (City) (Street or RFD) / (Zip) ( Telephone No. • V- • 9 •••.•'% MaU to: THE CENTER Star Route Box 153-A VaUey Lee, Md. 20692 i: or call, 24 hours-a-day, (301) 994-0010 r " '• •' * • • • :• January 1989/LOG/21 I.-:"'J:.: [• ' 'ft V-.J '!fr*»ir4^a5er - �aimV. 1< : -Engine Upgrading Courses- 1989 upgrading Course Schedule Completion Check-In Date Date Course March 31 January 9 QMED - Any Rating March 3 January 9 Marine Electrical Maint. April 28 March 20 Variable Speed DC Drives i •March 3 February 6 Welding March 31 March 6 Diesel Engine Technology April 14 March 20 Hydraulics March 17 February 6 FOWT *A11 students in the Engine and Steward Departments vrill have 2 weeks of Sealift Familiarization at the end of their regular course. Programs Geared to Improve ]ob SkiUs And Promote U.S. Maritime Industry January — March 1989 The following is the current course schedule for January — March 1989 at the Seafarers Harry Lundeberg School of Seamanship. The course schedule may change to reflect the membership's and industry's needs. PLEASE NOTE: All members are required to take firefighting when attending SHLSS. Deck Upgrading Courses — ^— Check-In Completion Course Date Date Able Seaman January 23 March 3 March 20 April 28 First Oass Pilot (Organized s^ riwfy) Open-ended (Contact Admissions Office for starting date) Radar Refresher/Renewal " Radar Recertification " Celestial Navigation February 29 April 1 *Minimum number of students required for Celestial Navigation class to be held is 5. Third Mate January 16 April 14 Lifeboat January 9 January 20 February 6 February 17 March 6 March 17 LNG — Self Study Safety Course (This course is not offered as a separate course, but may be tiaken while attending any of the regularly scheduled courses.) *Upon completion of course must take four (4) week Sealift Operations 8c Maint. Course. ^Steward Upgrading Courses • Adult Education Courses— Check-In Date Course — Recertification, Programs —^' Check-In Date January 30 March 27 Course Stevirard Recertification Bosuns Recertification Address DECK Mo./Day/Year • AB/Sealift • Towboat Operator Inland • 1st Class Pilot • Celestial Navigation • Third Mate • Simulator Course • Radar Observer Unlimited •Master Inspected Towing Vessel (Street) (City) (State) Deep Sea Member • Telephone. (Zip Code) Inland Waters Member • (Area Code) Lakes Member • Pacific • ENGINE • FOWT • Automation • QMED—Any Rating • Hydraulics • Variable Speed DC Drive Systems (Marine Electronics) • Marine Electrical Maintenance • Pumproom Maintenance & Opetation • Refngeration Systems Maintenance & Operations • Diesel Engine Technology • Assistant Engineer/Chief Engineer Motor Vessel • Orginal 3rd/2nd Assistant Engineer Steam or Motor • Refrigerated Containers Advanced Maintenance • Electro-Hydtaulic Systems If the following information is not filled out completely your application will not be processed. Social Security * Book *_ . Seniority. JDepartment. Home Port. Veteran of U.S. Armed Forces • Yes • No Endorsement(s) or License(s) Now Held Are you a graduate of the SHLSS Trainee Program: • Yes to Trainee Program: From. No • (if yes, fill in below) Last grade of schooling completecL Have you attended any SHLSS Upgrading Courses: • Yes No • (if yes, fill in below) (dates attended) Completion Date March 3 May 12 1 Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed Date of Birth. (Middle) Check-In Date January 9 March 20 Completion Date March 6 May 8 •• Seafarers Harry Lundeberg School of Seamanship •..l Upgrading Application (first) ? College Programs Course Associates in Arts or Certi^te Program * All students in the Engine and Steward Departments will have 2 weeks of Sealift Familiarization at the end of their regular course. (Last) Completion Date The Adult Education Courses for 1989 will be six weeks in length. High School Equivalency (GED) January 2 February 13 Adiilt Basic Education (ABE) January 2 - February 11 English as a Second Language (ESL) January 2 February 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. I)evelopmental Studies (DVS) January 30 February 3 (Offered prior to the FOWT Course) ABE/ESL Lifeboat Preparation Course Februaryl3 March 3 March 13 March 31 This Three week course is an Introduction to Lifoboat and is designed to help seaEueis prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafiuers who have difBculty reading, seafiuers whose first language is not English, and seafiuers who have been out of s^ool for a long time. *A11 Steward Upgrading Courses are open-ended. Contact the Admissions Office for starting dates. Name. — Course(s) Taken I I I I ! I I I f I I • ! I I I I I I I • STEWARD Do you hold a letter of completion for Lifeboat: • Yes No • Firefighting: • Yes No • CPR: • Yes No • With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the coursc(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. RATING HELD DATE SHIPPED ALL DEPARTMENTS • Welding • lifeboatman (Must be taken with another course) DATE SIGNATURE No tianqxKUtion will be i^d tinlew you present original ieoeq>ts and successfully complete the couise. 22 / LOG / January 1989 •C i 1 I « I DATE OF DISCHARGE ADULT EDUCATION DEPARTMENT I • Adult Basic Education (ABE) • High School Equivalency Program (GED) • Developmental Studies (DVS) • English as a Second Language (ESL) • ABE/ESL Lifeboat Preparation Sev2/8S m I Primary Language Spoken Date Available for Training VESSEL • Assistant Cook Utility • Cook and Baker • Chief Steward • Chief Cook • Towboat Inland Cook RETURN COMPLETED APPUCATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 COLLEGE PROGRAM • Associates in Arts Degtee • Certificate Progtams I 1 f I I • I I ! I I % I .J �• ---I'V/ • • In Pursiiit of a Dream • • Before too mucli more time goes l^r, I would like to thiLTiTr taie Charlie Logan Scholarship Committee for awarding me a scholarship for 1988. I am using the scholarship to pursue a degree In mininai pE^chology at Antloch University in Santa Barbara, Calif, with the hope of realizing my long-held dream of becoming a p^chotheraplst. The Scholarship Committee's assistance is greatly appreciated. To those of you I have sailed with: I miss you but trust thatr I wUl see you again when the time is right. Sincerely, Lena McGlean V- v'r' Ctoleta, Calif. Letters To The Editor r ' h ' 'Grateful to the SXU .. IVe been an SIU man since 1949. In those days, I was young and enjoyed the life of a merchant seaman. However, today is another ' story. Due to many factors, all our American unions are fighting an uphill battle for our very existence. I've been unfit for duty for over foTir months and have incurred about $10,000 In medical bills! (Lots of expensive tests and one operation.) Thanks to our Seattle port agent and the SIU, about $6,000 have already been paid, and I don't have to worry about the remaining $4,000 being paid—^not to mention the sickness and accident money paid to me. It's hard to believe the cost of being sick. (Getting old doesn't help}) Let's just say I'm grateful to belong to the SIU. It's good to realize the SIU wUl protect me fromunreasonable medical costs in the future, too. Sincerely, Joseph A. Gibbons G-694 Huntingdon, Pa. 'In Praise of the Real Heroes .. .< I am writing this letter to give thanks to all those who helped us receive veteran's status for the U.S. merchant marine in the big oneWWII: Senator Blchard Shelby, Senator HoweU HefUn and Rep. Somyr Callahan, and to our Commander-in-Chief, President Reagan. As we were the first ones In combat and the last to be honored. It was about par for the course. But better late than never. I hope that before the president leaves ofQce, he can find time to meet with some real "unsung heroes" who delivered the goods to all theaters of action on all fronts. I also want to give praise to three of the finest men that I've ever sailed with: Captain Paul Heller, Mr. Clarence A, Lott Sr. and Mr. George Bales. Now here are some of the real heroes: Mr. Lish Taylor was on the first ship that was boarded by the crew of a German sub before we got Into the big one. Also he and his son George Taylor were torpedoed on the S.S. Maiden Creek. I think it was history that father and son were on the same ship. Some of the other men who were toiTpedoed were Tommy Jenkins, Leon Branch Sr., Charles Mitchell, Ervtn Bradley, Warden Hendricks, Willie "Htimp" Palmer, Lloyd Yo\ing, Big Joe Henderson and Leslie Taylor. So all of the old salts can now hang their Honorable Discharges on the wall, and when their grandchildren ask What they did in the big one, they can point to it... Bloris B. Tart T-849 Mobile, Ala. 'Keep Up the Good Work • . .' After 21 years, you, with the help of God, have made the other unions come in out of the cold! My hat's off to you. I want to thank you for getting me on the new ship Nedlloyd Holland. It is a wonderful ship. Paul Hall would be proud. I know I am. If there is anything that I can do to make your task a little easier, feel free to call on me, and I win do my best. In your next meeting, please remind the members to vote. Keep up the good wprk. I am praying for you and your staff. Tours truly. Oscar Wiley Nedlloyd Holland News From Labor SAN FRANCISCO—^Twelve unions representing Southern California Kai­ ser Health Plan employees have joined forces to "aid and assist our afhliated labor organizations in their individual and collective dealings to secure im­ proved working conditions and other economic advantages for our mem­ bers, to assist in the settlement of labor disputes, to safeguard and pro­ mote the principles of collective bar­ gaining and workers' rights." The coalition will also "battle man­ agement programs which are nothing more than thinly veiled attempts to diminish or destroy union strength in the workplace." The group is headed by Jim Zellers of SEIU's Local 399, and includes locals of the Service Em­ ployees, the Food & Commercial Workers, the Operating Engineers and the Los Angeles District Council of the Carpenters. NEW YORK—The Food & Commer­ cial Workers have started a hard-hit­ ting recognition campaign in upstate New York to focus public attention on the non-union status of food mar­ kets. UFCW District One President Jo­ seph C. Talarico is leading the way with the "We're Up Front, Protecting Union Jobs" program, which encour- ages consumers not to spend their food dollars at non-union markets where often workers are not treated fairly by their employers. The campaign in­ cludes Do Not Shop leaflets; "Shop Union" lawn signs; prominent Union Store Card displays in organized su­ permarkets; and heavy media public­ ity. WASHINGTON—Four union repre­ sentatives were named to the 15-member Occupational Safety and Health Administration's advisory panel to up­ date federal shipyard safety standards. They are Russel Axom of the Steelworkers, Louis D'Ambrosio of the Boilermakers, Bedros Dostoomian of the Sheet Metal Workers and Frank Terranova of the Plumbers. James D. Bishop of the Painters was named an alternate. OSHA's shipbuilding standards have not been updated since the agency's inception 17 years ago. WASHINGTON—AFL-CIO Associ­ ate General Counsel David Silberman will head the federation's Union Priv­ ilege Benefit Programs. He is suc­ ceeding Ray Denison, who will retire Feb. 28. Silberman, 37, was a partner at the Washington law firm of Bredhoff & Kaiser and taught law at George Washington University prior to joining the AFL-CIO's legal department in 1985. Denison, 65, headed the UPBP since its creation in 1986. UPBP's first benefit was offering low-interest credit cards to members of participating unions. January 1989/LOG/23 : , K-i :5- S-safe-,: •• ^ . �tSr: • Now For J!''} Don't Wait! A if 1?!;, fl. IS S the 1989 school season begins, It's not too early for high school seniors to start thinking about college. For dependents of Seafarers and Boatmen the financial burden of college can be greatly eased if they win an SlU scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Sea­ farers Welfare Plan. For de­ pendents, four $10,000 schol­ arships are offered. But the Scholarship Program is not exclusively for depend­ ents. A $10,000 award and two $5,000 scholarships are avail^ able to active Seafarers and Boatmen. Also, when there are exceptionally qualified Seafar­ ers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $10,000 award to an active member. The Scholarship Program was begun in 1952 to help members and their children achieve their educational goals. Several years ago it was named after Charlie Logan, a labor consultant and arbitrator who died in 1975. He helped establish the Seafarers Scholarship Program and then worked hard to keep it strong and growing. Medical are eligible to apply for a dependent's scholarship up to Seafarer Requirements the age of 25. Each applicant for a depend­ Seafarers and Boatmen who ent's scholarship must: are applying for scholarships • Be unmarried at the time must: application is made. • Be a graduate of high school • Be under 19 or 25 years of or its equivalent. age (whichever is applicable). • Have credit for two years • Be eligible for dependent (730.days) of employment with benefits under the Seafarers an employer who is obligated to Welfare Plan. make contributions to the Sea­ e Be a graduate of high school farers Welfare Plan, on the em­ or its equivalent. ployee's behalf prior to the date The applicant's parent must: of application. • Have credit for three years • Have one day of employ­ (1,095 days) of employment with ment on a vessel in the sixan employer who is obligated to month period immediately pre­ make contributions to the Sea­ ceding the date of application. farers Welfare Plan on the em­ • Have 120 days of employ­ ployee's behalf prior to the date ment on a vessel in the previous of application. calendar year. • Have one day of employ­ Pensioners are not eligible to ment in the six-month period receive scholarship awards. immediately preceding the date of application. Dependent Requirements • Have 120 days of employ­ Dependents of Seafarers and ment in the previous calendar Boatmen who apply for a schol­ year. arship must be unmarried, under The last two items above cov­ 19 years of age, and receive ering worktime requirements of sole support from the employee the applicant's parents do not and/or his or her spouse. Un­ apply to applicants who are the married children who are eligible children of pensioners or eligible for benefits under Plan #1 Major deceased employees. • A,.:".. ' v'N,..,; ' 1989 SlU College Scholarships Deadline - AprlM4 24/LOG/January 1989 »' ^ ~ - -ft,. Must Take SAT or ACT For both active members and the dependents of eligible mem­ bers, the scholarship grants are awarded on the basis of high school grades and the scores of either College Entrance Exam­ ination Boards (SAT) OR Amer­ ican College Tests (ACT). The SAT or ACT exam must be taken no later than February 1989 to ensure that the results reach the Scholarship Selection Committee in time to be evalu^ ated. For upcoming SAT test dates and applications, contact the College Entrance Exami­ nation Board at either: Box 592, _ J, _ „ Princeton, N.J. 08540 or Box 1025 Berkeley, Calif. 94701, whichever is closest to your mailing address. For upcoming ACT test dates and applications contact: ACT Registration Union, P.O. Box 414, Iowa City, Iowa 52243. Scholarship program appli­ cations are available to active members or their dependents at any SlU hall or through the Sea­ farers Welfare Plan, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced in May 1989. The deadline for submission of applications is April 14, 1989. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1989 Description An account of the resource HEADLINES U.S. AGENCY FINALLY ACTS TO PENALIZE FINK SHIP SIU HITS DOD KUWAITI TANKER REFLAGGING POLICY CONGRESS GETS REAGAN’S LAST MARITIME BUDGET BALLOTING PANEL ANNOUNCES RESULTS OF A&G VOTE JUDGE BANS RANDOM TESTING OF TRUCKERS MEMBERSHIP OKS CHANGES TO SIU CONSTITUTION HOUSE SHIP PANEL SETS FIRST MEETING SIU CREWS MAKE TAGOS PROGRAM A SUCCESS SKINNER NAMED TO DOT; DOLE WINS LABOR POST ADM. BUTCHER TO HEAD MILITARY SEALIFT COMMAND SIU SHIP KEEPS ARMY FROM RUNNING ON EMPTY ANDREI SAKHAROV, FAMED SOVIET DISSIDENT, GIVEN AFL-CIO HUMAN RIGHTS AWARD UNITED STATES AND CHINA SIGN SHIPPING PACT SAFE STEERING COMMITTEE SETS AIDS POLICY GOALS 90-YEAR-OLD SEAFARER WINS WW II DISCHARGE NEW SEA LITTER LAWS TAKE EFFECT U.S. EXTENDS TERRITORIAL WATERS ST. LAWRENCE SEAWAY SEASON ENDS 2 FERRY BOAT SINKINGS CLAIM MORE THAN 100 A PIECE OF HISTORY FACES EVICTION WW II MINES STILL A SHIPPING THREAT THE MESS IN YOUR MEDICINE CABINET SIU’S 50TH YEAR MARKED BY NEW LEADERSHIP AND DIRECTION 1988- A REVIEW OD THE SIU’S 50TH YEAR 1988- YEAR IN REVIEW CASSIDY CITES SEALIFT AS BIGGEST NEED AFTER 45 YEARS AT SEA, ‘TINY’ BANKS HIS OARS EIGHT DIE WHEN STORM SINKS SHIP-THREE SAVED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1989 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 51, No. 1 1989 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/dbe7716627c1dfba4f057844804d9a84.PDF 09398b52cf6014045d3f47015612e2a9 PDF Text Text ..W,, OFFiaAt ORGAN OF THE SEAFARERS INTlRNATlOlliAL UNION • ATLANTIC, GULF, LAKES AND INUND WATERS DISTRIG • AFL-CIO TAX TIPS TOR SIAMTN SEAE^KERS SIU members and their a families receive quality medical care in San Francisco. r he LOG, continuing a tradi­ tion of providing valuable in­ formation to SIU members, cov­ ers important tax information in this issue. 5 Harry Lundeberg School a offers new course in Marine Electronics. 4 O Your rights under H £$ a COBRA, the new health care Jaw. WHAT'S NIWIH 1988? TAX LAW CHANGES TO APPLY TO THE 1988 RmPN Reduced Tax Rates Effective 1988 there are only two tax rates, 15% and 28%. The tax table and tax rate schedules use the reduced rates—with a phaseout of the lowest rate for higher income individuals. Increased Deduction for Exemptions The deduction for each exemp­ tion—for you, your spouse and dependent s-r-has increased to $1,950. Standard Deductions Increased For many individuals, the stan­ dard deduction has increased. Because of this increase, it may be to your benefit to take the standard deduction for 1988 even though you itemized deductions in past years. Interest Deductible On the 1988 return, 40% of per­ sonal interest is deductible. This includes interest on items like car loans and credit cards. Turn to Page 11 for • How to get tax info by phone • Additional Information • 'V 1- >•.» • Volume 51, Number 2 February 1989 '• A''' * • ^ cocc_ 3>t—' —<J>0 oc-'0>:zo 11-t7=0 SIU SPEEDS UP lEGAl PROCESS IN DRUG TESTING SUIT VERSUS DOT JjJ oving swiftly through the leffl gal maze, the SIU has expe­ dited consideration of its drug testing suit against the Depart­ ment of Transportation. As a re­ sult of the SIU's action, and with agreement of the US Justice Department, the federal district court has scheduled immediate consideration of the SIU's case against the US government's mandated drug testing proce­ dures of maritime workers. The union expects the lawsuit against DOT to come before the courts in early March. Avoiding legal delay is vitally important since the govern­ ment's drug testing regulations became law in December of 1988 and must be implemented by June 21, 1989. The lawsuit was jointly filed by the SIU, the Transportation Insti­ tute (TI)—a federation of US-flag shipping companies—and two in­ dividual merchant seamen. The SIU is '^committed to protecting the individual rights of its members . The SIU portion of the case declares an individual's constitu­ tional right to privacy and rights to be free from unreasonable search and seizure are violated Crewed by SIU members, the OMI Columbia (OMl) is one of the 56 US-flag tankers in the Alaska oil trade. The Alaska pipeline was built and US-flag tanker transport has been used becausi%:e United States wanted to rktmn American oil from Alaska reserves for AmericanU:onsumption. %- indefinitely extends the period of time in which.Alaska oil is re­ served for domestic use. Alaska oil, reaching the lower 48 states via pipeline and US-flag tankers, has saved West Coast consumers billions of dollars at the gas pump, decreased our na­ tion's reliance on imported oil and preserved a domestic mer­ chant fleet. by the new drug testing rules. SIU President Mike Sacco ex­ plained, "While we accept our responsibilities to help in pro­ tecting society against the dam­ age done by drug and alcohol abuse, we are also committed to protecting the individual rights of our members and the ability of the industry to stay afloat." TI, voicing the concerns of US-flag shipping companies, as­ serts the testing law forces pri­ vate enterprise to act unwillingly as government agents. In addi­ tion, TI challenges a law which places the cost of administering and implementing drug testing on the employer. TI points out the unfair financial burden placed on beleaguered US operators who compete head-to-head with for­ eign flag companies. Foreign flag vessels are excluded from the drug testing law, while US oper-ators are required to pay for the entire cost of testing, enforce­ ment and reHabilitation, cur­ rently estimated to have a price tag of over two billion dollars. The new drug testing regular tions were part of a last minute push by the Reagan administra­ tion to secure compulsory drug testing of workers in the trans­ portation industry. The Coast Guard, in its haste to meet the administration's timetable, drew up proposals with no considera­ tion of effectiveness or cost. Election-year hysteria added to the lack of reasonable and con­ scientious Congressional debate. COMPAHIES, UNION GET SET TO COMPLY WITH DRUG LAW labile the SIU law suit seeks Iflf to abolish the new drug test­ ing rules, ship operators are re­ quired to prepare for mandatory pre-employment testing which the new regulations dictate must be in place by June 21, 1989. Because SIU members work un­ der a 90 day registration and Continued on page 4 -- - • 2:0/ cooo rr'-<0o -I x O UNWN GIRDS FOR BATTU OVER AUm OIL EXPORT w ashington—The SIU is working to continue the pro­ hibition of exporting Alaska oil. The union began developing its campaign, in conjunction with other groups in the maritime in­ dustry, when there were signs from Congress that legislation would be introduced repealing the ban on Alaska oil export. Alaska oil from the North Slope was reserved for domestic consumption by a provision of the Export Administration Act (EAA). Those who want to ex­ port our oil to Japan and other countries would like to eliminate the U.S.-use-restrictions. The expiration of the EEA in Sep­ tember of 1989 gives export pro­ ponents a chance to push for an opportunity to sell Alaska oil in foreign markets. SIU supported legislation would head export advocates off at the pass. If ^proved. House of Representatives bill No. 567 WS/Df: 4 t-i 'V?! ... '• > —)c/i •-Hc.r" motz' Cj-< CO *2 O •H CO 7-- o o 1 o • CJ (-H . > r" 1 J"""- CO. , o n . m -) a. K-. • U1 OJ o : o- • • • •• • •<; »'• • 'i. �SUFARiKS LOG President's Report A®': •' .'••* •;• • • • -j:;";.. • . Mfo American worker must be more vigilant than he or she 11 who goes to sea for a living, especially when it comes to keeping an eye on the efforts of governmental action. Not only must the Seafaring man and woman be concerned with the im­ pact of the range of social and labor legislation, they must be deeply involved with federal policies and regulations as well as congressional initiatives affecting every aspect of marine trans­ portation. Hardly a day goes by without a decision or action being taken somewhere in Washington that directly touches on the well-being and security of shipboard workers. Besides the Congress and its scores of committees with jurisdiction over maritime matters, there are the government agencies and departments whose ac­ tions can directly influence our job opportunities, our security and the stability of our industry. Departments like Commerce and Transportation and State and Justice and Defense and Inte­ rior. Agencies like the Maritime Administration and the Coast Guard and the Agency for International Development and the Interstate Conunerce Commission and the Office of Management and_Budget, to cite a few. Constant monitoring and vigilance is the order of the day. And our people have to visit with and talk with those who are involved. It is a full plate, which we readily accept because we believe strongly that the Union must keep its eye on Washington and the political and legislative process. No one will do it for us in the manner we think is necessary—by working hard from bell to bell. In addition to the Congress and the agencies, we often have to go into the federal court system to protect the welfare—^and the rights, as in the drug testing case at the moment—of our Union membership. As 1989 gets under way all signs point to a busy calendar in Washington for us in Maritime. With a new administration that has given no sign yet as to what its thinking is in respect to the American flag shipping industry, we are going to have to be on our toes. We must make every effort to convince the administra­ tion and members of Congress that it is in the national interest to revitalize and maintain a strong maritime capability. We must The SID in WMtalnglim IN THE HOPPER • The following bUls have been introduced in the 101st session of Congress. The SIU is carefully tracking legislation which affects membership jobs and rights. : '•^^;;; |;e.v ••' ALASKAN OIL: H.R. 567, which would extend the ban on the export of Alaskan oil indefinitely, was introduced in the House of Representatives. The bill was sponsored by Rep. Howard Wolpe (D-Mich.) and Olympia Snowe (R-Me.). The ban, which is contained in the Export Administration Act (BAA), is scheduled to expire on September 30, 1990. ALIEN STRIKE-BUST­ ERS: Rep. Maige Rou- ••JKi. ir-i'' .V''- • • Volume 51, Number 2 February 1989 'he LOG aSSN0160-2047) is puUished monthly by the S^ifarers Internatioiiai Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, Maryland 20746. Telephone (301) 899-0675. Second-class postage paid at MSG Prince Georges, Maryland 20790-9998 and at arfHirinnal mailing ofiBces. POSTMASTER: Send address changes to the LCX}, 5201 Auth Way; Clamp Springs, Maryland 20746. President, Michael Sacco; Secretary-Treasurer, Joe DIGIorgio; Executive Vice President, Joe Sacco; Vice President Ccdlective Bargaining, Angus "Red" Campb^; Vice President Atlantic Coast, Jack Caffey; Vice President Gulf Coast, Thomas Giidewefl; Vice President West Coast, Gemge McCartney; Vice Pkesident Lakes and Inland Waters, John Fay; Vice President Government Services, Rpy Mercer. Communicates Department Director, Jessica Smith; Editrn-, Charies Svenson; Managing Editor, Mike Hall; Associate Editors, Max Hall mA Deborah Greene; Design Consultant, Dennis Goris. ~ f also offset the efforts in the opposite direction by opponents of " Yo'^r"ulSn representatives with responsibility for SIU legislaUvrsL governmental matters wUl pay stnct attention to their tasks There wiU be times when the membership can be of asSance on critical issues. On those occasions, all hands will be advised as to how they can help. . oii r.ortc We are intent on improving communications among afl parts-of the union structure. That is one the many ways m which we will be working full time to mice the union an effective force for the well-being and security of Seafarers. Drug Testing It may be repetitive, but we cannot stress the issue of the government's drug testing program too much. If anyone is won­ dering why plans are being made now to comply with the order to have a testing procedure in place, it is because the program has to be in operation by June 21. _ However, we have questioned the government s action and we are party to a suit in Federal Court to halt the testing on the grounds that it can violate the privacy rights of Seafarers. We of course, support the notion that the drug issue should be dealt with, but the present scheme not only threatens a member's right but also puts US-flag ships at a serious competitive disad­ vantage, since the ship operators must pay for all costs, and foreign-flag ships are not required to comply with the order. Unfortunately, the Department of Transportation issued its or­ ders without any consultation with the industry nor did it gather any figures to justify its extreme actions. It would have been intelligent to have explored the matter with those involved—the union and the ship owner—in an effort to arrive at a reasonable solution. Since it didn't, in our minds we had no alternative but to seek a stay and have the issue put back on the drawing board. kema (R-N.J.) has introduced H.R. 285, which would prevent aliens from assuming the jobs of striking air and maritime indus­ try employees. ANWR: Rep. Don Young (R-Ak.) introduced H.R. 49, which would authorize devel­ opment of the Alaskan National Wildlife Reserve (ANWR). Leg­ islation which would prohibit ^ such development has also been introduced in the House. CARGO PREFERENCE: During the past several sessions of Congress, cargo pref­ erence has proven to be a con­ tentious issue. It is expected to be one in this session as well. Several bills have already been introduced. Two, H.R. 440 and H.R. 444, were introduced by Rep. Helen Bentley (R-Md.). They would provide for fuller compliance of existing cargo preference laws. A third bill, H.R. 597, would repeal the 1985 compromise reached between maritime and agriculture groups. Introduced by Rep. James Oberstar (DMirm.), it would repeal the extra 25 percent U.S.-flag requirement for humanitarian food aid and the Great Lakes ports allocation. MARITIME EMIS­ SIONS: Rep. A1 Swift (DWash.) has introduced H.R. 99. The bill contains language pro­ hibiting states from regulating marine emissions until federal regulations are promulgated. MERCHANT MARINE MEMORIALS: Rep. He­ len Bentley (R-Md.) has intro­ duced H.R. 441, which would permit vessels from the National Defense Reserve Force (NDRF) to be sold and used for merchant marine memorials. WWII VETERANS: Rep. Jack Fields (D-Tex.) has introduced H.R. 44, which would clarify the eligibility re­ quirements for veterans status for World War II seamen. Sea­ men servirig before Dec. 31, 1946 would be eligible to apply. The legislation would also permit the transfer of title of obsolete NDRF ships for mer­ chant marine memorial projects. : SIX Miw KimBEK mrniD n HOUSE MEKHMHT HUdNHE COEIMmEE Six new members have been named to the House Merchant Marine Committee. Republicans assigned Rep. James M. Inhofe (Okl.) and Porter Gross (Fla.) to take over two of the six vacan­ cies that had been left open. Democrats named to the Com­ mittee include Greg Laughlin (Tex.), Nita Lowey (N.Y.), Frank Palone (N.J.J and Jolene Unsoeld (Wash.). -'vA- ... ^ •' �FSBRUAKY, 1989 SlU tKDiaU. PUN BIG SUCCESS SAN FRANCISCO HFAITH UNIT SERVICES 1200 IN 1988 S an Francisco—Quality health care, individual attention and administrative efficiency were enjoyed by 1,200 SIU members and their families who used St. Mary's Hospital and Medical Center in San Francisco in 1988. St. Mary's was designated a Prefered Provider Organization (PPO) in October of 1987 by the Chief Cook, added, "I've re­ ceived a very good, complete exam. The St. Ma^'s st^ has been very responsive and help­ ful." St. Mary's Hospital and Medi­ cal Center opened the Compre­ hensive Health Center, also known as the "Howard Street Clinic," to meet the needs of SIU members and dependents. The Howard Street Clinic con­ ducts required pre-employment and annual physicals for mem­ bers as well as providing out­ patient care and administering examinations and tests. St. Mary's assi^ed Pamela Fallo to the position of Clinic Administrator. Ms. Fallo comes to the Howard Street Clinic with a total of fifteen years of medical experience, nine of which were spent as nurse practitioner in the field of internal medicine. Com­ menting on her clinic experience over the past fifteen months, Ms. "St. Mary's is the best clinic I've visited. I've been treated very well.99 —^Alphonso Davis, Steward and SIU Member :^S|5-'y, To a member, a PPO means one health center which understands the needs of his or her family. population." In addition to being refered to the Howard Street Clinic, Sea­ farers and family members are occasionally sent to St. Mary's main location for specialized testing or hospital admittance. St. Mary's is one of the largest hospitals in San Francisco. Founded in 1857, it has 531 hos- St. Mary's offers many unique services. The hospital's Western Heart Institute gives the most technologically advanced care available to cardiac patients. Special programs have been es­ tablished for seniors. St. Mary's extra touch can be seen in the wide range of additional mater­ nity services the medical center Seafarers Welfare Plan (SWP). The SWP's PPO program is designed to establish an ongoing relationship with one provider of health care in a geographic area. To a member, a PPO means one health center which understands the needs of a seaman and his or her family. The PPO's, in turn, become familiar with the SIU's welfare plan resulting in more responsive administrative proce­ dures. As demonstrated by St. Mary's, the program provides first-rate medical care with an extra touch for SIU members and their families. Seafarers have welcomed the San Francisco PPO. "St. Mary's is the best clinic I've visited. I've been treated very well," said Steward Alphonso Davis. Adel Ibrahiin, APL Steward and Fallo said, "I enjoy working with the SIU membership and their families. As a group they are personable and very interest­ ing. The staff here receives cards and gifts from around the worid sent by SIU patients. Seamen have very basic concerns about their health and their life situa­ tions. It is very rewarding to woilc with this type of patient $:• pital beds, hundreds of physi­ cians on staff practicing in all areas of medicine and Offers a wide range of health care and social services. Deborah Kleinberg, Associate Counsel for the Seafarers Wel­ fare Plan, explained why the SIU chose St. Mary's. "We looked at many hospitals in the San Francisco Bay Area and St. Mary's was one of the finest. St. Mary's truly has the interests of every patient at heart. The hos­ pital h^ worked closely with the Seafarers Welfare Plan. We've established an excellent working relationship which has resulted in effective administration and a very high level of quality health care. ; • 7 J,: iSv,!; • Nurse Sandra Sprii^ynan (left) and Administrator FaUo (right) consult on test results. Other SWP design^ed PPO's in­ clude: Straub Clinic and Hospital in Honolulu and Virginia Mason Hospital in Seattle. The PPO's purpose is to bring the best pos­ sible medical care and operating efficiency to SIU members and . • -rtj-' Lab technician Susanna Israel studies a Nood sam^. provides: labor, delivery and re­ covery in one room; a free con­ sultation with an obstetrician; 24-hour hot line for patient ques­ tions; personal nursing care; free pre-natal classes; 24-hour con­ sultation with neonatal doctors; discounts on maternity clothes and "craving coupons" which offer discounts on food. For additional information on St. Mary's services, programs and classes, call the St. Mary's Health Connection number: (415) 750-5785. PROVIDERS IN OTHER Mm - ;#'- ' Af-. By SIU arrangement, Seafarers in the San Francisco Bay area are getting quality medical care for themselves and their families through the novel Prefered Provider Organiziotion. , "o,- ^i,.:'ii:-'^i. • '•Xf E. their families. If you have any comments on the PPO program, please let us know. Write to PPO Coordinator; SIU Head­ quarters—4th Floor; 5201 Auth Way; Camp Springs, Maryland 20746. ?• •'V '• • -mr'g- . i �'sgAir^;; - ISv¥«tSSS»li ,-;i-ll'..V,-s.-v •l.tT'i-idr-. •.;• / J/. 1 -V, '"' :• ,. • ."• 4 •' vC." •''j-fi, • 'rv;?K ';>t-„. ' •-,/ I _i I \JPT'. .<W^- J"/' FINK SHIP UPDATE r lURRONE TO HUD SlU WKHINGTON OPEMTIONS Micholas J. Marrone, a SeaIw farer who graduated from the Harry Lundeberg School of Sea­ manship and sailed as an AB, has been appointed Director of the SIU's Department of Congressional and Government Relations. Marrone has gained an under­ standing of the goals and objec­ tives of the maritime industry through his experiences both as an SlU member and representa­ tive, and as an professional in the industry. ^er signing off his last two ships—the SS Overseas Marilyn (Maritime Overseas) and the SS George Withe (Waterman)Marrone served as Port Agent in Piney Point, and taught a course in industrial relations at the school. He also worked as an SIU port official in St. Louis and Paducah, Kentucky. For two and one-half years Marrone was a marketing repre­ sentative for American President Lines in St. Louis. In 1985 he Nkk Marrone, Hu SIU's new Director of Congressional and Governmental Relations, meets witit Ed Welch, chief counsel for the Home Merchant Ma­ rine and Fisheries Committee. accepted a position with Lykes Brothers Steamship Co. as sen­ ior account executive, and later was promoted to District Man­ ager for Sales and Operations. As head of the Seafarers legis­ lative and political arm, Marrone will execute the Union's political goals and legislative agenda. wo months after the original sailing date, the troubledogged Ocean Challenger (Bel­ mont VLCCII, Inc.) finaUy is on its way to Pakistan. The fink ship's difficulties have included a levy of $640,000 in government fines for not meeting the agreedupon sailing date, a court or­ dered payment of $725,000 to a tank-cleaning company. Coast Guard halting of the loading process until oil leaks were cleared and a lawsuit filed jointly by the SIU and other maritime interests. Ocean Chal­ lenger's bad luck rubbed off on one of its tank-cleaning compa­ nies. Houston Ship, Inc., hired by Belmont, was slapped with a $278,000 fine for using illegal al­ iens in the tank-cleaning opera­ tion. The Ocean Challenger, a 260,000 deadweight-ton super­ tanker, was awaMed a U.S. gov­ ernment contract to carry grain to Pakistan. Pakistani officials have voiced concern about the Ocean Challenger's size. Not only does the coun^ not have enough storage facilities for such huge amounts of wheat arriving at one time, but there are also no ports capable of berthing the supertanker. The grain must be shuttled to shore. The court challenge by die SIU and other maritime groups still leaves the controversial Ocean Challenger's fature in doubt. S KUWAm TANKERS UNDER US-FUG •:'ffy'- 'y "-•. ••:r-•¥ :-r ••••: : •>'. • .••, ffnTnTim •_ ' .' 5!1. '-tV'--. - Mi./r SPAD Means Security Contribute Now! 0' .; NEW DOT SECRiTARY PROHIUSES STRONG US-FLAG MERCHANT MARINE 'i ' •" ''•""r{:r^,y:,^ ;. T. . -IL-. . Vrj5i:5iTA'<-,^W5l^'^ it, -• 7r !^4 I ; ,. • '•. '• ., - ' ••, . S amuel Skinner, President Bush's designee for Secretary of the Department of Transpor­ tation (DOT), pledged to work towards implementing a national transportation policy that would include a strong US-flag mer­ chant marine. Speaking at a confirmation hearing held by the Senate Com­ mittee on Commerce, Science and Transportation, Skinner agreed to implement existing cargo preference staitutes and preserve the integrity of the Jones Act. Noting that "cooperation be­ tween government and industry is long overdue," Skinner prom­ ised to examine the report issued by the President's Commission on Merchant Marine and De­ fense and foUow up on its rec­ ommendations. When asked about reform of the liner subsidy program. Skin­ ner said the way the program is presently structured posed prob­ lems for the industry. "It does not appear to provide sufficient operating flexibility in a rapidly changing market, and it lacks in­ centives for cost efficiency that are adequate to make the US fleet competitive in the worid market." Conunenting on a proposal to build US-flag vessels overseas. Skinner said he had not yet had time to review the proposal, but "there is no question that ship­ building and associated indus­ tries are essential mobilization resources. Skinner consented to review a campaign commitment by Presi­ dent Bush to name an executive branch maritime liaison to coor­ dinate the vmious federal mari­ time programs and to serve as an advisor on military sealift. Skinner, a former US prosecu­ tor, told the committee he is in full agreement with the new drug testing regulations enacted in the last days of the Reagan adminis­ tration. l^ashington—^The Maritime WW Administration officially re­ ceived a request to allow five of the eleven reflated Kuwaiti tankers to remain under the American flag. Last month the SIU and other maritime interests were advised by Mar Ad that the application was imminent. At that time, the SIU also learned that full US • crewing of the vessels would take 10 months. The SIU favors immediately crewing the tankers, citing the availability of qualified US personnel. The SIU condemned the gov­ ernment for, once again, drag­ ging its feet on this issue. cfmrum, ums RCUY PUN fOR DRUG ffiSnNG ' yM- continued from page I shipping system, it will be neces­ sary to begin pre-employment drug testing in March, 90 days before the implementation date. Under the new drug testing regulations, shipping companies are legally obligated to hire em­ ployees who have been screened and cleared of any drug use be­ ginning June 21, 1989. The oper­ ator must be able to prove the employee has been tested some­ time in the 6 months prior to signing on. As a result, commencing in March, before being dispatched to a vessel, an SIU member will have to have the necessary proof of drug clearance. To make the process as convenient as possi­ ble, SIU clinics will serve as col­ lection sites for the drug screen exams. The law requires all anal­ ysis of test samples be con­ ducted by laboratories approved by the National Institute for Drug Abuse (NIDA). Test out­ comes will be sent to a Medical Review Officer. The individuals working as Medical Review Offi­ cers will be agreed upon jointly by the union and the employer. To ensure fair and equitable testing, to reduce chances of er­ rors in reporting of results and to prevent unwarranted dissemina­ tion of information, the SIU cur­ rently has its legal counsel work­ ing with medical professionals examining NIDA approved labo­ ratories, studying testing proce­ dures and drawing up guidelines which will protect and preserve the member's rights during the drug testing process. ••'•cA '% �Wmi FCBRUARY 1989 - - ^ , •;• .'^'•--r-- •'- •/''iV.WaKS'. -ft . H •.'31 , ?' -'is'-" Harry Lundeberg School of Soamanship I. i, ^ RIVERBOAT SAFETY IS TOR PRIORITY pects of the crewmembers' train­ ing was to learn that safety was their responsibility 24-hours a day. "I've learned a lot about safety and concern for others that 1 didn't take^into considera­ tion before. 1 now have the Sense of responsibility and con­ sideration for every individual Delta Queen crewmembers, left to riffU, first row. Bill Collins, Brian Murray, Alonat. Talbert; second row, Arturo Nunez, Edward Goodman, Blake Ingraham; Mrd row. Instructor Jim Moore, WUUam Pritas and Bobby Shepherd. Queen, they do it for the com­ fort and relaxation a slow cruise along the Mississippi brings. he Seafarers Harry Lundeberg S( School of Seamanship is proud to announce the creation of a new position: Marine Elec­ tronics Technician. The Marine Electronics Technician will be able to repair the complex electronics equipment found aboard ship. Advances in technology have brought automation to the maritime industry, and these ad­ vances have established a heed for trained persons in order to keep this sophisticated equipfhent in top operating condition. ' To satisfy foe need for trained technicians, foe school has es­ tablished foe Marine Electronics Techniciah course at foe Lundei^erg Sch^ FOint, Md. This is rn intensive eight-week course in AC and I>G theory, basic and advanced Olcetronic circmts, digital logicy a^ and trouble-shOotihg. There will as well. be hands-on e:q)e^ Startiiig MeuOh 20, this new course will be taught by Russell Levin, M.S., who has n^ yeara of teaching experience and an excellent background in elec­ tronics. Applicants fOr this course will have had some background in al­ gebra and will have demon- I-"'-'"-'- . • What they probably don't real­ ize is, that ^ong with the good meals and fine service, the SIU crew on the Delta Queen is looking out for their safety, 24 hours a day. To make sure safety onboard America's last authentic riverboat is first rate, the SIU has set up a special program for Delta Queen crewmembers at the Sea­ farers Harry Lundeberg School of Seamanship. The three-week course in­ cluded sessions in basic deck seamanship and safety, with hands-on use of standard deck •-/l-i'". r "•••f-'.'.' "•••'' • ' Crewmembers practice tying knots. This is the second year of the special training for the Delta Queen crewmembers. The train­ ing will continue to ensure the safe and smooth operation of one of America's floating historic landmarks. NEW MARINE OEORONICS IJfhen most people board the historic, SlU-crewed Delta rrhi ,'•'' onboard my vessel,'' said Stew­ ard Joseph Blake Ingraham. Brian Murray and Albert Talbert equipment. First aid and CPR were covered. Students also learned firefighting techniques, damage control procedures and water survival. One of the most important as- Aboard the Sonny Simmons. SIU School Oraduatos ••A-' M. n \iWm nuf^yearsp^ field, Russitil Levin Will teach the new Marine Electronics Technician coune id Piney PoiWt. strated a technical ability. Appli­ cants who do not meet the requirements will still be consid­ ered on an individual basis. Once a student passes the course, he or she should be able to sit for the Federal Communi­ cations Commission's exam for General Radiotelephone Opera­ tors' License with Radar En­ dorsement. No knowledge of Morse Code is required. For more information about this course, please contact the Lundeberg School at (301) 9940010, ext. 274. ->g I AM INTERESTED ''T- ••;:••' .r",-r'p:''" '. '••'' ••-• (This is not a formal application) >"'• ••r •'•'• " ' "I;-: :i o ff; r:t'^ • O.yV;'^h-' " !v' • wm' i' Please put me on your list as interested in future enrollment in the new Marine Electronics Technician course. Name f I I (L«a) (Rrsi) { Telephone RJ. Johnson, Irving Tacoronti, Jr., Alfred DiSimone, Juan E. Iglesias, Jack E. Pegram, Jr., Muhammed Saleh, Jose A. Gonzalez, James D. Templeton, Jr., Johnny August. ; •'•• Dept. ^ "-••• availab^ A recent graduating class of Able Sea­ men at the lAindeberg School. First row, l^ to right: Bill Eden, Julio Ra­ mos, Jose F. Rivera, Pablo Hernan­ dez, Gary Tauro, Jake Karaczynski (Inst.); Second row: Richard Rankin, of Birth Aw/day/yr OfiMIe) Address __ [k " Skm. S^rii^ No. Book No. i .;• (a^cotik) Seniority- '-•i,a Home Port ; •• a training. .•"i-M'i iSkk:';.RETPBJ^ COMPLETED CCHjPON TO: Dnector Volitional Edat^ion Seaforers Harry Lundel Rney Pmnt, MD 20674 f: / I r- ..;(K '.'fe l-'.i ' ' • .My f;'' f . • ••..1, o- ' • �'- .J'' ' SlAfARm Deep Sea News A,'.-'-'. - m:.' •X.-i' ', //f AMERICAN EA6LE IN MOBILE i&i |iii;s«>A i; "»>•; /r •, S eafarers onboard the Ameri­ can Eagle (Pacific Gulf Ma­ rine) have found steady work, thanks to a long-term charter to the Military Sealift Command. The RO^O made its first call ever at the Port of Mobile to dis­ charge and load a variety of mili­ tary gear, including tanks, trucks, jeeps and other equip­ ment. SIU Patrolman Jeff Libby took most of these pictures when he boarded the ship for payoff. The Eagle was scheduled to sail the next day for Panama and then to Norway. ••rf- In the galley of the "Et^le" are (L-R) Messman Alphonso Davis, Chief Cook Charles Williams and Steward Lincoln Finn. Here's most of the "Belle's" Deck Department, (L-R) ABs Marcus Hemenway, Dewey Jordan and Ken Smith, SIU Patmbnan Jeff Libby and Bosun Benedict Bom. AB Marcus Hemenway ffefl) helps out Messman Atpkonso Davis (center) and Steward Lincoln Finn as they food stores for the tr^ to Panama. i Vp--'0 "iUSMUp '•^i' ';"i-^''••''v'-''''' "" •' • '•••ip-i,.!' ' •:• ' Bosun Benedict Bom operates the ship's crane during cargo operations while the "American Eagle" was in Mobile. m 'lipp[p'. . .w>. -0"..•;.<. ^4 i1 . ^'' AB Michael St. Angela takes a welldeserved break. The A-1 "B" TEAM ' Nona (JIBRA Cimhiiuarim HtiiMi Jf you or your dependents lose your eligibility for health care i coverage under the Rules and Regulations of the Seafarers Welfei^ Plan, you and yoiir dejkindents may^^ purchase, at a premium. Welfare cbveigge directly fro^ Plan. . If you find that you have lost your eligibility for Plan coverage, you must notify the Pjto office iminediately to find out ytlrether or not you or your dependents may elect to continue your besnefits under this pipgraiji. If you want more information concerning this program you can call the membership services office. i'W ^ 7..;6i(Srfe: . Deck crew of the "Eagle" at work. 1-80040^^^ .or-write' , Seaferers Welfare Plan 5201 Auth Way Camp Springs, Maryland 20746 The Waterman "B" team on the "SGT Mdtej KocaJc" is never hungry with Chief Cooks Ritdy Xatrich (left) ami Lonnie Gamble (right) in the galley. NOTE: A detailed article explaining this program appeared in the January and February 1989 issue of the "LOG". You may want to refer to it. " iS'i:7' �mmm, im - Jlo^. V ";'/: " • ,y <^«£^-w'fe4fea ^..i:;-:"" -J i,<vi>-r.i...-.1.* ».-tJ CONGRATUUmONS TO NEW SlU UNION PENSIONEia WIS //In as much as retirement action IS an important event that we all await with suspense, it is a pleasure to advise you that your application was today ap­ proved by the Board of Trust­ ees," wrote Paul Hall in 1975 to a new pensioner. Paul Hall was President of the SIU for twentyfive years up until his death in 1980. Paul Hall's words in 1975 are just as relevant today. Retire­ ment can be an exciting time for seamen used to a maritime way of life. Years ago a seaman could only look forward to pov­ erty if he stopped shipping. Pen­ sions for seamen were not handed to seamen as a gift, the union fought for retirement benefits and won. And it was a hard fight. Many of the men re­ tiring now help^ win these bene­ fits. Their pensions are well deserved. The Seafarers International Union extends its warm congrat­ ulations to this month's pension­ ers and wishes them well in their golden years. 71 ' "I,/— -3S> '[••.''O,/'^''-. "" Deep See .• . ::.vs^:5:'sr :ir \_v' ^ ,', r. ' PETE GARZA PETER L . KRUPINSKI Pete Garza, 61, retires after an outstanding ca­ reer with the SIU. Brother Garza, a recerti­ fied Bosun, re­ cently served on the Tallying Committee. Al­ though Brother Garza's effective pension date is December 1, 1988, in his devotion to the union he'll never retire. Making his home in Texas City, Brother Garza joined the union in 1955 in the Port of Houston. Peter L. Krupinskk 62, joined the union in 1950 in the Port of New York. Brother Krupinski sailed in the Deck depart­ ment. Making his home Whiting, New Jersey, Brother Krupinski's effective date of pension is De­ cember 1, 1988. SAMUEL A. SMITH, JR. Samuel A. Smith, Jr.,. 64. His effective pension date is September 1, 1988. Brother Smith joined the union in 1958 in the Port of San Francisco. He sailed in the Steward depart­ ment. Brother Smith is a resident of San Francisco, California. ' V '' •rt'"-"-V'---,o;>si- DEEP SEA JOBS FOR SIU MfMlf15 ON THE INCREASE ncreased employment opportu­ / nities for SIU members, means class "A" individuals can now stay onboard a vessel for up to 240 days. The SIU Vice Presi­ dent of Contracts' office reports there have been many questions on this modification of the ship­ ping rules. The change was brought into effect as a result of action taken by the Seafarers Appeals Board (SAB). SAB is the joint labor-management com­ mittee responsible for adminis­ tering the shipping rules. For several years in the early 1980's, a shortage of jobs led the SAB to modify the length of em­ ployment a member could have on one ship. At that time class "A" individuals, excluding per­ manent ratings, were limited to 180 days and class "B" to 120 days before the seaman would have to leave the ship and re­ register for another job. With the recent SAB modifica­ tions, along with the increase in allowable time for class "A," class "B" members can now stay with one vessel for up to 180 days. If a round trip voyage is longer than 240 days for a class "A" member or 180 days for a class "B" member, the in­ dividual may stay on the vessel until the voyage is complete. Citing the increase in jobs for SIU members, the SAB noted, "various contracted employers have been successful in respond­ ing to Requests for Proposals (RFP's) from the Military Sealift Command or the Maritime Administration ..." ROBERT H. SAMPSON Robert H. Samp­ son, 63, sailed in the Deck depart­ ment after join­ ing the union in 1960 in the Port of Detroit. Brother Samp­ son currently resides in Supe­ rior, Wisconsin and becomes a pensioner on December 1, 1988. Duluth, Minnesota was Brother Sampson's last Port. v.-i^ ^ ROBERT E. CROTTY Robert E. Crotty, 62, lives in Calumet City, Illinois and has shipped from Algonac. Effective December 1, 1988 he becomes a pensioner. Brother Crotty began shipping with the union in 1962 in the Port of Chicago. Brother Crotty sailed in the Engine De­ partment. If y-v'r;;.; • :>yy.^' Ger .I-]';..?•••: •:v\W-'' •T :r- • 1 :• i •H •' • • • ,V-' ' . . A ^ Groat Lakes CECBL E. FERRELL Cecil E. Ferrell, 62, lives in Cor­ pus Christi, Texas Brother Ferrell's pension is effec­ tive December 1, 1988. Seafarer Ferrell shipped out of the port of Houston and joined the union in 1968. Brother Ferrell retires from his position of Captain. liii^ •. .V>- • members SAMUEL E. BOSSARD Samuel E. Bossard, 67, began shipping with the SIU in 1962 in the Port of Duluth. Brother Bos­ sard sailed in the Deck depart­ ment. Living in South Range, Wisconsin Brother Bossard's port was Algonac. His effective date of pension is December L 1988. WmM'' . FOR CIASS "A" AND ClASS "D" MmBiRS: - - "yoursi. n: y-o. ®- w �T.y- .ifil: :MX.y Dispatchers Report fei Inland Waters NUBSefe HcAl^er Trial Dale si:. '14 ' JANUARY 1-31, 1989 -•• - •^ • V-- SfAMfffilS lOG :. - •-.- TOTAL SHIPPED All Groups Class A Class B Class C TOTAL KEGISTERED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT r he National Labor Relations c Board (NLRB) announced the many SIU charges against har­ bor towing company McAllister will be brought before an Ad­ ministrative Law Judge on April 24. The trial is expected to con­ tinue for over a month. McAllister is accused of failing to bargain in good faith during the contract talks of 1987. Mc­ Allister's illegal behavior at the bargaining table resulted in a strike and scab crews on the boats. The trial will also take up the back-pay case from the 1984 Outreach decision. Outreach was the "alter ego" company Mc­ Allister established attempting to go non-union. The SIU caught them in the act and brought legal action. The courts have ruled Outreach was a sham. The April 24 trial will consider how much McAllister owes its SIU employ­ ees from the period of time it was operating as Outreach. •=SvS'-^- • Totals • ••. J.« .'•ir,.. '^v" I'. ."• . ENGINE DEPARTMENT Port - New YcH^ liiladeli^^ .w tltosM ' Norfolk Mobile New Orleans "Jacfcsonvilie ?San Bi^iieiscb !-,S; IS:? , • 1 . „•• p-r,,,ir . -. 1-, ;. ,,, r . Seattle Puerto Rico Houston St. Louis Piney Point .Totals :, f ' NSW COAST GUMD RULC5 IN SFFSaON Um, RIVSRS r STEWAiiil DEPARTMENT Port I 0 0 5 2 0 0 0 • Norfolk Mobile New Orleans 1 0 ' '•• "• - 0 ^,6 • 0 0 0 4 6 •Ml 0 ioyi 0 0 ' '25'~''if ''• •"• •,S"r,V«'^^ -V ; .ISV; .;-..-SS,.<::: 'alSis SrtSSS3&i- ?. • . ii \'l -'- ! -' 49 293 39 118 45 52 16 114 Totals All Departments •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. CL—CompanyAakes • 'U- JANUARY 1-31, 1989 •TOTAL REGISTERED •iiV: n February 3 the seven-year process of updating Coast Guard licensing regulations will go into effect. Maritime workers will be subject to new regula­ tions covering limited tonnage li­ censes for the Great Lakes and inland waters. Merchant seamen who have not been actively ship­ ping will find the renewal proce­ dures have changed. The SIU has incorporated the new rules into its course material at the Harry Lundeberg School of Sea­ manship. Dispatchers Rsport for Dreat Lakss If,, ir}i • O , *.:Sr L—Lakes HP—Hon Priority TOTAL SHIPPED ••REGISTERED ON BEACH All Groups All Groups All Groups Class CL Class L Class NP Class CL Class L Class NP Class CL Class L Class NP Port Algonac Port Algonac Port Algonac Port Algonac 0 16 1 0 17 0 8 0 0 .-!y r. Jf' ^ tf... •. ^___ Port • .-••'a: f-.. DECK DEPARTMENT 0 2 3 ENGINE DEPARTMENT 0 7 1 STEWARD DEPARTMENT 0 2 0 ENTRY DEPARTMENT 0 0 0 0 36 0 17 0 0 13 0 0 63 13 Totals AU Departments 0 45 8 0 11 4 0 129 16 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month, '•LV- -- ^.f' •XiK 'V'M �BPISSI SSsaaa FCBRUm, 1989 .'-I *!sr Know Your Rights mn ftttemathnal Un'm D!re€loiY MldUidl SKGO, President Joo^ii Sacco» Executive Vice President Angus ^'Red'" Campbell, ' Vice President 3oe1iHGimi^t*i Secretary Jack CafTey, Vice President Tbomas GUdewcil, Vice President George McCartey, Vice President StOmVuf f Vice President Roy A Merasr, Viiee President sieve Edmy^ Vice President HEABQUARTERS 5201 Auth Way CaiQp Springs, Md. 20746 {301)899-0675 ALGONAC, Mteh. 520 St. Clair River Dr. 48001 (313)7^M988 BALTIMORE, Md. 1216 E. Baitimote St. 212(E (301) 327-4900 DULOTH,Mmn. Medicail Arts Building 55802 ai8) 722-4110 HONOLULUvHai^i 636 Cooke St. 96813 (808)523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713)659-5152 JACKSONVILLE, Fla. 3315 Uberty St. 32206 (904) 353-<»87 FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Account­ ants every three months, which are to be submitted to the membership by the Secre­ tary-Treasurer. A quarterly finance commit­ tee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Mem­ bers of this committee may make dissenting reports, specific recommendations and sep­ arate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management represen­ tatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust fimds. SHIPPING RIGHTS. Your shipping rights and seidority are protected exclusively by the contracts between the Union and the employ­ ers. Get to imow your shipping rights. Copim of these contracts are posted and available in all Unkm hails. If yon feel there has been any vioiathm of your shipping or senh^ty rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" CampheU Chairman, Seafarers App^ Board S201 Anth Way and Britannia Way Prince Georges Comity Camp Springs, Md. 20746 JERSEY CITY, N.J. tMontf|i9!Bry St ^•4 Full copies of contracts as referred to are available to you at all times, either by writing directly to the .Union or to the Seafarers Appeals Board. MOBILE, Ala. Dauphin Island Bri#; : 36605 If t (205) 478-0916 CONTRACTS. Copies of all SI U contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to pro­ tect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—THE LOG. The Log has traditionally refrained from publish-ing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publish­ ing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may del­ egate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memberpay any money for any reason uidess he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLI­ GATIONS. Copies of the SIU constitution are available in all Union haUs. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately n<^ tify headquarters. EQUAL RIGHTS. All members are guar­ anteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no mem­ ber may be discriminated against because of race, creed, color, sex and national or geo­ graphic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquar­ ters. /'•'v.;,:' SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with im­ proved employment opportunities for sea­ men and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contrib­ utes to political candidates for elective office. All contributions are voluntary. No contri­ bution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and re­ fund, if involuntary. Support SPAD to pro­ tect and further your economic, political and social interests, and American trade union concepts. 4r::--4 % •S I' it If at any tune a member feels that any of die above rights have been violated, or that he has been denied his constituthmal right of access to Union records or information, he should immediately notify SIU President Mike Sacco at Headquarters by certified mafl, return receipt requested. The address is 5201 Auth Wayai^Britannia Way, Prince Georges County, Camp Springs, Md. 20746. i •- " W BEDFORD, Mass. 50 Union St 02740 (508)997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 5^-7546 ARE YOU MISSING IMPORTANT MAIL? NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718)499-6600 |l#e want to make sure that Iflr you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. Your home address is your permanent address, and this is where all ofhcial Union docu­ ments, W-2 Forms, and the LOG will be mailed. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or ^dress is misprinted or incom­ plete, please fill in the special address form on this page and send it to: NORFOLK, Va. 115 Third St. 23510 (804)622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215)336-3818 PINEY POINT, St. Mary's Clounty 28(^4^#' 001)994-0010 SAN FRANCISCO, Calif. 350 FremcHil St. 94105 (415)^3-5855 ..... SANTUMCE.m • I0S7 Fernandez Juncos Sti Stop 16 00907 (^) 725-69^ SEAITLE, Warn. m$ 1-Ave. 98121:" (206)441-1960 . \ ST. LOUES, MD. , 4581 Gravois Ave. 63116 , (314) 752-6500' • WILMINGTON, CaiL' 510 N. Broad: Ave. 90744 •r^K SIU Address Correctioii Department 5201 Auth Way Camp Springs, Maryland 20746-9971 r r i HOME ADDRESS PLEASE PRINT Date:. Social Security No. Your Full name ( ) Area Code & Phone No. Apt. or Box 8 Street City " sV,''* • V-' Tip State • SIU • Pmisioner SIU • Other Book Number SIU Place of Employment. This will he my permanait addms for all official Union mailings. Thb address shooid remain in the Union ffie unless otiierwise chained by me personaBy. (Signed) •> • J.'• i, • •';«.• ./• �=E==::=r::=5ssi5a.^^ " jr-~r~ , ;5^T •-^ /1:.. -•^.- •, • •••.- • 1, .i'._-j>i».- ^ _-_v. _•...• •.!.•• y.^-*'!'-.. ? "5 = ^ -«<u ^ T- •\j^^ .-• .iiJ.•••••.-..v.•:. y J -7 , -7 ' - • ^ » .-, > — ^ MoBthfy M0mbeisMii JANUARY 1-31, 1989 i; SMiy^ - • i? -..JC.-J»-KI «i^-?». Dispatchers Report for Deep Sea .v-i, -ifV iole^ '. - •" • _ ? u lubUitl MMf •^f;,-•''•*• " •' • WBSmU'' •4 Port Kriey Poiiit A Mcmday , Mareh 6 ' ?&'•• •, ".'',v?ir '":^:!r--/''^ /;;3*AAA . ANewlfo^ l\ies<teiyr 1^ Philadid^ 'IA-: • ii' ': •-A^A,'" 7 W^naadayy March 8 '::• yjWxrr-.r^-^- :.^h' ^••-v•: -1•; '•m Thtoi^^r Norfolk Thursday, February 9 jacksonville 4 Thursday, March 9 ;! Algonac Friday , March 10 Houston Monday, March 13 NewOrleans A; Tuesday, March 14. Mobile Wednesday , March 13 A 'PVAp-A San Francisco AHiu^ Its Vii^lniington Monday, March 20 Seattle AAp Friday, March 24 . . b .....i SanJuaa Thursday, March 9 M/l-ouis Friday^ MdinEhlp; Hohdlulu B^dayvl^^ A::3>uluthA-AAA;;v^ WediiOs^AM^^ Jersey Gity Wednesday, March 22 New Bedford -.Vv ilA Tuesdayi March 21 liiill!:.' &'AA;«^AA;AA:t A :|A:'?®»AAAAA; l4a.v .. '•."'] "' '<f ' r- A • ?f ••.' ' j:,'-^"t'-:\-f'-J':!' '^%t-r\ •' • { '''^ <;• ®sS-'A,..,... . fcA-::^ |®ili ? . C,. t J 'A . A, HA i;A-Al^AV'A ii"AA«''^^'A:Av -.A' u AA'A',A, rv:A.A;fVA>.- '''..,' • '' ''"A"''''^AA'A ^4 ' ; AAAA,;^'gAA^,A.:;.: • V V/, ,* - •A'"A'A' •„ A-AA-A fail'imttMui starik .«#:•T:' 4 4 KNOWm m or OMflKs? |:;-A®.S|prAy: •'^IpipAA^A;: The SIU is looking for seamen with ratings. If you know any former SIU AB's or QMED's, tell them to get in touch with the SIU Secretary's office or MAN­ POWER. mmrnm:. JAA AA -'%:-' , ;4 IP •' • •.^'- .'"y. •H'VHA .iA>-.AH'4 'A ' • 4:€:'A44 AAAAV;: - A-ASIA'H ' ' -44iiArg ->"fc.;- 238 f ..A ' 244 271 Totals AU Departments 702 437 405 564 315 324 230 1,274 565 429 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. wmaosED Shipping in the month of January was down from the month of December. A total of 1,433 johs were shipped on SlU-contracted deep sea vessels. Of the 1,433 jobs shipped, 564 jobs or about 39 percent were f,^irk.n by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 230 trip relief jobs were shipped. Since the trip relief program h^an on April 1, 1982, a total of 9,343 jobs have been shipped. President's Day will be observed Monday, February 20. Head­ quarters and the ports will be closed. fmmY20 5 -A-,.-" • •' . A s �•• FEBItUAKY, 1989 1 imfii le mt You should file as SG^h as you can but not later than Monday ^ Apiil 17, im If you file late, you may have to p^y penalties and interestl imwmmmmBKsm If you know you cannot file by the due date, you should ask for an extension using FORM #4868, Application for Auto­ matic Extension of Time to File US Individual Income Tax Re­ turn. Form #4568 does not ex­ tend the time to pay your income tax. Read the instructions on Form #4868 carefully. mammmioi jmrniKBommm If you are a US citizen or resi­ dent, you may qualify for an au­ tomatic extension of time to file if, on the due date of your re­ turn, you meet one of the fol­ lowing conditions: • You live outside the US and Puerto Rico AND your main place of business or post of duty is outside the US and Puerto Rico. • Or you are in military or naval service on duty outside the US and Puerto Rico. The extension gives you an extra two months to file and pay the tax, but inter­ est will be charged from the original due date of the return on any unpaid tax. You must attach a statement to your return show­ ing that you meet the require­ ments. mKH fou w mi Since Forms 1040EZ and 1040A are easier to complete than Form 1040, you should use one of them unless using Form 1040 lets you pay less tax. You may be able to use the following foms if you meet the outlined condi­ tions. I040EZ • You were sin^e and do not claim any dependents. • You were not 65 or older or blind. • You had ONLY wages, s^aries, tips, taxable scholarships and fellowships and not more than $400 of taxable interest in­ come. • Your taxable income is less than $50,000, • You do not itemize deductions or claim any adjustments to in­ come or tax credits. 1040A • You had income ONLY from wages, salaries, tips, taxable scholarships and fellowships, un­ employment compensation, in­ terest or dividends. • Your taxable income is less than $50,000. • You do not itemize deduc- , tions. mo ° ^ Your taxable income is $50,000 or more. • You itemize deductions. • • You received or paid accrued J;:i-,jr..Vi-"^.-b-;.''".'ct/Li?:iv'i.T.-'f;L.-Vi-i;^i .' •' ..w i. .•. . •' - . PHPusmm riu umau out Mpm ir, im. intere$t On seciirities ti^sferred between interest payment dates. • You received any nontaxable dividends or capit^ gain distri­ butions. • In addition, you are required to fill in Part III of Schedule B for foreign accounts and foreign trusts. You may want to file these fcHrms: • Form 1040ES, Estimated Tax for Individuals, for 1988 (or if you want to apply any part of your 1988 overpayment to esti­ mated tax for 1989). • Form 2210, Underpayment of Estimated Tax by Individuals. • Form 2555, Foreign Earned In­ come. mtmrn mammw • Welfare benefits. Disability retirement payments (and other benefits) paid by the Veterans Administration. • Workers' compensation bene­ fits, insurance damages, etc., for injury or sickness. • Child support. •Gifts, money Or other property you inherited or that was Willed :^toyou,::v:Y;\:;v-V •Dividends on vetgrafrs' life insuraiice.J":7'-. • •Life iiKiirance proceeds re­ ceived because of a person's death. • Amounts you received from in­ surance because you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while Uving in your home. ammmmBmirn umunB • Amounts received in place of wages, from accident and health plans (including sick pay and disability pensions) if your em­ ployer paid for the policy. • Life insurance proceeds from a policy you cashed in if the pro­ ceeds are more than the premium you paid. iiiiiiiMiiii m MORE imimTioN r O make your tax calculations easier, the Internal Revenue Service (IRS) has information and material available by phone. ^ General Information 1-800/424-1040 can be called for general information. IRS staff answer questions from 8:30 am to 4:45 pm, Monday through Friday. Until the April 17 deadline, the information of­ fices will be open until 7:00 pm on Monday and Tuesday ni^ts and two Saturdays, February 4 and April 15. Publications TOT 1-800/424-3676 operators will take orders for publications. On a touch tone dial: 100 150... 200 250.............. 300............. 350............. 400.............. 450............ 500 ,. ... 550. 600............. 650...... • .. • • 700......... 750 goo You may want to request: #553 Highlights of 1988 Tax Changes, #933 Major Tax Law Changes Enacted in 1987, #552 Record Keeping for Individuals. Automated Information 1-800/554-4477 is the IRS's 24 hour automated "teletax" system. When calling remember the sign will repeat the topic you are listening to and the sign will stop the message. When you Jiear the initial recording, dial 323 from a touch tone to hear the categories of informa­ tion. Of use this guide to imme­ diately connect to the message of interest once you have dialed the number and the recording has begun. Subject matter covered: ^ • IRS Procedures and Services Filing Requirements, Filing Status, Exemptions Types of Income Adjustments to Income Itemized Deductions Tax Computation Tax Credits General Information IRS Notices and Letters Basis for Assets, Depreciation and Sale of Assets Employer Tax Information Magnetic Media Information Tax Information for Aliens and US Citizens Living Abroad Spanish Topics Tax information for Puerto Rico Residents • Gains from the sale or ex­ change of real estate, securities, coins, gold, silver, gems or other property. •Gains from the sale of your main home. • Prizes and awards (contests, raffles, lottery and gambling win­ nings). . • ..... y ':- ^ I ft"':;. .•' 'yy''' ! v- •,L. '.J - SCAFAKER namm Rrn/ffWROwmwrnm ."i •} •: • mmmammmm Many Seafarers complain when taxes are not withheld on earn­ ings in the year when employed, but instead are deducted in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September of 1987, paying off in January of 1988, would have the entire five-months earnings ap­ pear on his 1988 W-2 (which would be filed in 1989), thus not reflecting the money earned in 1987. To minimize the impact of 4 having to pay taxes on incomei earned over a period of time which falls within two sequential years, the Seafarer can pay in­ come tax on income received through allotments and draws. While onboard the vessel in 1987, the allotments sent home and draws taken may be re­ ported as 1987 income. Unfortu­ nately, the 1987 W-2 will not re­ flect these earnings. The Seafarer should list all allot­ ments, draws and slops on the tax return and explain why there is no accompanying W-2. Since no tax has been withheld on these earnings, the Seafarer should pay the full tax deter­ mined by his/her tax bracket. When the emnings do show up on the 1988 W-2, received in 1989, the Seafarer can explain how he reported some of these earnings on the 1987 return filed in 1988. Thus, he would get the appropriate tax return. This process will save the sea­ man some tax money in the long run, but it means he/she will be out-of-pocket on some of his/her earnings for a full year until the refund is received. This proce­ dure will undoubtedly cause In­ ternal Revenue to examine the Seafarer's tax returns, since the income reported would not coin­ cide with the totals on his W-2 forms. This raises the question, is this procedure worth the bother? It is justified only if a seaman had very little income in one year arid very considerable earnings in the next. Otherwise, the tax saving is minor and probably not worth the headache. I - •• • r ,•.'5 . • = .y "'rjlli- ... i(|.- .y ,..;y ,4 ,yv. .. ,i v4;- yyV'tyy-y, • .. y •••yy . T • . • '-'-•i; yy �i»iiiiiM>yiyi^iW<)iiiii 11 ii II I I rn III I ^ - — ^ •- . - '• SEAFMEItS LOG 12 COBRA: A WAY TO COiimNW HCALTH COWRAOE n December of 1988, the Seafarers Welfare Plan sent a letter to all plan participants describing a new program called "COBRA." COBRA allows an employee to purchase health care benefits when he or she becomes inel^Urle to receive health and welfare from the Plan. This benefit program is part of a law called The Consolidated Omnibus Budget Rehabilitation Act or COBRA. Congress passed COBRA to provide individuals with the opportunity to purchase their health insurance in the event of losing eligibility for benefits under health care plan. The law spells out what events have to happen before a person can buy the health benefits. Participants who lose plan coverage after January 1, 1989 will be able to purchase benefit coverage for themselves and their dependents. Under certain circumstances it is also possible for dependents to purchase health plan coverage for themselves. Below is the complete text of the letter. I II' ..ik-f^: f /fSftaiss''kit-". V' Definitions ';.p|'^;':'v:-- 'liiv' ', "' 'T* " •• . Dear Participant: A new law requires the Seafarers Welfare Plan to give you and your dependents the opportunity to extend your health care coverage in situations where you have lost your eligibility for benefits. These situations are called "qualifying events." This letter wUl explain how the new law applies to you and your family and how to use this program should you become ineligible for benefits under the Seafarers Welfare Plan. In order to understand the new law, you need to know a few special terms. Please make sure that you and your spouse read this letter carefully so you will be able to take advantage of this program should you need it. ; • 1. COBRA—The short name for the federal law which gives Plan partici­ pants the right to purchase Welfare Plan coverage. 2. QUALIFYING EVENT—situation which causes the employee to lose Welfare Plan coverage because they no longer work for an employer who must make contributions to the Plan on their behalf. A list of qualifying events will be explained on the following pages. 3. ELECTION—An election is your decision to tell the Plan whether you would like to purchase Welfare Plan coverage under the COBRA pro­ gram. 4. COST OF CONTINUING COVERAGE—This is the amount of money you are required to send to the Plan office so your health care coverage will be continued. This payment is like an insurance premium. It is necessary because the employer for whom you worked before the quali­ fying event happened, is no longer required to make contributions on your behalf. What tme of situation is a quatifying event under COBRA? ''fwW'':kk'y' :• :- "liSiM; k |llip I ' {if ^ ^ • ikkW^k- »• »•:..: V. •y- .•-• W... •' / •:l. ' "i - f'k U-k-. .J..: . •'•••' si '•; ' SO',' The next part of this letter will explain what type of situations will allow you to continue your health care coverage under the COBRA program of the Seafarers Welfare Plan. As explained above, these situations are called "qualifying events." When one of these events happens to you, it means that you, your wife or dependent children will lose coverage under the Plan and can elect to continue coverage by purchasing benefits. The "qualifying events" are: 1. Your being fired from your job. You may elect to continue your health benefits if you were fired for any reason unless you were fired for gross misconduct. 2. You were unable to continue to work enough time to be eligible to continue your benefits under the Rules and Regulations of the Plan. 3. Your death, which wouldLentitle your spouse and dependent children to continue coverage. 4. Your divorce, or legal separation from your spouse which would entitle • your spouse and dependent child to continue coverage. 5. Your eligibility to receive Medicare benefits. For example, you are age 65 but still actively employed, making the Seafarers Welfare Plan the pro- ' vider of your welfare benefit coverage rather than the Medicare program. 6. Your dependent child loses eligibility under the Plan because (1) he or she reaches age 19 or (2) he or she does not fall into the category of dependents under the age of 25 and enroUed in a full time school program leading to a college degree. How ml! I know if I am eligible to continue welfare plan coverage under the COBRA program? When the Plan receives notice from you or your employer that one ot the "qualifying events" listed above has happened, the Plan office will send you a letter with complete instructions about How to continue coverage. In the event of death, divorce, legal separation, receipt of Medicare benefits or when a dependent child is no longer eligible for Welfare Plan coverage, you or your spouse should notify the Plan at the address given at the end of this letter. Your employer will notify the Plan if you are termi­ nated, if your job with the company has ended, or if your hours have been reduced. If any of the "qualifying events" happens to you, it is also important that you notify the Plan of the change. Since seafaring employees are able to end jobs and get other work without generaUy notifying the Plan, it is very , difficult to determine when a participant will lose his or her eligibility. The Plan is here to serve you, but we need your help. If you have not worked and you know you are ineiigiUe fw plan benefits, contact the |dan's COBRA department to see if you can elect to continue your welfare benefits under this pn^ram. What type of benefits mil I receive if I elect to continue benefits under the COBRA? If you elect to participate in the COBRA program and pay the costs, you•v. will receive the same type and level of benefits as you did before you lost your eligibility. You will receive these benefits as long as you are not already receiving Medicare benefits from the government, or you are not working for another employer who has a medical benefits program. i- Hm itna iri» »«•»* me femnje Hmtl* Hu MBU pnam hat The maximum period of time you, your spouse or dependent children wiu be able to continue health care benefits under the COBRA progam depends on your "qualifying event." • r • u If you lose eligibility because you were fired or laid off from your job or did not work enough time to establish eligibility, your maximum coverage period is 18 months from the date of the event. If you lose your elipbility for any other "qualifying event," the maximum coverage period will be 36 months from the date of the qualifying event. yilhat happens if I have two qualifying events? If you experience two "qualifying events," it is possible to extend your coverage through the COBRA program for up to 36 months instead of 18 months. The time period is measured from the date of the first qualifying event. In order to receive an extension of participation in the COBRA program the following must have happened: 1. Your first "qualifying event" must have been a termination of employ­ ment or a reduction in your days of employment which caused you to lose your eligibility. 2. Your second "qualifying event" must take place while you are receiving Plan benefits which you have purchased through the COBRA program. Your second "qualifying event" must also be (1) the death of your covered spouse; (2) divorce or legal separation; (3) your eligibility for Medicare; (4) your dependent child's loss of eligibility under the Seafar­ ers Welfare Plan because he or she has reached the maximum age for benefit coverage. Can my COBRA coverage end before the 18th or 36th month maximum period? . , ^ Yes. Your COBRA coverage can end before the maxunum period if the foUowing events take place: (1) Your monthly payment to the Plan for the COBRA coverage is not timely. (2) You get another job which has health care benefits for you. Even if those benefits are less complete than those you are receiving from the COBRA coverage, you can no longer receive benefits from the COBRA program. (3) You become entitled to receive Medicare benefits. What is the election period and how does it work? Once ^ain, the "election" is your decision to tell the Plan whether you wash to purchase COBRA benefit coverage in the event you lose Serfarers Welfare Plan coverage. Depending on the "qualifying event," the Plan will send you notice, or you or your family member will send a letter to the Plan. Once the "qualifying event" has happened and the Plan sends you an "election" letter, you and your family will have 60 days to decide whether to purchase benefits through the COBRA program. The election period will end 60 days from: (1) The date you experience your "qualifying event" which caused you to lose eligibility time for benefit coverage from the Seafarers Welfare Plan or (2) the date the Plan tells you that you have a right to participate in the COBRA program, whichever date is later. How much will COBRA coverage cast? The cost of COBRA benefit coverage depends on what level of Plan benefits you were receiving at the time you or your dependents lost eligibility for Seafarers Welfare Plan coverage. Because the cost to participants will vary, you will be notified of the cost to you, or if you are married, for you and your family. After notification of a "qualifying event," the Plan will send you a letter which contains specific information for your situation. This letter will ex­ plain the cost of the COBRA benefit coverage and other important informa­ tion. If you choose to buy benefit coverage through the COBRA program, the first payment you make will cover the cost of your benefits, for the period before your election. After that, you will make a payment once a month. Can my spouse elect to continue health care benefits? Yes. Each family member is entitled to make an election. If you make the election, your spouse and dependent chUdren wiU be automatically included. If your spouse makes the election it will automatically include dependent children. What if my payment for COBRA coverage is late? If you choose to participate in the COBRA program your first check must be received by the Plan no later than 45 days after you elect to participate in the program. You then must pay a premium every month to keep your COBRA benefits. You do have a 30-day grace period for making late payments. The grace period expires 30 days from the first day of the month during which your coverage is extended. If you do not pay within this grace period you will lose welfare: benefit coverage. When will the program Start? The COBRA program will be in effect on January 1, 1989. If you need more information you can call Membership Services at 1-800-CLAIMS-4 (1-800252-4674). You may also write to COBRA Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Maryland 20746. Leo Bonser Plans AdmlnKtrator Correction In the January, 1989 issue of the LOG, page 18, the question reading "Can my COBRA coverage end before the 24th or 36tfi month maximum period?" should have read "Can my COBRA coverage end before the 18th or 36th month maximum period?" '- •• �-•p', p::' i;y--^'."'v-'':'-'..- p-': FIBRUMY, 1989 yp''.iu' 75 Final Departures ADOLFO ANAVITARTE Seattle, Washington and his stepson, Samuel L. Ewing of Sacramento. BENJAMIN LEf liW Pensioner Adolfo Anavitarte, 69, passed away on December 17, 1988. Brother Anavitarte had retired in 1984. Brother Anavi­ tarte joined the union in 1944 in the Port of New York and sailed in the Deck department. He walked the picket line of the 1%1 strike. Seafarer Anavitarte was bom in Puerto Rico and lived in Brooklyn, New York. Brother Anavitarte is survived by his widow Ada Anavitarte of Brooklyn, New York. f./J- un riaMt inly SleBsteeeJ^ KXt *iX< ' BO Benjamin L. Freeman carried his picket duty card with pride. Pensioner Benjamin L. Freeman, 68, passed away from cirrhosis of the liver on September 18, 1988 in his home in Brockton, Massachusetts. Brother Freeman joined the union in the Port of New York in 1962 and sailed in the Engine department. Seafarer Freeman walked the picket lines of the Tidewater, Atlantic Oil and Moore McCormack beefs. Brother Freeman became a pen­ sioner in late 1987. His last ship was the LNG Libra in 1986. Brother Freeman had attended the Harry Lundeberg School of seamansMp in 1975 for QMED and 1978 for LNG upgrading. Brother Freeman is buried in the Melrose Cemetery in Brockton, Massachusetts. Surviving Brother Freeman are his sister Bessie Hunt of Brockton, Mas­ sachusetts and his daughter Catherine Freeman Kahler of Brockton, Massachusetts and his other children, Pamela, Michael, Barbara, Betsy and Doris. PRESTON H. ANDERSON MCS Pensioner Preston H. An­ derson, 65, suc­ cumbed to heart failure in the Presbyterian Hospital of San Francisco, Cali­ fornia on December 5, 1988. Bora in Texas, Brother Ander­ son enrolled in the union in 1956 and retired in 1983. Seafarer An­ derson sailed out of the west coast in the Steward department. He lived in Alameda, California. Brother Anderson sailed primar­ ily on APL vessels. Surviving Seaman Anderson is his brother Robert H. Anderson. WILLIAM G. HAMILTON Pensioner Wil­ liam Garland Hamilton, 74, passed away from cardiac pulmanary arrest on January 1, 1989 at the Fairview Park Hospital. Brother Hamil­ ton joined the SIU in 1943 in the port of Savannah and sailed in the Steward department. Bora in North Carolina, he lived much of his life in Hous­ ton, retiring to Dublin, Georgia. Brother Hamilton retired in 1976. He is survived by his wife Essie R. Hamilton. CHRISTIAN T. HUNT Active member. Christian (Chris) T. Hunt, 38, passed away on December 30, 1988. Upon gradu­ ation from the Seafarers Harry Lundeberg School of Seaman­ ship in 1979, Brother Hunt be­ came an SIU member and shipped in the Deck department. Brother Hunt graduated from many Lundeberg School courses, including AB in 1979, Celestial Navigation in 1984 and Quartermaster in 1985. Also in 1985, Brother Hunt was awarded a certificate for Basic Radar and Simulator. Bora in Annapolis, Maryland Seafarer Hunt made his home on the West Coast, shipping out of Long Beach. Brother Hunt also had inland "B" seniority. Surviving Brother Hunt is his father James R. Hunt of Villa Park, Illinois. JOSEPH E. BURTON MCS Pensioner Joseph E. Bur­ ton, 80, died on November 26, 1988 from cardiac arrest. Brother Burton, bora in Texas, shipped for 42 years. He sailed out of the Port of San Francisco in the Steward department. Brother Burton lived in the country of Contra Costa, California.jJurviving Brother Burton are his widow Cheryl Burton of Rich­ mond, California; two daughters, Mrs. Ola Dean Miller of Seattle Washington and Valare Byers of Oakland, California; a brother, D. L. Burton of Dallas, Texas and a grandson, Anthony. ABEL DIAZ Pensioner Abel Diaz, 78, passed away from heart disease on November 4, 1988. Brother Diaz, an MCS pensioner retired in 1972, lived in Honolulu, Hawaii. Seafarer Diaz had sailed in the Steward department out of the Port of San Francisco. Brother Diaz is survived by his daughter Jane Boilon on Honolulu, Hawaii. SAMUEL LUTHER EWBMG MCS Pensioner Samuel L. Ewing, 75, succumbed to cancer on November 22, 1988. Brother Ewing, bora in Nashville, Ten­ nessee, joined the union in 1955 in the Port of Seattle and sailed in the Steward department. Brother Ewing had retired in 1974. Surviving Brother Ewing are his wife Vivian B. Ewing of '• fj' U»—« Id f AMADO LATO SAMUEL A. SMITH MCS Pensioner, Amado Lato, 71, passed away on December 7, 1988 in St. Lukes Hospital in San Francisco, California. Brother Lato had been sufiTering chronic congestive heart failure. Seaman Lato joined the Pacific District in 1955 in San Fran­ cisco. He retired in 1984. Brother Lato is buried in Woodlawn Memorial Park in San Francisco. He is survived by his widow Dorotea Quiambao Lato of San Francisco and daughter Remedies Lato. Pensioner Samuel A. Smith, 64, passed away in the Seton Medi­ cal Center of San Mateo, Cali­ fornia on November 10, 1988. Brother Smith died of congestive heart failure. Brother Smith re­ tired on pension in August of 1988. Brother Smith sailed in the Steward department for over 43 years, starting his union career with MCS. Seafarer Smith's last ship was APL's President Eisen­ hower. Brother Smith is survived by his widow Dezorah E. Smith of San Francisco, California. THOMAS BANER McGURK DANNY TACUB Pensioner Thomas Banner McGurk, 46, passed away on Sep­ tember 11, 1988 of liver/kidney failure while on a rotation of APL's President Toft. Brother McGurk joined the union in 1970 in San Francisco. Before the merger, McGurk graduated from MCS's training school in 1966. Brother McGurk was bora in the Philippines and made Daly City, California his home. Surviving Brother McGurk is his wife Judy M. McGurk. Pensioner Danny Tacub, 76, passed away on January 10, 1989. Brother Tacub had re­ tired from ship­ ping in 1975. Seaman Tacub joined the union in 1944 in the port of New York and sailed in the Steward depart­ ment. Bora in the Philippines, Brother Tacub made New York City his home for most of his life. Tacub participated in the Isthmian beef. His last ship was the Sea-land Fairland. Surviving Brother Tacub are his widow Kathleen Tacub of New York City and children Theresa and Barbara. THEODORE MARIS Pensioner Theo­ dore Maris, 67, passed away on September 18, 1988. Brother Maris joined the union in the Port of New York in 1964 and sailed in the Steward department. Brother Maris lived in New York. Seafarer Maris be­ came a pensioner in 1986. Sur­ viving Brother Maris is his sister Mary Brady of New York, New York. LEE A. MURRAY Brother Lee A. Murray, 64, passed away in late 1988. Brother Murray joined the union in 1959 and sailed in the Steward department. Bora in Haslam, Texas Brother Murray later lived in Vallejo, California. Brother Murray is survived by his wife Doris Murray. AUGUSTIN SANCHEZ PAGAN Augustin (Alvin) Sanchez Pagan, 61, passed away on December 29, 1988. Brother Pagan's union book was issued in 1972 out of the port of New York. Seaman Pagan was bora in Puerto Rico and made his home in New York City and Bayamon, Puerto Rico. An active member. Brother Pa­ gan sailed in the Steward depart­ ment and upgraded in 1985 to Assistant Cook through the Harry Lundeberg School of Sea­ manship. Surviving Brother Pa­ gan are his widow Amanda; his sister Carmen Nieves; his chil­ dren Javier, Edgar, Merlin, Mar­ ina and Alex. JAMES H. WALLIS Brother James H. Wallis, 61, passed away on June 25, 1988. Brother Wallis joined the union in 1958 in the Port of Seattle and sailed in the Deck department. His last vessel was the Sea-land Freedom in 1987. GRAYDON WILSON MCS Pensioner Graydon Wilson, 80, passed away on December 10, 1988. Brother Wilson had a cardiac arrest in the West Ad­ ams Convalescent Hospital iii Los Angeles, California. Bora in Texas, Seafarer Wilson began his shipping career on the west coast, sailing in the Steward de­ partment. His last ship was APL's President Cleveland in 1971. He retired that year. Brother Wilson is survived by his widow Phyllis W. Wilson of San Francisco. "wmi .-AJ:. :stv 1 • . l .: - \ J • •••I •• • • ' , e. ' .. V • '% • ... .. • vf • ' 'i- • SAMUEL P. BONNETTE Pensioner Samuel P. Bonnette, 59, passed away on January 5, 1989. Brother Bonnette retired in 1985 after shipping in the Deck department with Interstate Transport, Marine Towing & Transport and Sheridan Trans­ port. Seafarer Bonnette joined the union in 1973 in the Port of Philadelphia. Brother Bonnette lived in Brooklyn, New York and retired to Boynton Beach, Florida. Surviving Brother Bon­ nette are his widow Joanne Belfiore Bonnette of Boynton Beach, Florida and daughter Christine Bonnette. ^^ J : v;, j- �P^i,^fl^,4Msu3=ar PWT-,-.' ^ ••«" • ^ ' u i'il i4 i-m iX#'- • :Ki' li - ' ^ ^ "u m-.:• - • im I- :' '-M0i'. i T' ?S>' ^ Sgic" ' ^' QiUtUSJOM (Apex Marine), January 1—Chairman A. Maben, Secretary Frank Costango, Educational Direc­ tor E. Macom, Deck Delegate E. Santana, Engine Delegate B. Bukis, Steward Delegate W. Lau. No beefs or disputed OT reported. In accord­ ance with an international treaty banning the dumping of plastics at sea. Apex has requested that con­ tainers be placed about the quarters and messrooms for all plastic items. These containers will then be dis­ carded ashore and not over the side. A question about transportation for relief persons will be taken up with the boarding patrolman at payoff. Next port and port of payoff: Stapleton, N.Y. CmUKBY (Cove Shipping), De­ cember 7—Chairman R. G. Maixero, Secretary Floyd Mitchell Jr., Educa­ tional Director William Beatty, En­ gine Delegate Danielle Gettys, Stew­ ard Delegate Amanda Suncin. No disputed OT, although some beefs were reported in the steward depart­ ment which will be taken to the pa­ trolman upon arrival in San Fran­ cisco. A response to a member's letter was received pertaining to ri­ ders working aboard ship. It stated that these men are on the ship in a maintenance capacity, and some­ times with short crews it becomes necessary for them to work in var­ ious areas to help keep the ship run­ ning. Next port: New York. MlOMrffOaeS (Seahawk Manage­ ment), December 11—Chairman D. Manson, Secretary Norman Evans, Educational Director L. P. Wright, Deck Delegate K. H. Combs, En­ gine Delegate F. Adams, Steward Delegate D. Bond. No beefs or dis­ puted 6T reported. The captain thanked the crew for doing a good job. He mentioned that pay vouch­ ers will be issued approximately 24 hours prior to payoflf. Anybody in need of transportation money should check with the captain. Before ar­ rival in port, members were asked to turn in ^movies and strip their beds. A vote of thanks was given to the steward department. The crew of the Falcon Duchess wishes our new president, Mike Sacco, much success in the future. mvssm Mr (Sea-Land Service), December 18—Chairman Robert Dil­ lon, Secretary Terry Smith, Educa­ tional Director A. Rhymes, Deck Delegate K. Thompson, Engine Del­ egate Daniel J. Campbell, Steward Delegate Fredrick E. Otto. Some disputed OT was reported in the en­ gine department as well as some problems with engineers having the DEU perform the work of the QMED. It was requested that the steward try to get fitted sheets for the mattresses. The present sheets -1^1 ,f kSv^^l^K scmRiRsm 14 IM iUNES (Energy Transportation Corp.), December 12—Chairman Willie Mitchell, Secretary Dana Par­ adise, Educational Director G. Lindsey, Deck Delegate John Wells, En­ gine Delegate Dastil Panko, Steward Delegate Robert Brown. No beefs or disputed OT. There is $580 in the ship's fund. The football pools are a big success. The Super Bowl pool should be a good one for the fund. A letter was received from head­ quarters regarding complaints about J.A.L. The complaints were re­ ported to George Reiley who will meet with J.A.L. representatives in New York to resolve the issues. "All is well aboard the Aries. We have a good bunch of guys top to bottom, and all are enjoying this tour." A vote of thanks was given to the steward department for a job well done. ^ are too small. Also, it appears the heat has been left on too long be­ cause the ship is "too hot." Being shorthanded in aU departments, many aboard the Galveston Bay be­ lieve it is unsafe. A request was made to have the ship's chairman accompany customs officials during room searches if the member cannot be in his room at the time. Next port: Charleston, S.C. GROTOM (Apex Marine), December 19—Chairman Neil Matthey, Secre­ tary Marvin Deloatch, Educational Director J. Schuler Deck Delegate Rainey Raymond, Engine Delegate Ricardo Vasquez, Steward Delegate Christopher Mosley. No beefs or disputed OT. The chairman reported that the ship is due to arrive and pay off Dec. 23 in Stapleton, N.Y. He also reported that AB Juan A. Lo­ pez had to leave the vessel in St. Croix Dec. 12. There was no time to get a replacement, so the ship sailed shorthanded. It was noted that the ship may undergo some repairs while at Stapleton, N.Y. anchorage this trip. A vote of thanks was ex­ tended to the deck department fi-dm the steward for their good coopera­ tion. In return, the steward and chief cook were praised for the good food served, especially the great Thanksgiving Day dinner. Next port: Stapleton, N.Y. gine Delegate Ralph Gosnell, Stew­ ard Delegate Louis Garcia. No beefs or disputed OT. There is $1065.20 in the ship's fund and $135 in the SlU fund. The bosun welcomed all train­ ees from SHLSS who are making their first trip. He discussed the im­ portance of safety onboard ship. Safety shoes are a requirement of the company and must be worn at all times; hard hats and appropriate clothing must be worn when needed. He explained to them that if a mem­ ber is going to get someone else to stand their watch when in port, they should make sure that the mate on watch knows what is going on. There has been a problem with OS's standing cargo watch and not getting overtime. A letter was sent to the union requesting clarification about this. The secretary reminded the crew to clean up after themselves, especially in the lounge and mess hall. A vote was taken and unani­ mously passed for the use of an American airline to fly members back and forth to Japan. "We all belong to the U.S. merchant marine and work for a U.S. company, so we think an American airline should be used." Two softball games were held while the ship was in Arun. The Libra's 2^bras won one game and the Arun Ex Pats won another. "A good time was had by all." The steward department was thanked for the fine holiday meals and for having all the quarters clean when the crew arrived. Next port : Himeji, Japan. garbage will be limited to special dumping areas. The cooperation of everyone, especially the steward de­ partment, is appreciated. A motion was made to lower the pension re­ quirements to 5,(K)0 days seatime at the age of 50 instead of 7,300 at 55. It was also suggested that the benefit days be reinstated to 80 rather than 100 and that dental coverage be cov­ ered 100 percent. Next port: Hous­ ton, Texas. m OVMCNEM (OMl Corp.), January 8—Chairman Lany Kunc, DeckDelegate Terry L. Thomas, Engine Delegate Ollie E. Webber, Steward Delegate Gordon D. Wheeler. The only beefs reported were in the steward department and pertains to repairs. The galley and pantry drains are stopped up, necessitating having to bail water from the drains and from the galley deck all day. There is $238 in the ship's fund. The chair­ man noted that one QMED was paid off in Long Beach and that there was no time to get a replacement. The secretary stressed the impor­ tance of upgrading one's skills at SHLSS. "Let's look ahead for 1989." A discussion was held about the new garbage system. No plastic bags are to be used, and all trash is. to go into bags and aU wet food into the garbage disposal. A vote of thainks to the steward department for"a fine Christmas Dinner and for the decorations." Next pqrt: Hous­ ton, Texas. PK mm JL OBRmB (Waterman Digest of Ships Meetings The following ships minutes are just a sampling of the many meeting reports the SlU receives each month from its ships around the world. fits OUmi (Ocean Ships, Inc.), Jan­ uary 2—Chainnan William Lough, Secretary James Price, Educational Director Ross Hardy. No beefs or disputed OT. The Gus Darnell will pay olBT in Bahrain upon arrival. Members were advised not to let their jobs hang on the board just because a ship is not going where they want it to go. "A job is a job, and a paycheck is a paycheck." The importance of contributing to SPAD was also stressed. It was a very good and safe trip to Antarctica and back to Bahrain, "a varied and in­ teresting voyage." In the Persian Gulf "we saw the Bahrain and United States Navy go into action. We don't get a war bonus, but we do get hazardous duty pay. We went all over Southeast Australia. Several of us rented cars and even an air­ plane. Antarctica was a place we'll never forget. Going through the pack ice was awesome. We got around somewhat, but nobody made it to the South Pole, unfortunately. The trip home was in heavy seas. We lost our foremast in the 'Furious Fifties.' The captain made a video of the trip, and all hands will get a copy of a memorable voyage." The bosun and steward department were given a vote of thanks for jobs weU done. IMG IWM (Energy Transportation Corp.), January 8—Chairman B. B. Darley, Secret^ S. Wagner, Edu­ cational Director W. Kimbrough, Deck Delegate George Bruer, En- UWG UirfS (Transoceanic Cable Ships), January 13—Chairman J. Ol­ son, Secretary K. Rosiek, Educa­ tional Director Smitko. Some dis­ puted OT was reported in the deck department pertaining to the long­ shoremen's rate for discharging ca­ ble. The ship is scheduled to arrive in Honolulu Jan. 14, and a reduction in crew is expected Jan. 15. There is $212 ill the ship's fund, this after the purchase of four cases of soda for a crew cook-out. The bosun thanked the crew for helping to separate all plastics from garbage—in coinpliance with new federal regulations. All crewmembers were asked to try and keep their voices down while watching movies so that others can hear. A vote of thanks was given to the steward department for the out­ standing holiday meals, as well as the delicious everyday fare. Next port: Honolulu, Hawaii. OHf (mm (OMI Corp.), December 11—Chairman F. R. Schwarz, Sec­ retary Joseph Bennett Jr., Deck Del­ egate Robert Eugene Allen. No beefs or disputed OT. The vessel is enroute to Houston, Texas. The ship currently has a one-year charter run­ ning coastwise. A vote of thanks was extended to the deck depart­ ment for butterworthing dimng un­ pleasant weather. The chairman and all the crewmembers join together in wishing a happy new year to all their MU brothers and sisters. As of Jan. 1/1989, all plastic materials are to be eliminated, and dumping of Steamship Coip.), November 14— Chairman Nick Kratsas, Secretary Paul L. Hunt, Educational Director Charles A. Henly, Engine Delegate M. Hill, Steward Delegate Albert Henricks. No beefs or disputed OT reported. Bosun Nick Kratsas noted that it was a long trip, but it "was a pleasure to sail with everyone." The crew of the Obregon gives a big welcome "to our new president, Mike Sacco," and wishes him great success throughout the coming years with a hope for better things to come. Members would like to find out about the 6V2 percent raise, if there is anything new to relate. A vote of tha^s was giyen to the steward department for a job well done; also to the entire crew for keeping everything under control. Next port: Pwama City, Fla. SFIR/r OF lEMS (Seahawk Manage­ ment), December 4—Chairman S. W. Parr, Secretary C. Johnson. Some disputed OT was reported in the deck department and will be taken up with the boarding patrol­ man. The captain informed the chainnan and crew that following the Coast Guard's fireboat drill in Jacksonville, the Spirit of Texas vnh be laid up for approximately 30 days. All meml^rs who want to re­ ck^ their jobs should register in Jacksonville. Hie crew would like to thank the U.S.M.C Emluissy Guard detachment in Conakry, Guinea, for their hospitality while the vessel was docked there in November. In addition to the minutes pub­ lished above, the SIU received offi­ cial ships minutes from the following ships: V::l •'•-'I :Cii §i| mmm �I'; _ '• v.'""'' FEBRUARY, 1989 15 1989 UPGRADING COURSE SCHEDULE Engine Upgnding Courses Course Pngnms Geand to Improve Job Skills And Promote U.5. lAaritime Industiy February—April 1989 The following is the current course schedule for February—April 1989 at the Seafarers Harry Lundeberg School of Seamanship. The course schedule may change to reflect the membership's and industry's needs. PLEASE NOTE: All members are required to take firejighting when attending SHLSS. Check-In Date Able Seaman First Class Pilot (Organized self study) Completion Date March 20 April 28 Open-ended (Contact Admissions Office for starting date) Lifeboat February 6 February 17 March 6 March 17 LNG—Self Study Safety Course April 3 April 14 This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) Upon completion of course must take four (4) week Sealift Operations & Maint. Course. Steward Upgrading Courses All Steward Upgrading Courses are open-ended. Contact the Admis­ sions Office for starting dates. All students in the Engine and Steward Departments will have 2 weeks of Sealift Familiarization at the end of their regular course. SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAmNSHlP Upgrading Application (First) (Last) Address. Mo./Day/Year (Street) (State) (City) Telephone. (Zip Code) July 7 May 12 May 12 June 6 March 31 April 28 May 12 March 17 have 2 weeks of , (Area Code) Deep Sea Member • Lakes Member • Inland Waters Member • Pacific • If the following information is not filled out completely your applica­ tion will not be processed. Completion Date DepartmenL Seniority February 13 March 13 ABE/ESL Lifeboat Preparation Course This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. Coilege Programs Course Check-In Date Completion Date Associates in Arts or Certificate Program March 20 May 12 Recertification Programs Course Check-In Date Completion Date Bosuns Recertification March 27 May 8 Do you hold a letter of completion for Lifeboat: • Yes Firefighting: • Yes NoQ CPR: • Yes • . No • No • Date Available for training • ^ ! • ', • With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE , .0SIGNATURE. DATE. ^^ Endorsement(s) or License(s) Now Held. I Am interested In the Following Course(s) Checked Below or Indicated Here if Not Listed Are you a graduate of the SHLSS Trainee Program: DECK • Yes • No (If yes, fill in below) Trainee Program: FromLast grade of school completed. — to — (dates attended) Have you attended any SHLSS Upgrading Courses: • Yes • No (if yes, fill in below) Course(s) Taken. .-J March 3 March 31 Veteran of U.S. Armed Forces • Yes • No Home Port '(>•, :Vr .- The Adult Education Courses for 1989 will be six weeks in length. High School Equivalency (GED) April 3 May 25 Adult Basic Education (ABAE) April 3 May 25 English as a Second Language (ESL) April 3 May 25 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April 10 April 14 Book #. Social Security #. .'S- •f> u.. Check-In Date Primary Language Spoken_ Date of Birth. (Middle) April 17 April 3 April 3 May 8 March 6 April 4 March 20 February 6 All students in the Engine and Steward Departments will Sealift FamUiarization at the end of their regular course. Course 99 Radar Refresher/Renewal 99 Radar Recertification Celestial Navigation February 29 April 1 Minimum number of students required for Celestial Navigation class tO be held is 5. Name. Completion Date Aduit Education Courses Deck Upgrading Courses Course QMED—Any Rating Refrigeration Systems, Maint. & Operations Variable Speed DC Drives Welding Diesel Engine Technology Hydraulics Marine Electronics Technician FOWT Check-In Date • AB/Sealift • 1st Class Pilot • Third Mate • Radar Observer Unlimited • Master Inspected Towing Vessel ^ Towboat Operator Inland • Celestial Navigation • Simulator Course ENGINE • FOWT • QMED—Any Rating • Variable Speed pC Drive Systems (Marine Electronics) • Marine Electrical Maintenance • Pumproom Maintenance & Operation • Refrigeration Systems Maintenance & Operation • Diesel Engine Technology • Assistant Engineer/Chief Engineer Motor Vessel • Original 3rd/2nd Assistant Engineer Steam or Motor • Refrigerated Containers Advanced Maintenance • Electro-Hydraulic Systems • Automation • Hydraulics STEWARD • • • • • Assistant Cook Utility Cook and Baker Chief Cook Chief Steward Towboat Inland Cook SP, ALI bEPARTMENTS • Welding • Lifeboatman (Must be taken with another course) ADULT EDUCATION DEPARTMENT • Adult Basic Education (ABE) • High School Equivalency Program (GED) O Developmental Studies (DVS) • English as a Second Language (ESL) • ABE/ESL Lifeboat Preparaiion -rii, • COLLEGE PROGRAM • Associates in Arts Degree • Certificate Programs No transportation will be paid unless you present original receipts and successfully complete the course. RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center. Piney Point. MD. 20674 •• �i-.v i /.•r^ (v • # - ^ .V'i;. • x;--N.X''.-..- ->• u i -J -• X •h~- -- 1.1 -" smuans m •; US-FLAG AND UNION CREWS MAKE AHC ATTRACnVE TO AFL-CIO MEMBERS • ".'3'v''''.'.,, jiV-. I "v ,"v '••' ) 'y'^r^i- • % ;;ro--':-::},;,fl;}v ; ,;?V' •• : _;/;';i;"""_;"-y' t's "Union Made" and it's perfect" in every way. That's the way the AFL-CIO is promot­ ing a special holiday package for union members and their families aboard the SS Constitution and the SS Independence (American Hawaii Cruise Lines). The two luxury cruise ships are SlU-crewed and are being billed as a good way for Ameri­ can workers to enjoy a first-class holiday at "union privilege re­ ductions" aboard tf.S.-flag ships, with U.S. safety standards and all-union crews. The promotion by the AFLCIO is a part of its Union Privi­ lege Benefit Program (UPBP), and is aimed at the 13 million active union members in the United States as well as the 27 million related family members and retired unionists. The SIU worked to arrange inclusion of U.S.-flag, union crew cruise ves­ sels in the UPBP's travel pack­ age. . In highlighting the luxury holi­ days aboard the two SlU-contracted cruise vessels, the pro­ motion program emphasized the professionalism and quality of service that are standard aboard the ships. :• Mi /o/< iea§^y«. PlS^ct \ -y ' . AV-y" ' Ssi c^se iSSSta «*»., Thb advertisement is cu^ntly appear­ ing in union newspapers throughout the country. ' '••^M :yj.r /'4J9 'M-'y:c ^'S99 f'Sia SlSSfT^ "•asry.r : •y -• STAMP HONOK A. PHIUP RANDOLPH Kiiipi'^- :•=;>^.' :•- ;• • ;ss.if;:s7yi;^vy^:'., .'' g|gia;vv}:,:::.: '?-C-Vfi. C-''"" • .•.-••'•• I'/:'.. 7-r • , ;..i ,1 " '-. -;4.1'iF-:;;;v,"v:r-t.,''i'jj,>^. •>• .P 'T/i-X '- y• ^u1lf^rp^^"^aeTra^ . I.': ... • "Wm i^SSs^ 55:^'^, ^1.' ••;. r7:;7y7- "• :•'•••- .-i. '7'-- x' \y'•••:.7'7^0\r :• -i V'ViS' l'\ '.- ' '.' r he great trade union and civil rights leader, A. Philip Ran­ dolph, has been chosen as the twelfth honoree of the United States Postal Service's Black Heritage Series. The official First Day of Issue Ceremony will be held in New York on February 3 in celebra­ tion of Black History Month. The 25-cent stamp will then go on sale at all U.S. post offices the next day. As a young man, A. Philip Randolph organized the Brother­ hood of Sleeping Car Porters and later became the organization's President. Although Randolph was a Vice-President of the AFL-CIO, his leadership ex­ tended beyond the trade union community to the civil rights movement. As a black American, Ran­ dolph dedicated his life to ad­ vancing the condition of his peo­ ple. "I consider the fight for the Negro masses the greatest serv­ ice I can render to my people and the fight alone is my com­ plete compensation," said Ran­ dolph. Randolph believed the struggle for dignity extended beyond abolishing racial barriers. As or­ ganizer of the March on Wash­ ington in 1963, Randolph recog­ nized the first step was eliminating laws which segre­ gated blacks from whites on the basis of the color of their skin. But the struggle could not end there. Randolph was convinced that it was not enough to do away with the law preventing a black man from sitting at a res­ taurant table. Randolph as­ serted our society should allow the same man the opportunity to earn enough to eat at that table. • v''-- APPLY NOW moN sm -:-7y f'-SiiBS SCHOLARSHIP DEADLINEAPRIL 14,1989 -' {'••• '•'•"''••7'. '•', • : .«S\: '.iX k':kfr'-'.k'i5y •i y- Mi. pmn* MKttniMni Having enough td buy the meal brought white and black working people together. Social injustice was not a racial fi^t, it was a common cause which united all peoples. Whether fighting to end racial discrimination or eradicating poverty, Randolph conducted his struggle with dignified militancy. Although Randolph died in 1979 at the age of 90, his legacy lives on in the work of the A. Philip Randolph Institute, an organiza­ tion of black trade unionists working around the country to increase participation of the black community in the political process and in the labor move­ ment. "Salvation for a race, nation, or class must come from within. Freedom is never granted; it is won. Justice is never given; it is exacted. Freedom and justice must be struggled for by the op­ pressed of all lands and races, and the struggle must be contin­ uous, for freedom is never a fi­ nal fact, but a continuing evolv­ ing process to higher and higher levels of human, social, eco­ nomic, political and religious re­ lationships." —^A. Philip Randolph • r he submission deadline for the 1989 Charles Logan Scholar­ ships is April 14, 1989. These annual awards consist of seven scholarships. Four, worth $10,000 over a four-year period at colleges cho­ sen by the winners, are awarded to dependents of SIU members. Three scholarships are re­ served for SIU members them­ selves, one four-year college scholarship of $10,000 and two two-year scholarships of $5000. For further information con­ tact your SIU hall or Seafarers Welfare Plan; Charles Logan Scholarship; 5201 Auth Way; Camp Springs, Maryland 20746. -'rk-'-'k � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1989 Description An account of the resource HEADLINES TAX TIPS FOR SEAMEN SIU SPEEDS UP LEGAL PROCESS IN DRUG TESTIONG SUIT VERSUS DOT UNION GIRDS FOR BATTLE OVER ALASKA OIL EXPORT SIU MEDICAL PLAN BIG SUCCESS SAN FRANCISCO HEALTH UNIT SERVICES 1,200 IN 1988 FINK SHIP UPDATE NEW DOT SECRETARY PROMISES STRONG US-FLAG MERCHANT MARINE COMPANIES, UNION READY PLAN FOR DRUG TESTING RIVER BOAT SAFETY IS TOP PRIORITY SIU SCHOOL ESTABLISHES NEW MARINE ELECTRONICS COURSE FOR TECHNICIANS AMERICAN EAGLE IN MOBILE DEEP SEA JOBS FOR SIU MEMBERS ON THE INCREASE NLRB SETS MCALLISTER TRIAL DATE NEW COAST GUARD RULES IN EFFECT ON LAKES, RIVERS US-FLAG AND UNION CREWS MAKE AHC ATTRACTIVE TO AFL-CIO MEMBERS STAMP HONORS A. PHILIP RANDOLPH UNION SETS SCHOLARSHIP DEADLINE- APRIL 14, 1989 Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1989 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 51, No. 2 1989 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f3d9e2ed1923dbb1490f2af81d1590de.PDF 01ae515a544dfaca3bb75136cd3f8ed8 PDF Text Text M '^.1 -''''.•.'^X'i•;-' v'.:;"•:"; iv:7K.s»d-s =bM •- -'':•':• .' -rkr ak.-'•.--;- v OiLf, UHS AND IliUNII WAItK DKTMCr • AR-CIO . . - .-c- . l.... . .. . - .V 'W'ir SE4E^iRERS SmUSRS AT urn SESSION (k:4 ••'rnk-: rfYjlwfefefe 'J." Congressman Richard Gephardt Lane Kirkland AFL-CIO President -J.- ki ' • //. Volume 51, Number 3 I--..-: I'.. . March 1i :2CD onoc. -t>o ciooza COURT TO HEAR SlU DRUG SUIT M GOOD SHIPPING SEEN FOR LAKES SlU MEDICAL UNIT SAVES BIG BUCKS WAR MEMORIAL TO HONOR SEAMEN </)</) m<o o-Ha; "• o \! • ; . •Hco»-<c_r~ mO(/) o O-H o </i2ro I •J. I- -»{/>?3 • >—(I—< F--':. I • • •.•: t- ... ;'•- Senator John Breaux Major General John Piatak j|||Tf| Executive Board memtwi f 1/ bars heard representa­ tives of labor, government and the military speak on the impor­ tance of a strong and healthy American merchant marine. Working over a two-day session, board members developed a se­ ries of proposals to present to Congress and the administration. (See story on page 3.) -A. 5W'i;rt SlU WEST CIMSr HSHERMEN CATOI GUOIT TUNA r?. '-:; '-VJ:- . i' • .. 'r*-/. zn •-I •• J..;, ' .i- O OO 'rk I o </> OJ 00 >ir- ^ m -< on OJ kk' o PAlo^ •t'' PAGi20 • V-M: PAGES '1. -1 r.. . FkF i,-.' ' ON THE CARIBBEAN RUN . ••'•' I-yv',. -y; f .J- m. t. -k 'i,'" * ••', iV's SlU-affiliated fisiiennen on the West Coast are catdung giant tuna. The fish are dght to 20 times iaigor than nmmal, we«|iii^ 800 pounds or more. Pictured ahove with one d^the hi^ fish is the crew oi the Af/V Afargarvt F. They are Skq^m* Antonio b^rande, Salvatore D'Orio, Saivatore Sanflqppo, Saivatore Terram^ra, Tommy Manzdia, GiuseHie Orlando and Antonio Ce&hi. (See story on page 6.) Sea-Land ChaUenger arrives in Port Elizabeth. (See story on page 10.) y' "'yy ,• :-• •' "-F InhimatioH on i '-n •TV.' \i,i yawa'v:; '• si. • iti. �SOFUtmS LOG •':t- • • • •••••• • ^/•' -•."' . •' -•^.'i•'•••5' •"'• '• V'^v 'f. 3 .r ' ff President's Repert t was most encouraging to observe the strong expressions of support / for revitalization of the American maritime industry that emerged from the executive board meeting of the AFL-CIO's Maritime Trades Department a few weeks ago. The well-attended sessions were informa­ tive and productive, with a range of issues being addressed that are of concern to American workers generally, as well as those of prime importance to the shipping industry. Two experienced and exceptionally knowledgeable national figures. Senator John Breaux (D-La.) and Congressman Richard Gephardt CDMo.), spoke on the issues affecting American well-being and stressed the importance of an adequate U.S. shipping capability to the national security. And a new member of the House Merchant Marine Commit­ tee, Congressman Frank Pallone, was impressive in relating how he intended to help inform and educate his constituents to the need for an effective maritime policy. Among the many reports and position papers acted on, considerable interest was shown in a presentation on the legal fight being waged by the SIU against the government's plan to institute a costly drug testing program for American seamen. It was made clear that the SIU's principal interest in attacking the plan in court stemmed from its concern over invasion of privacy rights of all seafarers. Additionally, the program discriminates against U.S.-flag ships because foreign seamen sailing ves­ sels into American ports are not subject to the provisions in any way. Besides seafaring and shipbuilding workers, the MTD board members present represented a broad spectrum of American union members: steel, automotive, airlines, railroad, government as well as the manufacturing and service fields. Since it was first established under charter from the American Federa­ tion of Labor in 1946 by Harry Lundeberg, Paul Hall and representatives of the International Longshoremen's Association, the Federation of Grain Millers, the Radio Officers Union, and the Masters, Mates and Pilots Association, the Department has built a fine record of support for the maritime and the other workers whose unions are affiliated with it. All signs indicate that the MTD will intensify its commitment to the interests of its member organizations and the trade union movement generally. Tightening-up Process B^n These are times to tighten up and increase the efficiency of the union machinery in every way possible. With foreign shipping competition getting tougher and no sign as yet that our government is conscious of the plight of the American-flag industry, we've got to sharpen our ability to wage intelligent efforts to bring about a change. We've already embarked on a program to do just that, and initial reports indicate that we're on the right road. We also have instituted a number of changes in the union's structure in order to assure that all of our operations and functions are carried out with maximum efficiency. This has resulted in streamlining of procedures and in communications throughout the organization. All these moves are calculated to make this union as responsive as possi­ ble to the needs of the membership. Other changes and improvements will be made as they are deemed necessary. There are no better union memberships than the SIU's, and its representatives are determined that the security of Seafarers and their families are well served. The Seafarers LOG Response to the changes in the appearance of the Seafarers LOG since it appeared in its revised format has been very favorable. The changes were made to make the stories and other material easier to read, more attractive and better organized. As with every other facet of the union's operations, improvement of the LOG will be a continuing objective. Support for Eastern Machinists The SIU has joined the AFL-CIO in support of International Associ­ ation of Machinists now on strike against Eastern Air Lines. The strike is being honored by the pilots and flight attendants. Both the I AM and ALPA, the pilots' union, are fellow members of the MTD. The machin­ ists say this strike is not about wages—at issue is whether management has the right to dismantle a healthy union company to transfer assets to a non-union operation. SIU members and representatives are and will be part of the united union effort to save the jobs of Eastern employees. SIU SdMusUp h 14: fHe lhw The deadline for scbolandiips for seafhrers and their children is April 14. There are seven sdioiarsiiips available. Fm* fkirther informatifMi cwntact the onion hall or write to the Seafarers Welfare Plan, Schoiarship Program, 5201 Auth Way, Cartip Springs, MD 20246. The Buffalo (American Steamship), a mid-sized self-unloader, is crewed by SIU Great Lakes seamen. Vessels like the Buffalo, with their ability to navigate all kinds of waterways, are the backbone of the Great Lakes fleet. GOOD YEAR SEEN FOR lAKES JOBS ^ LGONAC . . . Every availiMable piece of SlU-contracted equipment that could float was used last year on the Great Lakes, as Lakes seamen found their best job opportunities in five years. Iron ore, coal and stone ship­ ments all showed increases over 1987. The nine SlU-contracted companies all worked at near 100 percent capacity from July until mid-December. Ore shipments totaled almost 68 million tons, up 10 percent from 1987. Coal shipments were up 7.3 percent to 40.5 million tons and stone totaled 27.8 mil­ lion tons, a jump of 6.6 percent^ "We expect the same or better this year," said Algonac Port Agent Byron Kelley. He said that any SIU Lakes member who wanted a job last year found one. The Great Lakes season came to an official close Jan. 17 when the Sault St. Marie, Mich, locks were closed. Shipping on the Lakes usually remains shut down until early April, when ships begin to fitout for another season. But Kelley said some shipping could resume as soon as early March, as utilities begin to stockpile coal. New Contracts The 1989 season will be busy in more ways than one. While SIU members should be enjoying Volume 51, Number 3 another year of increased job se­ curity, SIU officials will be working hard on dozens of new contracts. The Bob-Lo passenger boats contract is currently in negotia­ tions and all the Great Lakes in­ land contracts must be ham­ mered out. In addition, the SIU's Lakeswide contract with the Great Lakes Association of Maritime Operators is subject to negotia­ tion this year. That pact covers all the jobs on the large Great Lakes ships. Earliest Fitout in 20 Years The SIU Great Lakes fleet will begin its earliest fitout in two decades this month. A few Lakes ships began their fitouts March 1. The rest are expected to be sailing by the end of the month. There are predictions that the 1989 sailing season will top last year's, which was the best sea­ son on the Lakes in five years. Last year any SIU Lakes mem- ' ber who wanted a job, found work. The demand for durable goods has been on the upswing for the past two years. That demand has required increased steel produc­ tion. The Lakes vessels are the main form of transportation in delivering the coal, iron ore and stone used in the steel making process. March 1989 he LOG (ISSN 0166-2047) is published monthly by the Seafarers International Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 fAuth'Union; Way; Camp Springs, Maryland 20746. Telephone (301) 899-0675. Second-class postage paid at MSC Prince Georges, Maryland 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way; Camp Springs, Maryland 20746. President, Michael Sacco; Secretary-Treasurer, Joe DiGlorgio; Executive Vice President, Joe Sacco; Vice lYesident Collective Bargaining, Angus "Red" Campbell; Vice President Atlantic Coast, Jack Caffey; Vice President Gulf Coast, Thomas Glidewell; Vice President West Coast, George McCartney; Vice President Lakes and Inland Waters, John Fay; Vice President Government Services, Roy Mercer. Communications Department Director, Jessica Smith; Editor, Charles Svenson; Managing Editor, Mike Hall; Associate Editors, Max Hall and Deborah Greene; Design Consultant, Dennis Goris. -• ,i �MARCH, 1989 MTD URGES PROMPT AOIOM TO ROISTER AMERICAN-flAG MERCHUIT MARINE xpressing concern over the dangerous state of the nation's private maritime industry, members of the AFL-CIO Maritime Trades Department (MTD) urged Congress fandboard the administration to adopt legislation aimed at bolstering the U.S.-flag fleet to protect the nation's economic and national security interests. The MTD executive board, representing 43 national Congressman Frank Pallone (D-NJ), a new member of the House Committee on Merchant Marine and Fisheries, says he'll support a strong U.S.-flag merchant marine. unions and more than eight. million workers in maritime and related fields, heard speakers from Congress, the military and labor during the two-day session held in February prior to the AFL-CIO's Executive Council meetings. /S" Sacco stresses union cooperation George Becker, vice president—admin' istration of the United Steeiworkers of America, speaks on revitalizing the American steel industry. Transportation Communications Union vice president Jack Otero thanks MTD executive board members for their sup­ port of his election as vice chairman for voter registration of the Democratic National Committee. MTD vice president, and International Union of Operating Engineers, Local 25 business manager, William F. Zenga reports on the dreeing indus­ try. With the board acting on is­ sues of concern to MTD affili­ ates representing manufacturing, shipbuilding, service, govern­ ment and maritime sectors, MTD President Mike Sacco, who also heads the SIU, noted that "we get together to discuss mutual problems and how we can help one another, how we can coop­ erate as fellow trade unionists." Lane Kirkland, president of the AFL-CIO and a former member of the U.S. merchant marine, spoke of our national economic and security interests. Kirkland said, "A nation of fewer than 400 merchant vessels cannot secure its future as a world trading power. And be­ cause more than 90 percent of men and material needed to sus­ tain a war effort would still have to be carried onboard ships, such a nation certainly cannot adequately protect the security of the free world." Breaux Wants New Policy Senator John Breaux (D-La.), chairman of the Senate Subcom­ mittee on the Merchant Marine, told the MTD executive board that the time was now to pro­ mote and enact a vigorous na­ tional maritime policy. The de­ fense build-up over the Reagan years had completely overlooked the merchant marine and its de­ cline must be turned around, said Breaux. Addressing the need for fair trade. Congressman Richard Gep­ hardt (D-Mo.) outlined his legis­ lative package to promote Ameri­ can industry and produce good paying jobs for American work­ ers. "The truth behind the glossy headlines of low inflation and low unemployment is that American workers are suffering through wage stagnation and wage de­ cline. It must be our goal to get wages up and improve the stan­ dard of living for all Americans," Gephardt said. Freshman Congressman Frank Pallone (D-NJ), a new member MTD western area executive board member and International Association of machinists vice president Justin Ostro (left) and Gene Upshaw, president of the National Football League Players Association, follow the proceedings. of the House Merchant Marine and Fisheries Committee, pledged to educate his electorate on the importance of a strong domestic merchant marine as part of the campaign to rebuild the U.S.-flag fleet. MTD vicepresident William F. Zenga thanked Congressman Pallone for being such a good friend to the dredging industry. Further advocacy for a strong fourth arm of defense came 1"' Transportation Command (TRANSCOM). General Piatak told the MTD executive board, "Defense transportation is es­ sential to U.S. national strategy because it provides a credible deterrent to war as well as the safety net for national emergen­ cies. .. General says transportation capability essential for peace m• 1\'- v J '-•f. Michael Sacco, MTD president, wel­ comes board members. from Major General John Piatak, director of Plans and Resources of the United States Military Noting the Bush-Quayle Cam­ paign's promise to "restoring the United States maritime industry in the interests of economic and national security," MTD board members urged immediate congressional and administration action to reverse the industry's backslide. The MTD executive board called for: expanding the Jones Act to incontinued on page 4 MTD eastern area executive board member and president of the Seafarers International Union of Canada Roman Gralewicz (r^ht) and Jean Ingrao, MTD execu­ tive secretary-treasurer review a policy statement. • '0 '"vK •M: ..•S; • 'iir I": -A:. , •;«: • • • �• • '• -'• • r •• MID URGES ^CnON ON Vf^; u.s.ntn continued from page 3 - -WiS: v/'-' 'r">- liP •:\i 'v", V '• ''> -•v!'^S,,:i'' '• -^^ ..V ;=' ?>.V[ 'r- ."'V-. *• -"WJI).!;? • dude all work within the na­ tion's 200 mile Exclusive Eco­ nomic Zone, • enforcing existing cargo pref­ erence laws, • requiring foreign cruise ships operating out of U.S. ports to use domestic crews and to per­ form repairs and shipbuilding in U.S. yards and • negotiating bilateral access to cargo movements, reserving a substantial share of U.S. trade for U.S.-flag carriers. tion of the American textile and steel industries. Board members also urged that the National La­ bor Relations Board once again becorhe the neutral government agency which allows for peaceful resolution of disputes involving employers and their employees. The MTD executive board asked Congress to expand unpaid leave time for employees with young families. Jean Ingrao, MTD executive secretary-treasurer, provided board members with a report of the department's activity over the past year and announced changes in the make-up of the executive board. Ingrao told the board that they face many chal- - 'V''' ' Ray McKay, president of the Marine Engineers Beneficial Association District 2 (left) with Joe DiGiorgio, Seafarers International Union secretary-treasurer. of the AFL-CIO's Committee on Political Education and Robert McGlotten, director of legislation spoke on how labor's political lobbying operation could help put working people's concerns back on the top of the legislative agenda. ^"v!, ••'iv •'• '•/•- Owen Bieber, president of the United Automobile Workers, speaks on the importance of a fair atul neutral Na­ tional Labor Relations Board. A sound energy policy, en­ couraging national production for national consumption was advo­ cated by the MTD executive board. Today domestic oil pro­ duction is down and continuing to fall, the board said, cailling on Congress and the administration to extend the export ban on North Slope Alaska oil, thereby ensuring domestic oil for U.S. markets. The board also urged explora­ tion and development of the oil fields located in the y^rctic Na­ tional Wildlife Refuge (ANWR) in order to meet continuing U.S. consumption when the North Slope oil tapers off. MTD board members called for legislative initiatives designed to increase fair trade and protec- samm m President of National Marine Engi­ neers' Beneficial Association C.E. (Gene) DeFries (left) and Air Line Pi­ lots Association president Captain Henry A. Duffy listen to the speakers. lenges, particularly in the areas of trade and protection of work­ ers' rights. "Unless the Admin­ istration does a complete turna­ round, we are going to see new assaults on the rights of working people to exercise their rights and we're going to see a further expansion of unfair trade prac­ tices," she said. Stanley Brand, former general counsel of the House of Repre­ sentatives, addressed the board members. Brand is the attorney in the lawsuit jointly filed by the SIU and the Transportation In­ stitute against the government's drug testing regulations affecting maritime workers.' Brand told the meeting that through the drug testing regula­ tions, government had intruded into the most private affairs of working men and women. Brand said, "The Reagan-Bush admin- John J. Barry, president of the International Brotherhood of Electrical Workers (left), Alfred K. Whitehead, president of the International Association of Fire Fighters and Jacob F. West, president of the International Association of Bridge, Stmctural and Ornamental Iron Worlurs during the board meeting. International Longshoremen's Associa­ tion president John M. Bowers listens to the NLRB policy statement discus­ sion. istration has run on and pro­ moted the idea that government ought to get off the backs of its citizens ... this program piits the government in our bath­ rooms—a breach of the Reagan administration's promise to lessen government intrusiveness." Julius Isaacson, president of the Inter­ national Union of Allied, Novelty and Production Workers, asks union mem­ bers to follow a "Buy American Made Products" policy. Julius Isaacson, president of the International Union of Al­ lied, Novelty and Production Workers called on all MTD ex­ ecutive board members to "urge American sports teams to wear and use American made prod­ ucts." Thanking board members for their support of his successful candidacy for vice chairman of voter registration for the Demo­ cratic National Committee, Jack Otero, vice-president of the Transportation Communication Union, pledged to use his new position to further the interests of working people. AFL-CIO Economic Research Department Director Rudy Os­ wald and Bert Seidman, director of Occupational Safety, Health and Social Security, addressed the delegates on the effects of eight years of Reagan economic policies. John Perkins, director James Hatfield, president of the Glass, Molders, Pottery, Plastics and Allied Workers International Union intro­ duces MTD statement mourning the loss of Frank Drozak. Dr. John Calhoun Wells, pres­ ident of the Gray Labor/Manage­ ment Institute in Beaumont, Texas, spoke on the future of unions and collective bargaining. "Companies must realize that unions are partners in growth, productivity and change. The ad­ versarial relationship of the past must make way for cooperation between unions and employers in the future," he said. Stanley Brand, attorney of the law firm Brarul ami Lowell, explains why the shipping industry is united in its oppo­ sition to the new drug testing regula­ tions. Addressing the issue of health and safety concerns on the job, Donald Elisburg, executive di­ rector of the Occupational Health Legal Rights Foundation, said unions can play an impor­ tant role in helping workers pro­ tect themselves before or after exposure to toxic materials where they work. �C-\h MARCH, 1989 • ••--- -'•:7fa.-—'j-; '--'J-">^t;;'!.;•-:;,_i^l-V:'A---rs SUNUWARY OF MTD ACTIONS Franis Drozafc Mourned the loss of a friend and leader. Frank Drozak, who served as MTD president until his death in 1988, provided steadfast leadership during the maritime industry's darkest and most difficult years. A Maritime Policy Urged the administration and Congress to commence immedi­ ately the task of developing pro­ grams that will bring about ex­ pansion for all segments of the industry. Expressed willingness to develop a broad coalition nec­ essary to secure adoption of a beneficial maritime policy. Commitment to the Jones Act Urged that the Jones Act be , strengthened and extended to re­ alize a U.S.-flag fleet capable of serving the nation's defense and economic interests. Waivers and other attacks to weaken the Act were condemned. The Jones Act should be broadened to include all work completed within the United States Exclusive Eco­ nomic Zone. Cargo Preference Enforcement Called upon Congress to under­ take steps which will bring about maximum U.S.-flag participation in existing cargo reservation pro­ grams. Ui^ed increasing the law's scope to include 5ll goods moved by or at the government's request. ''•r'y''>.-.""'^'..>--.v: Foreign-Flag Cruise Ships Called for enactment of legisla­ tion that will place the American cruise industry on an equal com­ petitive level with its foreign competition. The government must assist in the development of a healthy U.S.-flag industry in the United States, particularly to meet troop transport capabilities in the event of a nation^ defense emergency. Export Ban on Alaska Oil Recognizing the benefits of a plentiful domestic supply of oil, the board called for extension of export restrictions covering crude oil produced in Alaska's North Sytope. •l.'fri • DCyeldpinem of Oil In ANWR Urged exploration and develop­ ment of oil reserves contained in a small portion of the Arctic Na­ tional Wildlife Refuge (ANWR). By extending the export ban on North Slope oil and by develop­ ing ANWR oil, the United States sends a clear message to OPEC that the 1970 shortages will not be relived. Great Lakes Developniimt Federal funding and an acceler­ ated construction schedule was urged for the building of a new 1,000-foot Soo lock. Asked for immediate authorization and funding for dredging of the St. Mary's River connecting Lake Superior with Lake Huron. Maritime Out of GATT Talks The General Agreement on Tar­ iffs and Trade (GATT) has in­ cluded maritime services on its agenda. Reiterated its opposition to maritime being part of GATT approved international regula­ tions, citing the danger inclusion in the talks would pose to sub­ sidy programs, loan guarantees, cargo reservation and cabotage laws. MSC Procurement Policies Called for congressional and administration examination MSC procurement procedures which focus exclusively on obtaining the lowest possible cost without any consideration of the impact that depressed charter hire rates have on the maritime industry. Government must develop mu­ tually beneficial policies between MSC and the industry in order to further our national defense. National Labor Relations Board Called upon the administration to appoint individuals to the NLRB who will act in a fair and neutral manner in order that worklrs rights to join a union, bargain and strike are restored and onCe again protected. Voluntary Restraint Agreements (VRA's) for Steel Supported a five-year extension of VRA's which require 29 na-; tions to hold their steel exports to a negotiated percentage of our domestic consumption. Called for enactment of legislation to assist the steel industry in its ef­ forts to modernize and retrain laid-off workers. John Perkins, Director Cfunniittee on Piditical - Educ^ Robert McGlotten, Director Department of LegMation r •• • • • • • • • •' • racing the disastrous policies of the Reagan Administration, AFLCIO department directors outline a program to turn the country mxiUhd • MTD PHOTO ROUNDUP I, : ' :i •S; • 4- • '' Minimum Vif^ Inc^ Expressed outrage that the mini­ mum wage of $3.35 an hour has not increased since 1981, when over the past eight years it has lost 30 percent of its real value; Called for expeditious enactment of legislation to restore the na­ tional minimum wage to a level of dignity for all minimum wage earners. Protecting Domestic Textiles Recognizing the threat of in­ creased foreign import penetra­ tion in the domestic textile trade, the board called upon Congress and the administration to COOJJerate fully to develop a legisla­ tive package providing relief to the American textile and apparel industry. Social S^urity and Medicare All social security and medicare commitments should be fespected by Congress. Opposed any efforts to tax social security benefits or abolish cost-of-living adjustments. Medicare should be expanded to cover long-term cat­ astrophic health care expenses. Congress was urged to pass leg­ islation prohibiting physicians from charging Medicare patients far in excess of Medicare-ap­ proved rates. CoiUit^d on page 9 Frank Lonardo (left). President of Local 1814 International Longshoremen's Association, Teddy Gleason, president emeritus of the.lLA, Ed Panerello, secrer tary-treasurer of the Maritime Port Council of Greater New Tork and Vicinity, Ed Turner, executive vice president emeritus of the SlU and Gilbert Gauthier, president of the Canadian Marine Officers Union. .V , . ,.r. MM'S ' J', 1 Lenore Miller, president of the Retail, Wholesale Department Store Union. Joe Sacco, executive vice president of the SlU. • \ r 3 - •l • •I Page Groton (left), vice president of the International Brotherhood of Boilermak­ ers, Iron Ship Builders, Blacksmiths, Forgers and Helpers, Bernard Puchalski, president of the Greater Chicago and Vicinity Port Council and Dominic Camevale, administrative assistant to the president of the United Association of the Plumbing attd P^ Fitting Industry of the United States and Canada. Continued on page 9 v' ' • - u '• �SOfARERS 106 S/[/ Wfsr COAST FISHERIAEN CATCH RECORD TUNA #yv-;' X®' •- -•' The Seafarers'' lAig 'fi „,' "Jj- - • . S I'i." 'v: •'"'® iW!0 ff' y- '' '•• '") •; .;•••'•' • y- k-." • • • • ^r.; • U?'- ^ •• il '-•-T, 1'^ ®'-- IUNA fishermen of San Pedro have closed out one of the best fishing years in a long time, thanks to the giant tuna. After a lull of many years, the giant tuna suddenly appeared and no one seems to be able to explain the cause of this phe­ nomenon. The giant tuna, which are eight to 20 times larger than those normally caught in these waters and weighing 800 pounds and more, enabled the San Pedro fishermen to enjoy a dramatic in­ crease in wages. The San Pedro fishermen are members of the Seafarers Inter­ national Union of North America affiliated Fishermen's Union of America. The Fishermen's Union represents fishermen of San Diego and Monterey as well as those in San Pedro. The union was the result of a merger in 1975 of three SIUNA west coast fishing unions including the Seine and Line Fishermen of Monterey, an original 1938 affili­ ate of the international union. Terry Hoinsky, president of the Fishermen's Union, says the union is concerned with the problem arising out of the liabil­ ity insurance crisis which is crip­ pling the industry. She said the union is exploring several possi­ ble methods for bringing about reduction in high premium costs which are discouraging boat owners in the industry. ^ Hoinsky, who is a vice presi­ dent and executive board mem­ ber of the SIUNA, reports that the union has restructured its three ports to improve member­ ship services and is conducting an organizing drive among non­ union boats in San Pedro. The Fishermen's Union, says Hoinsky, has also upgraded the death benefit paid to members in the San Diego region, bringing its level to parity with Monterey and San Diego fishermen. jit 12:01 am, Saturday, March /14 Eastern Air Lines mechan­ ics and ramp operators repre­ sented by the International As­ sociation of Machinists went on strike. Eastern pilots, members of the Air Line Pilots Associa­ tion, and flight attendents from the Transport Workers Union re­ fused to cross the picket line, forcing Eastern to halt opera­ tions. The SIU quickly demon­ strated its support by helping to man picket lines at Eastern hubs. OF THR new rtNiK. 1.raniit. 81» »«•» >. t. SHOP MOVE BLOCKED Trr Tu Sii SM: Mrti Off Vatraiii lfa»Rnii Al P,wi i.f Nr« )i,wk LurnmllaDK Action By r Bank & File: (W T« Igniter Fire ^ ij! AM. MWWIH IWHN-Nl. Ifcn ' {•rkibw r« kmrt. . ' Mi::( urr«i« noi«KTi eiwMw ,. •=* • **' 'Ar.K IIW1WI.T U «>»k 11..\. ^onrt'vvMiii kw: -ri, ^ • lAyplI tlirh fm FmU !sKi|eht m- «• ' " The Seafarers LOG first appeared on February 10,1939 and has been continually publishing for fifty years. The front page of the first issue shown above generally reflected the SlU's intense organizing activities and its battles against communist efforts to control U.S. waterfront unions. After the union was founded on October 15, 1938, and urttil the LOG commenced publication the following February, union members were informed and served through hundreds of bulletins. Terry Hoinsky (right), president of the SWNA-affiliated Fishermen's Union of America, with Augistine Felando, • President of American Tunaboat Own­ ers, at a fisheries conference in Wash­ ington, D.C. asKRN's m KuuuGmm nmm macHiNisTS STRIKI PILOTS REFUSE TO CROSS PICKET LINES 8ROTHKBHOOD Ofik-iol Otgea ci ih« AtUntk- mud GaU SMa.«t> Itthi/niihoaa! Unkm Nuttb Am<*ru*« The Machinists union has done everything in its power to avoid the current strike. In 16 months of bargaining. Eastern management refused to move from its initial wage reduction demands. The. union agreed to binding arbitration which would have meant continual negotia­ tions until an agreement was reached. In addition, the union has solicited President Bush to call a Presidential Emergency Board to make recommendations leading towards a settlement. Action by President Bush would stop the strike. Eastern, on the other hand, refused to agree to binding arbitration and asked the President not to get involved. SIU member Captain ton Flade talks with Eastern pilot and SIU seaman Charles Collins walks with a striking machinist at PhUadelphia's airport. IRVING BROWN DIES: LED EIGHT AGAINST COmiES IN POST-WAR EUROPE RVING Brown, whose anticommunist activities in post­ / war Europe made him a legend­ ary figure in the free trade union movement, died in Paris at the age of 77. The son of a representative of the International Brotherhood of Teamsters, Brown was bom in New York. After graduating from college in 1932, he became an organizer for the United Au­ tomobile Workers, becoming a national organizer for the AFL in 1940. In 1942 Brown was ap­ pointed as a labor representative to the War Production Board. Brown's major contribution occurred in the 1950s and 1960s when he set up and led cam­ paigns to prevent communist takeovers of European and inter­ national labor organizations. Brown's efforts helped rebuild democratic unions in post-war Europe. During the post-war recon­ struction effort when the United States was delivering Marshall Plan aid cargoes to the democra­ cies, communist-controlled unions attempted to block deliv­ ery from the ships at the water­ front. Brown set up headquarters in Brussels from where he orga­ nized committees of dock and other maritime workers to fight the Communist Party calls seek­ ing to block the American aid program. In that period the World Federation of Trade Unions was controlled by com­ munist-led national labor bodies. In 1949 Brown helped create the International Confederation of Free Trade Unions which broke Irving Brown away from the communist-con­ trolled body. It was during this time that Paul Hall and other representa­ tives of the SIU developed a re­ lationship with Brown. At the time, the SIU of Canada was en­ gaged in a bitter battle to break communist control over Cana­ dian seamen and shipping. Brown was executive director of the African American Labor Center from 1965 until 1973, when he returned to Paris to head the AFL-CIO's European office. He became director of in­ ternational affairs for the AFLCIO in 1982. �wm MARCH, 1989 INFORMATION ON PRE-EMnOYMENT DRUG TESNNG P re-employment drug testing will go into effect June 21, 1989, unless the SIU and Trans­ portation Institute's jointly filed lawsuit halts the government's action. Because the outcome of the lawsuit is unknown and subject to appeal to a higher court, the SIU is currently taking all neces­ sary steps to protect the individ­ ual member's employment rights during the drug testing procedure required by the regulations. Therefore, until there is a rul­ ing that the regulations are in­ valid, all maritime workers, in­ cluding SIU members, must comply with the drug testing rules if they are to be employed on U.S.-flag commercial vessels, deep-sea. Great Lakes and in­ land waters. What follows are questions and answers on the procedure for pre-employment drug testing required by Final Rule: COD 86067, issued Nov. 21, 1988 by the Department of Transportation, United States Coast Guard and which went into effect Dec. 21, 1988. Who is affected by the regu­ Q. lations? ^All individuals employed /lupon U.S.-flag commercial vessels are affected by the regu­ lations. This means licensed and unlicensed alike. The Depart­ ment of Transportation reported in its introduction to the regula­ tions that the drug testing provi­ sions governing maritime indus- try personnel will affect an estimated 120,000 maritime workers serving on all types of commercial vessels. 0 1 When did the pre-employ• ment drug testing regula­ tions go into effect? M The regulations went into #•• effect Dec. 21, 1988. The regulations stated that pre-em­ ployment drug testing was to be put into operation by June 21, 1989. As a result, by June 21, 1989 operators will only be able to crew vessels with individuals who have complied with the drug testing procedures and whose tests are negative. O Hcw will the 90 day regis• tration and shipping system be affected by the drug regula­ tions? M Since drug clearance is now nm required by the government as a condition of employment for maritime workers on U.S.-flag vessels, the individual shipping through the hiring hall must, by federal regulation, show proof of a negative drug test result. The drug test must be taken in ac­ cordance with the procedures outlined in the regulations. Because of the SIU's 90 day system of registration and ship­ ping, drug testing for SIU mem­ bers will become effective tenta­ tively the first week of April. On that date, an individual register- ing in the hiring hall must show proof of a negative drug test re­ sult along with the other re­ quired documents. Thus, every seaman who will be sailing after June 21, 1989 will be in compli­ ance with the regulations. 0. What will the pre-employ­ ment drug tests analyze? M The regulations ask the drug M testing laboratory to test for appearance in the urine speci­ men of the following substances: • Marijuana, • Cocaine, • Opiates, • Phencyclidine (PGP) and • Amphetimines. 0 Beginning tentatively the • first week of April how does a SIU deepsea seaman take a drug test? M Seafarers Welfare Plan Clinnm ics and contracted physi­ cians will serve as collection sites for urine specimens. An SIU member can go to the clinic or contracted physician to pro­ vide a urine specimen for the laboratory. The SWP clinic will not exam­ ine the sample. The clinic will simply function as a collection site, insuring that a member's rights are protected during the collection process. What will the clinic do with »the individual's specimen? M Once the specimen is taken M* at the clinic, the specimen will be sent to the drug testing laboratory. The drug testing laboratory must be certified by the Depart­ ment of Health and Human Services (DHHS). DHHS, in turn, is working with the Na­ tional Institute on Drug Abuse (NIDA). A laboratory only ob­ tains DHHS certification if it meets the highest standards and has a track record which in­ cludes no errors in testing re­ sults. i'ta, I'— .• , ^ ,1 > What wUi happen to the ur-, Q• ine specimen at the labora­ tory? -It' M The specimen will be subMo mitted to an initial testing. If the result is positive, the spec­ imen will go, through a confirma­ tory testing. 0. What will the laboratory do with the drug test results? M The results of the drug tests #•# will be sent by the labora­ tory to the Medical Review Offi­ cer (MRO). The MRO will re­ view all results. Q. ' y.. After taking the test, what should the seaman do next? Continued on page 8 .jj- Jf; SIU SUIT AGAINST DRUG TESTING NEARS HEARING 7 he United States District Court is expected to consider the SIU's charge that the current drug testing regulations are un­ constitutional within the next couple of months. By filing a motion for summary judgement with the court on Feb. 28, the SIU is keeping the case on a le­ gal fast track. The government is expected to respond to the SIU's action around March 10. The Union anticipates a court hearing date in April. After the court considers the case, a final deci­ sion will be issued. When the United States Coast Guard, a federal agency in the Department of Transportation, introduced sweeping drug testing regulations for the maritime in­ dustry on Nov. 21, 1988, the SIU and the Transportation In­ stitute joined in instituting a suit in federal court to set aside the government-forced procedures. Nonetheless, the Coast Guard's regulations went into effect on Dec. 21, 1988. The SIU maintains that the drug testing regulations trample on fundamental individual con­ stitutional rights. By allowing unwarranted searches and sei­ zures, the fourth amendment is violated. The drug testing law also disregards the fifth amend­ ment protection of an individu­ al's privacy, the Union charges. Representing U.S.-flag compa­ nies engaged in foreign and do­ mestic shipping, the Transporta­ tion Institute charges the Coast Foreign-Flag Ships Not Covered Guard with unnecessarily bur­ dening the U.S.-flag operator with the cost of implementing the drug testing program while allowing foreign-flag vessels, not covered by the regulations, to get away scott free. The costs of implementing the drug testing regulations must be entirely borne by U.S.-flag operators, and are variously estimated from 64 million to 150 million dollars annually. The lawsuit also says the Coast Guard rule "enlists private employers as unwilling foot sol­ diers required at their own ex­ pense to violate their own em­ ployees' rights." The Coast Guard, in issuing the regulations, admitted that the agency could not "specifically identify the use of drugs or alco­ hol as a major causal effect in commercial vessel losses or cas­ ualty damage." Yet the Coast Guard contended that it "is rea­ sonable to assume that because there is a drug problem in soci­ ety, there is also a potential drug problem in the merchant ma­ rine." The Coast Guard to date has failed to provide any statisti­ cal evidence of high drug usage in the maritime industry. Prior to issuing any drug test­ ing regulations affecting maritime workers, the Department of Transportation had promulgated drug testing procedures for land and air transportation workers. Legal battles involving these reg­ ulations have focused on random testing. In a trucking case, the federal district judge issued an injunc­ tion against random testing, stat­ ing that the regulations "lack the requisite element of individual­ ized suspicion." The judge also pointed out that the trucking drug testing regulations "are not supported by particularized relia­ ble findings about rampant drug use." Compared to the drug testing regulations affecting land and air transportation workers, the rule covering the maritime industry is far more extensive. Testing of employees in other transporta­ tion sectors was limited to safety and security related personnel, while in maritime the regulation is directed at "all individuals en­ gaged onboard a vessel." The Nov. 21, 1988 drug testing regulations affecting all seamen employed on U.S.-flag commer­ cial vessels were brought about as part of the Reagan administra­ tion's symbolic "war on drugs." Congess, however, in its Omni­ bus Drug Initiative Act of 1988, specifically refrained from au­ thorizing drug testing for safetysensitive transportation workers. The SIU does not oppose drug testing when handled as part of the collective bargaining process where an individual member's rights can be protected. The Seafarers Addictions Rehabili­ tation Center has been dealing effectively with substance abuse problems without forsaking an individual's constitutional rights. • ,• •••1 '.J •, - ' .;•(! .'v1 ••'•J ;r -••t. • �S^iStSy''^ SOFARERS LOG 8 MEMORUU 7D HONOR SEUREN LOST IN US. WARS 4 prototype of a new memorial which will honor merchant seamen who lost their lives in the defense of their nation was unveiled at a luncheon in Man­ hattan last month. The memor­ ial, which was largely funded through donations by merchant seamen and private organiza­ tions, is scheduled for comple­ tion in 1990. Like the much-publicized Vietnam War Veterans Memorial in Washington, D.C., this me­ morial is. intended to correct an historical oversight. Forty-four years after the end of World War II and 213 years after the found­ ing of this nation, there is no marker to dignify the burial site of those merchant seamen who lost their lives at sea. In every war since the incep­ tion of this nation, merchant mariners have been in the fore­ front of the fight to preserve American liberty. In the War of Independence, for example, this nation had no Navy: private merchant vessels added greatly to the war effort by engaging the British fleet at sea. The War of 1812 was fought over one issue: the impressment of American seamen by British warships. The private merchant fleet was so important to the economic well-being of the new nation that Americans went to war to defend the concept of freedom of the seas. In recent times, thousands of American seamen lost their lives at sea while manning America's "bridge of ships," which Win- Pictured above is an artist's rendition of the war memorial, which honors merchant mariners who died while defending their country. Ail American seamen who gave their lives, from the War of Independence to modem times, are honored. ston Churchill said turned the tide for the Allies in World War II. But the contributions of those brave men and women were never properly recognized: for 43 years after the war, American seamen were denied veterans' status. The new monument will be lo­ cated at the southern tip of Man­ hattan, south of Pier A, a cityowned Victorian landmark build­ ing on the breakwater extension. The Pier A breakwater was con­ structed nearly 90 years ago and provided a safe landing for the Ellis Island immigrants being fer­ ried over to the isle of Manhat­ tan. The design for the new me­ morial is a result of a competi­ tion held by the Battery Park City Authority. The winner, Marisol Escobar, was chosen out of a field of more than 200 con­ testants. Escobar's winning design re­ creates a moving scene depicting four figures of surviving mariners whose ships were lost; one of the seamen is being saved from the sea by a shipmate. The ship will be made of stainless steel. AFL-CIO President Lane Kirkland, a former officer in the U.S.-flag merchant marine, spoke at the luncheon. SIU Vice President Jack CaflFey repre­ sented the SIU. PRE-IMPIOYMENT DRUG nSnNG QUlSnONS AND ANSWERS continued from page 7 . 4 From the date the test is • taken, within three to seven working days, the seaman can pick up a card from the SWP clinic or contracted physician which will serve as proof of the individual's negative drug test result. The card will indicate the seaman is in compliance with Fi­ nal Rule: CCD 86-067. The MRO will have provided the clinic or designated physician with in­ structions on which individuals should receive the card. The card can then be submit­ ted, along with all other docu­ ments required by law and the shipping rules, at the time of registration at the hall. a How long is the clearance '• card good for? A The clearance card, indicat/!• ing the seaman is in compli­ ance with Final Rule: CCD 86067, is good for a six-month pe­ riod. Q. What does the MRO do with a positive result? M The drug testing regulations .nm reqiiire that a Medical Re­ view Officer evaluate all positive confirmatory tests. Each individ­ ual who tests positive has the right to speak with the MRO by telephone to discuss the test re­ sult. The MRO will personally call the individual. It is very im­ portant that individuals filling out the drug test form include their phone numbers. During the telephone discussion with the MRO, the individual can explain any medical circumstances which may have caused a posi­ tive result. After the discussion, the MRO will make a decision as to the accuracy of the test result. Only the MRO makes this deci­ sion. Neither the Union or the employer is involved in the re­ view of additional medical evi­ dence or deciding whether the result is correct. O lf the confirmatory test is • positive after MRO evalua­ tion, what does the MRO do? M The MRO is required by the regulation to report the pos­ itive test result to the employer or the employer's designated agent. O What does the employer do • with the confirmed positive drug test? The employer is required by • the regulation to report the 4results in writing to the nearest Coast Guard Office in Charge, Marine Inspection (OCMI). The individual who tested positive shall be denied employment as a crewmember or removed from duties which directly affect the safety of the vessel's navigation or operations as soon as practic­ able and shall be subject to sus­ pension and revocation proceed­ ings against his or her license, certificate of registry or mer­ chant mariner's document. 0 1 If a seaman, boatman or • dredgeman tests positive, how can he or she be reemployed on a U.S.-flag commercial vessel? M An individual who has Jnw tested positive may not be reemployed aboard a vessel until the Medical Review Officer de­ termines that the individual is drug free and that the risk of subsequent use of drugs by that person is sufficiently low to jus­ tify his or her return to work. In addition, the individual must agree to be subject to increased, unannounced testing for a period determined by the MRO of up to sixty (60) months. O ff an individual is interested • in rehabilitation programs, who should be contacted? M The Seafarers Harry Lundenw berg School of Seamanship Addictions Rehabilitation Center (ARC) offers programs for sub­ stance abusers who no longer want to be dependent on drugs or alcohol. To apply for ARC, contact your Union hall or write to SHLSS Addictions Rehabili­ tation Center, Piney Point, Maryland 20674. In addition, re­ habilitation programs are offered in many local communities. 0 What about other kinds of • drug testing? M The regulations require prenw employment testing to be in place by June 21, 1989. The other forms of drug testing re­ quired by the regulations—ran­ dom, periodic, reasotiable-cause and post-casualty (which also in­ cludes testing for alcohol use)— are to be implemented by Dec. 21, 1989. �MUlCHr 1989 9 lytl' MID SiSSION PHOrO ROUND-UP Letters to the Editor continued from page 5 U '^•fl Laundry and Dry Ckaning Interna­ tional Union president Frank Ervolino, who also serves as secretary-treasurer of die Buffalo Port Maritime Council, reads MTD's CATT statement. International Chemical Workers Union president Frank Martino lists MTD's energy policy priorities. Dr. John Calhoun Wells (left), president of the John Gray Institute of Beaumont Texas, Larry Jackson, secretary-treasurer of the American Federation of Grain Millers and Donald Etisburg, adnunistrator of the Occupational Health and Legal Rights Foundation. To the Editor: I need you to do me a big favor. A fellow SIU deepsea member and very good friend of mine, Dan Bradley, passed away this summer in August. Everywhere Dan went he made friends. Dan sailed on both the east coast and west coast and made friends in both places. Dan was liked and loved by everyone who had the pleasure of knowing him. Dan left behind a beautiful wife and beautiful baby girl, three months old at the time of his departure. So Dan, may your body and soul rest in peace. You will be missed by a lot of people, your wife especially and me. We love you and we will all miss you. Fair sailing on that big ocean in the sky. John C. Cox Book C-1779 Los Angeles, CA Editor's Note: The family of the late brother Daniel Bradley III has asked the LOG that any of his old shipmates who wish to call and talk about Dan to con­ tact the family at 301/725-4699. Brother Bradley died in a traffic accident August 13, 1988. He was 30 years old. He was born in Washington, D.C. and grew up in Laurel, MD. He graduated from the Harry Lundeberg School of Sea­ manship and he made many friends among his union brothers during his sailing years. Surviving are his wife, the for­ mer Nancy Corbitt, and a daugh­ ter, Alaina Clarke Bradley, both of Hampstead, MD, his parents, Muriel and Daniel Bradley, Jr., and a brother, Andrew, all of Laurel, MD, two sisters, Lydia Umlandt of Sevema Park, MD and Sheila Geist of Laurel, MD, and a grandfather. Mason E. Wallace, Sr. of Silver Spring, Md. United Industrial Workers national di­ rector Steve Edney asks a question on the new drug testing regulations. SUMMARY Of MTD ACTIONS continued from page 5 Marine Emissions Called for an amendment to the Clean Air Act to establish uni­ form national standards for ma­ rine emissions. Jaimn Air Lines Japan Air Lines (JAL) was blasted for violating the rights of employees who work in Chica­ go's Nikko Hotel, a JAL-owned operation. Vowed to bring pres­ sure on JAL through contact with U.S. representatives en­ gaged in trade negotiations with Japan. Staten IiMand Navy Base Adopted the Maritime Port Council of New York's resolu­ tion to support the Navy's new surface action group base at Stapleton, Staten Island. FamUy and Medical Leave /Supported legislation which ^dresses the heeds and aspirations of modern American families, such as a congressional proposal for a national leave policy pro­ viding job-protected, unpaid time off to meet parental responsibil­ ities and health conditions. Dan Bradley III and his wife Nancy at the wheel of the family sailboat on the Chesapeake Bay. SIU Scholarship Deadline is April 14 Apply New Occupational pishases Legislation which promotes early detection and treatment of occu­ pational diseases should be en­ acted by Congress. Maritime and National Defense Report A detailed analysis of the mari­ time industry's critical rule in se­ curing a strong national defense was released at the MTD meet­ ing. The report cited the contri­ bution seagoing personnel, ship­ builders, longshoremen and industrial workers would make in the event of a national emer­ gency. The application deadline for scholar­ ships for seafarers and their families is April 14. Four scholarships \ ' •;- fv Vice president emeritus of the Americ&n Federation of Grain Millers Peter Rybka, Mel Pelfry (left), president of the Toledo Port Maritime Council and Richard Mantia, president of the Greater St. Louis Area and Vicinity Port Council. Vice president of the United Food and Commercial Workers Union, Doug Dority. : •T-:'-.; - of $10,000 each are of­ fered to dependents. One $10,000 and two $5,000 scholarships will be awarded to union members. Scholarship awardees will be an­ nounced in May. To receive information on eligibility requirements call 301/899-0675 or write Seafarers Welfare Plan Scholarships, 5201 Auth Way, Camp Springs, Maryland 20746. �fc?':- • ^K".'. w r ON THE NEW YORK- - ?rv,, • he Sea-Land Challenger is one of several Lancer class vessels '-^giyysyigSI !Sea-Land acquired from the bankrupt U.S. Lines three years ago. The Challenger recently finished one of its regular runs, San , ; Juan, P.R. to Rio Hana, Dominican Republic to Jacksonville to Port Elizabeth. SlU Patrolman Kermett Mangram met the crew for a payoff, where these pictures were taken. CARIBBEAN RUN •' "" J- t y '' ' •' Vy,. : AB Tuck Beutz has been goii^ to sea for 36 years. The deck delegate on the Challenger nudtes sure the gai^wi^ is secured. ». isa W 't •- . ^ < 'J A' , - < .'J , Jt •.yi-' iSS-Sft-'J ' ^siSiss: . f .'Vyy,.'• With more Bum 70 years of exj^rience •4[|| tunong them, the ChaUenger's steward department knows how to keep a crew well-fed. They are (i. to r.) Chief Steward George Gibbons, Chief Cook Darryl Goggins and Steward Assistant I ^Jose Santiago. m0m iilS^ ^:yas 'y'Bm DEV Jose Rodr^uezgets ready to throw a heaving line. Rodriguez hask , been saUing for 28 years. ^ •r :-kX Vy:gIfys•:'^yy:,"-yy'^y' • ;••••• •; a'.yy^ i.- : •:-yy€iykk:^¥hyyy. -'.. ~-rs ^ Ohfl/ Ralph Gonzalez takes rea^ngs in the et^me room. The San Juan redderU has been going to sea for nine years. , ,t • kIMkM 1f '1 • "- y i-i'.-':" va-v'''V;-,-r;li'5'S , AS-.S'-J :, OEVEIaMo Cruz checks steam and ml vtOres. A ship*s deles^, the New Yorker has been sailing for 14 years. OMU James Sieger, a 15-year deej^ea veteran, cheeks a fuel oU straiiur in the Challenger's ermine room. S Xy- -'/i Jose Santiago, AB Tuck Bentz, New Ymk Patrvhnan Kermett Mai^frath, Basun Roy Williams and DEV Ehdio Cruz. --yy-v' -* ;! - -- �SlU Representative ::':'^'''^§f0r :• y:J.-' r'v •'•••, •5i'- ^ I' ^ •»S-•-Si* ^ |. f® < 4 ' , ' , , • While Chief Cook Frank -^V •- /ho crew's lounge^ Tksy^ ^ K=»53»«l"r" — K.'SSirS- • ': .r:«-.:»SK:-",: a. men VaSty (I-lo'•>^'* •^''•':.':i:Sffe';;P^;tS''''v^r''VS 'i -'}} • . V.<? • �m • V. S0§hren itttemationa/ Union Directory •any fcaadabaig Sdwal at Seammalilii :.#if'5. SnWARDS GRADlUn ADVANCED CUSS r 1 en SIU members successfully completed the Stewards Recertification Course held from January 31 to March 3 at the un­ ion's school in Piney Point. The graduates now join the top-of-theline ranks of union stewards. The stewards completed classes which will enhance their computer and typing skills. The group learned new techniques for menu planning, portion con­ trol and food costs. Microbiol­ ogy and sanitation classes were also part of the course curricu­ lum. Ice carving, a culinary art form, was taught by Executive Chef Romeo Lupinacci. Union education was a top priority for the stewards through meetings with representatives of the various plans, the contract department the political depart­ ment and the LOG, stewards had an opportunity to ask questions and learn more about their union. The stewards also visited Cap­ itol Hill, to track legislation vi­ tally important to the SIU and the maritime industry. The trip included a tour of the Capitol building and an explanation of the legislative process. Executive Chef Lupinacci said of the group, "They have been an excellent class. They are pre­ pared to put out an excellent meal while running an efficient, cost-conscious operation. The recertified stewards are skilled at menu planning and portion control, an important part of a modem-day steward's duties, Lupinacci said. Recert^ed stewards (first row, left to right) Roderick Br^ht, Janet Price, Cyril Spence, Jr., Romeo Lupinacci (executive chef), (second row) Joseph P. Emidy, Pedro SeUan, Peter Schulz, (third row) Nathaniel Thomas, John A. Pratt, Jimmie Russell, D.A. Brown, Robert L. Scott, Sr. Recert^ed stewards brave wind and rain to learn the art of ice carving from executive chef Romeo Lupinacci. Stewards try their hand at ice carving. UFCBOkT OASS COMPUnS COURSE Chris FarreU(left), Dave Cameron ami Ralph Alexander completed the tough lifeboat course tai^ht by instructor Ben Cusic. The course, which lasts two weeks, can be particularly difficult during the late winter months which can be very cold and wet in Piruy Point. At least three hours each day are spent outdoors in the Iceboats doing practical exercises such as rowinglcoxwain training, and davit operations. COOK AND BAKER GRADUATE Shane Preston, a graduate of the Cook and Baker course at SHLSS, proudly Splays the cake he decorated for the Graduatii^ Trainee Class #434. Cook and Baker instructor Bill SeidenStrieker, invites his advanced students to create a specially decorated cake as an extra credit project which is added to the studerOs' final grade. The cake decorating project allows the student to exercise both his creativity and profes­ sional expertise. Mfchael Sacco, President Joseph Sacco, Executive Vice President Joe DiGiorgio, Secretary-Treasurer Angus "Red" Campbell, Vice President of Contracts Jack Calfey, Vice President Thomas Glidewell, Vice President Cieorge McCartney, Vice President John Fay, Vice President Roy A Mercer, Vice President StsvcEAmy, Vice President HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301)899-0675 ALGONAC 520 St. Clair River Dr. Algonac, Ml 48001 (313)794-4988 BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 (301)327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (218)722-4110 ®SlliSSvi HONOLULU 636 Cooke St. Honolulu, HI 96813 (808)523-5434 iiig' HOUSTON 1221 Pierce St. Houston, TX 77002 (713)659-5152 JACKSONVILLE 3315 Liberty St. Jacksonville, PL 32206 (904)353-0987 JERSEYCITV 99 Montgomery St. Jersey City, NJ 07302 (201) 435-9424 p MOBILE • 1640 Dauphin Island Pkwy. Mobile, AL 36605 (205) 478-0916 NEW BEDFORD 50 Union St. ^ New Bedford, MA 02740 ; (508)997-5404 NEW ORLEANS 630 Jackson Ave. g New Orleans, LA 70130 (504) 529-7546 -'mm. NEW YORK 675 Fourth Ave. Brooklyn, NY 11232 (718)499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 (804) 622-1892 : PHILADELPHIA 2604 S. 4 St. Philadelphia, PA 19148 g (215) 336-3818 PINEY POINT St. Mary's County Piney Point, MD 20674 (301) 994-0010 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415) 543-5855 SANTURCE 1057 Fernandez Juncos St. Stop 16 Santurce, PR 00907 if (809) 725-6960 •gSEATFLE;;;..^': tma 2505 First Ave. Seattle, WA^ 121 .. ... g. (206)441-1960 , g,.:. .-i;/-ST. LOUIS -.js i 4581 Gravois Ave. / ,^1^; St. ;Louis, MO 63116 / «ii (314) 752-6500 WILMINGTON ;gg"V 510 N, Broad AvCx Wilmington, CA 90744 : (2i3)549-4O00 Miirr;.g g- .'V I �k;; '• • •, '- •'•'•1.'.' HUROI, 1989 13 Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Account­ ants every three months, which are to be submitted to the membership by the Secre­ tary-Treasurer. A quarterly finance commit­ tee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Mem­ bers of this committee may make dissenting reports, specific recommendations and sep­ arate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shtdl equally consist of Union and management represen­ tatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employ­ ers. Get to know your shipping rights. Copies of these contracts are ported and available in aU Union halls. If you feel there has been any violation of your shipping or seniority rights as contained In the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return recd^ requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper^sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to pro­ tect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—THE LOG. The Log has traditionally refrained from publish­ ing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publish­ ing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitution^ ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may del­ egate, from among its ranks, one individual to carry out this responsibility. WEU KNOWN SEAFARER PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memberpay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLI­ GATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately no­ tify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workdrs, the preservation and furthering of the American Merchant Marine with im­ proved employment opportunities for sea­ men and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contrib­ utes to political candidates for elective office. All contributions are voluntary. No contri­ bution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and re­ fund, if involuntary. Support SPAD to pro­ tect and further your economic, political and social interests, and American trade union concepts: EQUAL RIGHTS. All members are guar­ anteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no mem­ ber may be discriminated against because of race, creed, color, sex and national or geo­ graphic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquar­ ters. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Mike Sacco at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. SIU HONORS Rl, L KING :f. ••• f ' . A- r-'iii '!• • : - m-ir .-S'. 5- Jr'.- . -A: Retired seafarer Joe Powers, one of the union's legendary old timers, cotrtinues to lead an active life. An avid New York Metsfan, he is pictured second from the left with some friends at the Diamond Club in Shea Stadium. Joe, a long time correspondent of the Settfarers LOG, has also been among its mq/or contributors. In San Francisco, the SIU and other maritime unions nutrched in that city's Martin Luther King Day parade. Pictured above (L-R) SIU Vice President George McCartney, SUP President Paul Dempster, Seafarer Vince Coss and SIU Patrolman Gentry Moore. WW: IV BEUfORU SIU FISHERMEN • -:.,f ^ •'•sV' •" 4 • , SEAFARERS WELFARE PIAN Nona COBAA: CoHtinuation Health Covengu •;t!l • •f you or your dependents lose your eligibility for health care coverage under the f Rules and Regulations of the Seafarers Welfare Plan, you and your dependents . may be eligible to purchase, at a premium. Welfare coverage directly from the Plan. If you find that you have lost your eligibility for Plan coverage, you must notify the Plan office immediately to find out whether or not you or your dependents may elect to continue your benefits under this program. If you want more information concerning this program you can call the membership services office. 1-800-CLAIMS-4 (1-800-252-4674) or write COBRA Program Seafarers Welfare Plan 5201 Auth Way Camp Springs, Maryland 20746 SIU fishermen in New Bedford help secure vast quantities of our ruUiori's seafood supply. Pictured above, by the FIV Alem-Mar, are the boat's rrtate, Antonio Pereira (left) and New Bedford SIU Port Agent Henri Francois. NOTE: A detailed article explaining this program appeared in January, February: and March 1989 issues of the "LCXi". You may want to refer to it for future information. ' • s'j .-•••v. ' f 's-- '5 �vipfc'£3%s!nt^i\^«''wacp4i^^ sanmsioe '•'V limN SUfARERS JOIN UNION'S PENSION RANKS .'• r 'he SIU Pension Plan an­ nounced that 11 seafarers became retirees. The mem­ bers, ten from the deepsea division and one from the inland waters, are the union's most recent retirees. HASSIN ALEIDAROOS Hassin Aleidaroos, 55, joined the SIU in December 1965. He re­ ceived his book May 10, 1971 in the port of Baltimore. Brother i Aleidaroos sailed as a FOWT in the engine department, shipping out of the port of New York. Born in Saudi Arabia, Aleida­ roos, formerly of Detroit, Mich., now makes his home in Brook­ lyn, N.Y. GEORGE W. ALEXANDER George W. Alexander, 58, started sailing as a messman with the Marine Cooks and Stewards Union in 1957 and got his SIU book in 1%3 in the port of New York. Bom in Perqui­ mans County, N.C,, Brother Alexander later sailed as an AB, shipping out of the port of Nor­ folk, Va. Alexander makes his home in Elizabeth City, N.C. GRADY K. BROWN Grady K. Brown, 65, joined the SIU July 23, 1947 in the port of New York. He sailed in the engine de­ partment as an OMU, most recently out of the port of Houston. Brother Brown now lives in Bremond, Texas. Dispatchers Report for Inland Waters FEBRUARY l-28i^ 1989 •TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups . Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Baltimore l4orjfbIk Mobile JAMES D. McCART James D. McCart, 66, sailed out of the port of San Francisco, where he presently resides. TELESFORO VAZQUEZ Telesforo Vaz­ quez, 60, sailed out of the port of Houston,.Texas as an AB. Brother Vaz­ quez, now re­ sides in Pasa­ dena, Texas. • ' V,. •' Ti\ '' "V '• ' "-•' ' ^- ,i;< .'r 'i', , '• :. : \ inland ii"-' -,J. PAUL E. HOLLOWAY Paul E. Holloway, 63, began sailing in the deck department out of the port of New York in 1964. Born in North Carolina, Brother Holloway will continue to live there in retirement. WILLIAM S. RUDD William S. Rudd, 60, joined the SIU in 1955 and sailed both in­ land and deepsea out of the port of Norfolk, Va. Born in Norfolk, Brother Rudd resides in Virginia Beach, Va. H' •'•'••• 11-••-'&•' .^•' JOSEPH A. GRBAC Joseph A. Grbac, 65, sailed out of the port of Houston since joining the Union in 1951. Brother Grbac continues to live in Houston. JAMES H. MOORE James H. Moore, 59, sailed out of the port of Wilmington, Calif. Brother Moore, who lives in Las Vegas, Nev., sailed as an AB in the deck department. .'i •/,' if. FRANCIS BUHL Francis Buhl, 62, started sailing in the deck depart­ ment in 1946. His membership book was issued in 1947 in the port of Balti­ more. Bom in Boston, Mass., Brother Buhl lives in Orlando, Fla. He sailed out of the port of Jackonsville, Fla. Totals ' ••, Port STEWARD DEPARTMENT ladelphia Itimore \f Mobile New Orleans iSaii Francisco Wilmington Seattle Puerto Rico Houston Al^nac St. Louis [Piney Point Totals Totals All Departments 80 14 35 23 9 37 157 65 76 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. -^0 ••' *--•- 1 *) ROLAND B. MASON Roland B. Ma­ son, 64, sailed as a captain out of the port of Nor­ folk, Va. Brother Mason received his book in 1965 in that port and now makes his home in Chesa­ peake, Va. -I Keep yeur tlaimshOs nmber handy 1-800/CUIIMS-4 0-800/252-4874} answer is a iff. '^1 iUFSSl �HUUKH, 1989 75 Dispatchers Report lot Deep Sea FEBRUARY 1-28, 1989 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs ^•REGISTERED ON BEACH All Groups Class A Class B Class C New York Philadelphia Miothfy Membershifi HkeHngs 0«ep 'tf € .r $80, takes. Inland Waters ' -f- PIney Point Monday, April 3 New York Tuesday, April 4 Phlladeipilia Wednesday, April 5 « Baltimore Thursday, April 6 Norfolk Thursday , April 6 Jacksonville Thursday, April 6 |JV < •-* ... • i,. c AlgMMW Friday, April? Houston Monday, April 10 New Orleans Tuesday, April I I Mobile Wednesday, April 12 San Francisco Thursday, April 13 Wilmington Monday, April J? r ••Vy ' V1 Seattle Friday, April 21 '-•••'T San Juan ; Thursday, April 0 St. Louis Friday, April 14 Honolulu Friday, April 14 Duluth Wednesday, April 12 Jersey City Wednesday, April 19 New Bedford Tuesday, April 18 • r.i'/-:; ' '1 mm. ' . Personals Kevin Bertel Please contact Chris Killeen (2nd pumpman. Cities Service Miami), 83 Wetmore Ave. #2, Morristown, N.J. 07960, or call: (201) 292-0155. r": James FelLv Clark Anyone knowing the where­ abouts of James Felix Clark is asked to get in touch with his son, James Felix Clark Jr. You may write him at 4102 Orange Ave., Long Beach, Calif. 90807 or call (213)427-6831. Totals Totals All Departments 657 358 336 482 288 282 161 1,303 572 ' 421 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of February was down from the month of January. A total of 1,213 jobs were shipped on SllJ-contracted deep sea vessels. Of the 1,213 jobs shipped, 482 jobs or about 40 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 161 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 9,504 jobs have been shipp^. Hubert Joshua Hale Your niece, Valerie Hall Zack, would like to get in touch with you. Please call her at (919) 4674348 or write her at 11()4 Ralph Dr., Cary, N.C. 27511. Joe Zeloy Please call Dempsy Burleson at (817) 924-6310. • 1 sis. .1' •' ' -v �= 16 - .^^>5;:;.':-^'/::^- 4..': 'W -• v> ; ...' :.... .C. .;—•>: '-i,' r- SEAFARERS LOG '' • '. COBRA: A WAY TO CONTINUt HtALTH COmRAOl I n December of 1988, the Seafarers Welfare Plan sent a letter to all plan participants describing a new program called "COBRA." COBRA allows an employee to purchase health care benefits when he or she becomes ineligible to receive health and welfare from the Plan. This benefit program is part of a law called The Consolidated Omnibus Budget Rehabilitation Act or COBRA. Congress passed COBRA to provide individuals with the opportunity to purchase their health insurance in the event of losing eligibility for benefits under health care plan. The law spells out what events have to happen before a person can buy the health benefits. Participants who lose plan coverage after January /, 1989 will be able to purchase benefit coverage for themselves and their dependents. Under certain circumstances it is also possible for dependents to purchase health plan coverage for themselves. Below is the complete te.xt of the letter. Dear Participant: A new law requires the Seafarers Welfare Plan to give you and your dependents the opportunity to extend your health care coverage in situations where you have lost your eligibility for benefits. These situations are called "qualifying events." This letter will explain how the new law applies to you and yoUr family and how to use this program should you become ineligible for benefits under the Seafarers Welfare Plan. In order to understand the new law, you need to know a few special terms. Please make sure that you and your spouse read this letter carefully so you will be able to take advantage of this program should you need it. Definitions 1. COBRA—The short name for the federal law which gives Plan partici­ pants the right to purchase Welfare Plan coverage. 2. QUALIFYING EVfiNT—A situation which causes the errtployee to lose Welfare Plan coverage because they no longer work for an employer who must make contributions to the Plan on their behalf. A list of qualifying events will be explained on the following pages. 3. ELECTION—An election is your decision to tell the Plan whether you would like to purchase Welfare Plan coverage under the COBRA pro­ gram. 4. COST OF CONTINUING COVERAGE—This is the amount of money you are required to send to the Plan office so your health care coverage will be continued. This payment is like an insurance premium. It is necessary because the employer for whom you worked before the quali­ fying event happened, is no longer required to make contributions on your behalf. > Viniat type of situation is a quaiifving event under COBRA? The next part of this letter will explain what type df situations will allow you to continue your health care coverage under the COBRA program of the Seafarers Welfare Plan. As explained above, these situations are called "qualifying events." When one of these events happens to you, it means that you, your wife or dependent children will lose coverage under the Plan and can elect to continue coverage by purchasing benefits. The "qualifying events" are: 1. Your being fired from your job. You may elect to continue your health benefits if you were fired for any reason unless you were fired for gross misconduct. 2. You were unable to continue to work enough time to be eligible to continue your benefits under the Rules and Regulations of the Plan. 3. Your death, which would entitle your spouse and dependent children to continue coverage. 4. Your divorce, or legal separation from your spouse which would entitle your spouse and dependent child to continue coverage. 5. Your eligibility to receive Medicare benefits. For example, you are age 65 but still actively employed, making the Seafarers Welfare Plan the pro­ vider of your welfare benefit coverage rather than the Medicare program. 6. Your dependent child loses eligibility under the Plan because (I) he or she reaches age 19 or (2) he or she does not fall into the category of dependents under the age of 25 and enrolled in a full time school program leading to a college degree. V-Si'.'•'>••, •' •". • 'V ill®. %{ How will I know if I am eligible to continue welfare plan coverage under the COBRA program? When the Plan receives notice from you or your employer that one of the "qualifying events" listed above has happened, the Plan office will send you a letter with complete instructions about how to continue coverage. In the event of death, divorce, legal separation, receipt of Medicare benefits or when a dependent child is no longer eligible for Welfare Plan coverage, you or your spouse should notify the Plan at the address given at the end of this letter. Your employer will notify the Plan if you are termi­ nated, if your Job with the company has ended, or if your hours have been reduced. If any of the "qualifying events" happens to you, it is also important that you notify the Plan of the change. Since seafaring employees are able to end jobs and get other work without generally notifying the Plan, it is very difficult to determine when a participant will lose his or her eligibility. The Plan is here to serve you, but we need your help. If you have not worked and you know you are ineligible for plan benefits, contact the plan's COBRA department to see if you can elect to continue your welfare benefits under this program. What type of benefifs will I receive if I elect to continue benefits under the COBRA? If you elect to participate in the COBRA program and pay the costs, you will receive the same type and level of benefits as you did before you lost your eligibility. You will receive these benefits as long as you are not already receiving Medicare benefits from the government, or you are not working for another employer who has a medical benefits program. How long will health care coverage through the COBRA program last? The maximum period of time you, your spouse or dependent children will be able to continue health care benefits under the COBRA progam depends, on your "qualifying event." If you lose eligibility because you were fired or laid off from your job or did not work enough time to establish eligibility, your maximum coverage period is 18 months from the date of the event. If you lose your eligibility for any other "qualifying event," the maximum coverage period will be 36 months from the date of the qualifying event. What happens if I have two qualifying events? If you experience two "qualifying events," it is possible to extend your coverage through the COBRA program for up to 36 months instead of 18 months. The time period is measured from the date of the first qualifying event. In order to receive an extension of participation in the COBRA program the following must have happened: 1. Your first "qualifying event" must have been a termination of employ­ ment or a reduction in your days of employment which caused you to lose your eligibility. 2. Your second "qualifying event" must take place while you are receiving Plan benefits which you have purchased through the COBRA program. Your second "qualifying event" must also be (I) the death of your covered spouse; (2) divorce or legal separation; (3) your eligibility for Medicare; (4) your dependent child's loss of eligibility under the Seafar­ ers Welfare Plan because he or she has reached the maximum age for benefit coverage. Can my COBRA coverage end before the 18th or 36th month maximum period? Yes. Your COBRA coverage can end before the maximum period if the following events take place: (1) Your monthly payment to the Plan for the COBRA coverage is not timely. (2) You get another job which has health care benefits for you. Even if those benefits are less complete than those you are receiving from the COBRA coverage, you can no longer receive benefits from the COBRA program. 'i (3) You become entitled to receive Medicare benefits. What is the election period and how does it work? Once again, the "election" is your decision to tell the Plan whether you wish to purchase COBRA benefit coverage in the event you lose Seafarers Welfare Plan coverage. Depending on the "qualifying event," the Plan will send you notice, or you or your family member will send a letter to the Plan. Once the "qualifying event" has happened and the Plan sends you an "election" letter, you and your family will have 60 days to decide whether to purchase benefits through the COBRA program. The election period will end 60 days from: (1) The date you experience your "qualifying event" which caused you to lose eligibility time for benefit coverage from the Seafarers Welfare Plan or (2) the date the Plan tells you that you have a right to participate in the COBRA program, whichever date is later. How much will COBRA coverage cost? The cost of COBRA benefit coverage depends on what level of Plan benefits you were receiving at the time you or your dependents lost eligibility for Seafarers Welfare Plan coverage. Because the cost to participants will vary, you will be notified of the cost to you, or if you are married, for you and your family. After notification of a "qualifying event," the Plan will send you a letter which contains specific information for your situation. This letter will ex­ plain the cost of the COBRA benefit coverage and other important informa­ tion. If you choose to buy benefit coverage through the COBRA program, the first payment you make will cover the cost of your benefits, for the period before your election. After that, you will make a payment once a month. Can my spouse elect to continue health care benefits? Yes. Each family member is entitled to make an election. If you make the election, your spouse and dependent children will be automatically included. If your spouse makes the election it will automatically include dependent children. What if my payment for COBRA coverage is late? If you choose to participate in the COBRA program your first check must be received by the Plan no later than 45 days after you elect to participate in the program. You then must pay a premium every month to keep your COBRA benefits. You do have a 30-day grace period for making late payments. The grace period expires 30 days from the first day of the month during which your coverage is extended. If you do not pay within this grace period you will lose welfare benefit coverage. When will the program start? The COBRA program will be in effect on January I, 1989. If you need more information you can call Membership Services at I-800-CLAIMS-4 (1-800252-4674). You may also write to COBRA Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Maryland 20746. Leo Bon^r Plans Administrator Correction ^ In the January, 1989 issue of the LOG, page 18, the question reading "Can my COBRA coverage end before the 24th or 36th month maximum period?" should have read "Can my COBRA coverage end before the 18th or 36th month maximum period?" . i. ^ • I, • •r; �, j.-- • MARCH, 1989 -• .. • i' Cn LOUIS J. HAGUE, JR., ( Maersk Lines), December 6—Chairman April de Bourgiinuere, Educational Director Michael Martin, Deck Del­ egate Edward C. Kaufman, Steward Delegate John Stoster. Some dis­ puted OT was reported in the deck and steward departments. Denis McGuiness vvas elected ship's treas­ urer. He will try to get an anchor pool going to add to the $38 now in the ship's fund. It was requested that the Huufie be sent booklets about the Union's pension and health and welfare plans, as well as shipping rules and more copies of the LOG. In its report to the Seafar­ ers LOG, the crew writes, "We are proud to announce the first female ship's chairman for Maersk Lines in Diego Garcia. She is April de Bourgiinuere who sails in the steward department out of the port of New Orleans. Fellow brothers and sisters, we have arrived! " Next port; Diego Garcia. GALVESTON BAY (Sea Land Service), January 22—Chairman Paul Butterworth, Secretary Terry Smith, Edu­ cational Director A. Rhymes, Deck Delegate Keith Thompson, Engine Delegate Donald Bush, Steward Del­ egate Fredrick E, Otto, Some dis­ puted OT was reported by the en- • gine department delegate. There is $.'^0 in the ship's movie fund. Sev­ eral suggestions were made to im­ prove life aboard ship. One was to get a microwave oven and a new riig for the crew lounge. Another was to have the 12/4 watch do sanitary again A third was to talk to the captain about having early breakfast when arriving in port and to check with him about the bad timirig in putting out the draws. It was also requested that each crewmember's room have a phone installed. .[In each of these cases, the issue has been addressed and, if not already corrected, is in the process of being so.) Next ports: Charleston, S,C. and Port Everglades, Fla, UBERIY SPIRH (Liberty Maritime Corp,), January 22—Chairman Bob O'Rourke, Secretary Joe L, John­ son. The chief mate is keeper of the video fund which currently has $219. The chairman reports excellent co­ operation by all hands during this voyage. Several problems were noted, however. One was that there are two stowaways from Karachi aboard ship, and the chief mate in­ sists that they work on deck each day. Another was that the captain has said that the company does not use DEUs for docking or undocking, nor does it recognize Martin Luther King Day as a holiday at sea. [In response to these beefs, a dispatch was sent out from headquarters, in­ forming the ship's chairman that a letter has been sent to the company requesting that they advise the cap­ tain that he is in violation of the contract.[ A safety consultant spent several weeks aboard the Liberty Spirit. His lectures and drills on safety and firefighting were interest­ ing and informative.. All hands were urged to apply for upgrading courses at Piney Point. A special vote of thanks was given to Joe L. Johnson and the steward department for a job well done. Next port: Capetown, South Africa. UBERIY WAVE iUhcrxy Maritime Corp.), January 22—Chairman A. Campbell, Secretary R. Kennedy, Deck Delegate W. Pepney, Engine Delegate M. Lawrence, Steward Delegate W. Bloodworth. Some dis­ puted OT was reported in the stew­ ard department. [At payoIT, this was settled by the boarding patrolman as per the three-man steward depart­ ment guide.] The QMED was of the 17 opinion that he did not have to paint and chip. [This, too, was squared away at payoff, with the patrolman clarifying that the QMED is required to do painting in the engine room as per the memo of agreement with Liberty Maritime Corp.] There is $380 in the captain's safe, ear­ marked for the ship's treasury. A question was raised regarding cost of living raises. And it was felt that the crew needs the rules of agree­ ment for Liberty Maritime Corp. [These items were discussed and squared away.) A vote of thanks was given to the steward department which, despite a foul-up in stores, continued to feed the crew through the end of the voyage. OVERSEAS CHICAGO (Maritime Over­ seas), January 29—Chairman Ervin Bronstein, Secretary/Deck Delegate Clyde Kreiss, Educational Director M. Williams, Engine Delegate C. Pickren, Steward Delegate Charles Hall. No beefs of disputed OT re­ ported. The chairman announced there would be a payoff on arrival in Nederland, Texas. He requested each crewmember to do his part in making sure that plastic items are separated from other trash and placed in (he compactor in accord­ ance with the new regulations. He also reminded all hands to help keep the common areas clean. A motion was made by one member to raise the pension according to the cost of Ijving. Another motion was to make Martin Luther King's birthday a Union holiday since it already is with the longshoremen in port. The steward department was given a vote of thanks for a Job well done. cook for the good menus and food preparation. Next port: Jacksonville, Fla. $fil-f4WD DfVrtOPflKSea-Land Serv­ ice), January 14—Chairman Roger Pinkham, Secretary L. Ware, Edu­ cational Director Mike Donlon, Deck Delegate James Frost, Engine Delegate Domingo Milla, Steward Delegate Joseph Gibbons. There is one day's wages ifl^dispute in the deck department. The ship's movie fund contains $150. While the chief electrician is on vacation, the money will be turned over to a responsible person for safekeeping. Several sug­ gestions were made. One was to have three entrees on the menu for lunch and dinner. Crewmembers re­ quested the "old fashioned type of prime rib" as an option, .stating, "We prefer the bone with the prime rib." Another was that members would like the old shipping rule of six months to be reconsidered, in­ stead of the new eight-month ship­ ping rule. Crewmembers also re­ quest that the Union grant emergency trips (relief) in cases of death, sickness of close family mem­ bers and official court and govern­ ment business. Next port: Tacoma, Wash. SEA-UHD ENDURANCE (Sea Land Serv ice), January 8—Chairman Ted Tolentino. Secretary D. G<iNung, Edu­ cational Director G.Evosivich, Deck Delegate J. Debos, Engine Delegate R. Jones, Steward Delegate Fagalilo Maliga. No beefs or dis­ puted OT reported. AB Scotty Boatright lost two fingertips by trying to stop a door from the wrong end dur- D.L. McCorvey, Secretary T. Wybo, Educational Director H. Smith, Steward Delegate Adolphus Brown. No beefs or OT reported. Everything is running pretty smoothly onboard the how­ ever, the ship has not received any reports from headquarters in a long time, with the exception of the Sea­ farers LOG. A motion was made an() seconded to rai.se the retirement to $l,0()0 per month plus any cost of living increases. Next port: Port Everglades, Fla. STAR OF TEXAS (Seahawk Manage­ ment), January 29—Chairman Gene Paschal, Secretary H. Jones, Educa­ tional Director G.K. Darney. No beefs or disputed OT reported. The voyage went very well, according to the chairman, who also announced that the ship will pay off Feb. 2, 1989. All eligible members were urged to attend upgrading courses at Piney Point. Also, if any member has a drinking or drug problem, the Union's Addictions Rehabilitation Center can help. A vote of thanks was given to the steward department for a job well done. Next port: Beaumont, Texas. '.'A r.V'" In addition to the minutes pub­ lished above, the SIU received offi­ cial ships minutes from the following conuAoa Minor sa-iAnOi su-uum apiaaa SU-UUm UAVIGATOn su-uum PAOTK su-uum m»na '• MflMliff Digest of Ships Msstings . 4/ fko Mhwing ships minutos m just a sampling of the manp moating nports the SlU foceives Ottih month horn its amunil the woriil. Ships minutos anm^od hy the Union's Contrua UopatUnont, nose issues requiring attention or rosaluthn are addressed hy the Uniott upon nce^t of the slnps minutes. PRESIDENT TAYLOR (under charter to Waterman), December 11—Chair­ man Joe Moore, Secretary Lee de Parlier, Educational Director Lauren Bryant. No beefs or disputed OT re­ ported. The ship delivered a full load of bagged wheat to Ethiopia as part of the famine relief. It was the third such trip for the President Tay­ lor. There is no news yet about the next cargo, if any. The vessel will arrive in Jacksonville, Fla. on the 13th for repairs and payoff. At that time, it was stressed that members go to the Union hall and vote for the election of our Union officials. The educational director noted that there are a number of younger members in this crew and they should be urged to take advantage of the upgrading opportunities at Piney Point. It was requested that those members watching TV in the lounge try to keep the noise level down as watchstanders rooms are in the area. The steward asked the Union to see the company about providing a daily news sheet and sport scores since the Armed Forces Radio Service has gone satellite and no longer broad­ casts shortwave. The deck crew was thanked by the steward delegate for cleaning up the messroom in the morning. And a vote of thanks was returned to the steward and chief ing a heavy roll. The ship had to return to 'Yokohama after being at sea for two days. Scotty held up really well, thanks to the support he received from a lot of the crew. All crewmembers were cautioned to watch out for their safety aboard ship. The bosun urged all eligible Seafarers to consider the opportuni­ ties available at Piney Point to up­ grade their skills. Information on courses and schedules is available in each month's Seafarers LOG. The educational director reported that there is a rumor going around the ship stating that Union members "have lost the one day and a quarter for every day after 3,()()0 in the pen­ sion." [Vice President "Red" • Campbell responded that these ru­ mors are unfounded. There is no change in the rule since it was pro­ posed by the members attending the Crew's Conference in Piney Point in April 1984. The credit of an addi­ tional quarter day applies to all days worked after June 16, 1984, above 3,000 days.) One minute of silence was stood in memory of our de­ parted brothers and sisters. A vote of thanks was given to the steward department for all their hard work. SENATOR (Coordinated Caribbean Transport), January 22—Chairman I'-' WANT TO BE HEARD? " ' '-y /I Send your Letters-to-the-Editor, articles, photographs, cartoons" and questions to the LOG.' • : • Politics is Porkchops Contribute to SPAD .V i %j �CHARLES L. ALDRIDGE MSG Pensioner Charles L. Aldridge, 74, passed away on No­ vember 12, 1988 at the Gardena Memorial Hospital in Los Ange­ les, Calif. Brother Aldridge be­ longed to the Sailors Union of the Pacific and later the Marine Cooks and Stewards. He began sailing in 1951 and retired in March 1978, Seafarer Aldridge is survived by his sister, Rebecca A. Thomas of Los Angeles. W-m ; / '• .I'--' ^ '• •' " • •, i'"' ' ' •• •' '• GERARD ARREDONDO Gerard Arredondo, 31, died Oc­ tober 18, 1988. He joined the SIU in July 1979 in the port of Piney Point, Md. Seaman Arre­ dondo sailed in the steward de­ partment on many Sea-Land ships. Brother Arredondo at­ tended Cook & Baker Classes at SHLSS in Piney Point in No­ vember 1987, MSG Firefighting in December 1987, Sea Lift Op­ erations and Maintenance course in January 1988 and Chief Cook classes in April 1988. Seafarer Arredondo was bom in East Chicago, Ind. and resided in San Pedro, Calif. Surviving is his mother Evelia Arredondo of San Pedro. KATHRYN McFAUL ELDER MCS Pensioner Kathryn McFaul Elder, 87, died December 31, 1988 at Whidbey General Hospi­ tal in Coupeville, Wash. She be­ longed to the Marine Cooks and Stewards Union and retired in March 1969. Yeoman Elder was bom in Wisconsin. She sailed with Oceanic Steamship Lines and Matson. Services were held at Burley Funeral Chapel, Oak Harbor, Wash. She is survived by her son, Hiel Van Campen of Oak Harbor. M- x'V - V-f V • •iSrV'.#::l, • - •-'»- .• JAMES W. GALLOWAY James W. Gallo­ way, 51, died Jaituary 24, 1989. He was born in Winches­ ter, Va. and re­ sided in Berryville, Va. Brother Galloway joined the SIU in September 19M in the port of New York. He sailed in the deck department and last sailed as Quartermaster. He sailed with Puerto Rico Marine Management and Interocean Management. Seaman Galloway served in the U.S. Navy and the Virginia Na­ tional Guard. He is survived by /Hfis widow, Mary Taylor Gallo­ way, and a nephew. Randy Rog­ ers. Funeral Services were held at Omps Funeral Home in Win­ chester. MARVIN G. JOHNSON Pensioner Marvin G. Johnson, 71, died January 23, 1989 at the Presbyterian Medical Center in San Francisco, Calif. Brother Johnson belonged to the Marine Cooks and Stewards Union and he sailed in the steward depart­ ment. He shipped primarily with Matson and retired in June 1978. He served in the U.S. military from 1942 to 1952. Brother John­ son was born in Texas and re­ sided in Hay ward, Calif, for 20 years. Surviving is his widow, Leila Johnson. Funeral services were held at the Thompson Fu­ neral Home, and burial took place at the Valley Home Ceme­ tery in Escalon, Calif. JOSEPH MOUTON Pensioner Joseph Mouton, 79, died January 31, 1989. He joined the SIU in Octo­ ber 1972 in the port of San Francisco. Prior to that time he was a member of the Marine Cooks and Stewards Union. Brother Mouton sailed in the steward department and re­ tired in March 1985. He resided in San Francisco. Brother Mou­ ton was born in Louisiana and served in the U.S. Army from February 1941 to April 1946. Surviving is his sister, Lilian L. Mouton of Greydan, La. RICHARD F. ROBERTS Pensioner Richard F. Roberts, 61, died February 2, 1989. Brother Roberts joined the SIU in October 1947 in the port of Norfolk, Va. and sailed in the deck department. He last sailed aboard the Sea-Land Producer. Brother Roberts served in the U.S. Navy from 1944 to 1945. He was born in Michigan. Sur­ viving is his brother Donald E. Roberts of Three Rivers, Mich. JOHN P. O'TOOLE Pensioner John P. OToole, 69, passed away February 1, 1989 at his home in Baltimore, Md. Brother OToole joined the SIU in April 1953 in the port of Balti­ more. Born in Maryland, Sea­ man OToole sailed in the engine department and retired in 1975. Surviving is his widow, Dorothy L. OToole. Funeral services were held at the George F. Gonce Funeral Home, and burial took place at Glen Haven Me­ morial Park in Glen Bufnie, Md. BILLY RAY SCOTT Billy Ray Scott, 60, died January 2, 1989. He be­ gan sailing in 1953 and joined the SIU in 1964 in the port of Wilmington, Calif. Brother Scott sailed in the deck department and served as Ship's Chairman on the vessels. Seadarer Scott attended the Edu­ cation Conference at Piney Point in 1972; completed both the Bo­ sun's Recertificjation course at Piney Point and the MSG Firefighting School at Earle, N.J. in 1976. Bosun Scott was born in Texas and was resident of Cali­ fornia. He is survived by his widow. Donna Jean Scott of Compton, Calif. ISIDORE C. WEISBROT Pensioner Isi­ dore C. "Curly" Weisbrot, 68, passed away De­ cember 8, 1988 at Tulane Uni­ versity Medical Center in New Orleans, La. Brother Weisbrot joined the SIU in September 1955 in the port of New York. He sailed in the steward depart­ ment. After retirement in August 1981, he worked as a volunteer bar-tender at dinners in the SIU hall. Seaman Weisbrot was born in New York and was a resident of New Orleans. Surviving is his brother. Jack Weisbrot of Camarillo, Calif. Inland JOHN O. JOHANSEN Pensioner John O. Johansen, 95, died January 3, 1989 at the Palm Garden Nursing Home in Port St. Lucie, Fla. He joined the In­ land Boatman's Union of the SIU in June 1961 in the port of Philadelphia. Prior to this time Brother Johansen had sailed as a derrick captain for Philadelphia Derrick & Salvage Corp. and Merritt Chapman & Scott Corp. Brother Johansen retired in Feb­ ruary 1963. He was born in Fredrikstad, Norway; became a U.S. citizen and resided in Phila­ delphia. Funeral services were held at Aycock Funeral Home in Jensen Beach, Fla. and burial took place at the All Saints Cemetery in Jensen Beach. Sur­ viving is his daughter, Anne Schwartz of Port St. Lucie, Fla. ARVID VALENTINE KUUN Pensioner Arvid V. Kuun, 81, passed away on September 19, 1988 in Bayside Hospital in Vir­ ginia. Brother Kuun was born in Estonia and made his home in Virginia. He retired as a Captain with Curtis Bay, the company he began working for in 1948. Brother Kuun is buried in the Forest Lawn Cemetery in Nor­ folk, Va. Survivors include his wife, Eleonara Klaus Kuun of Virginia Beach, Va. and daugh­ ter, Aimi Kuun Brown of Flagler Beach, Fla. dan. La., Brother Lege joined the Union in Port Arthur, Texas in 1964. Brother Lege worked in the steward department for Higman and Slade towing compa­ nies. He made Louisiana his home. Surviving Lege are his widow, Margie Lege, and his daughter Linda. JAMES MURRAY Brother James Murray, 83, passed away in late 1988. Brother Murray joined the Rail­ road Marine division of the Union in 1963 when he worked in the deck department of Erie Lackawanna. Born in Liverpool, England, Brother Murray later made New York City his home. He is survived by his wife Jane Murray of New York City. ANTHONY ORLANDO Fisherman Anthony Orlando, 76, died December 12, 1988 in Bev­ erly Hospital, Beverly, Mass. Brother Orlando fished out of the port of Gloucester, Mass. and retired before the merger. Brother Orlando is survived by his wife, Jeannie Orlando of Gloucester. ARIEVISSER Pensioner Arie Visser, 75, passed away in late 1988. Brother Visser was bom in Rot­ terdam and made Baltimore his home. He joined the Union in 1960 in the port of Baltimore. Brother Visser shipped in the steward department. He worked primarily for Harbor Towing and later Interstate Oil. Surviving Brother Visser is his wife, Eliza­ beth Visser. TOLIVER P. WARD Brother Toliver P. Ward, 71, passed away in late 1988. Brother Ward joined the Union in 1964 in the port of St. Louis. He worked in the engine depart­ ment of Inland Tugs Co. and later ACBL. Bom in Spartenburg, S C., Brother Ward made his home in Pearlington, Miss. Prior to joining the SIU, Brother Ward had been a member of MEBA. Surviving Brother Ward are his widow Nona and chil­ dren, Jeren D. Williamson and Donna F. Oman. CHARLES YATES Brother Charles Yates, 64, passed away in late 1988. Brother Yates joined the Union in 1957 in the port of Houston. Brother Yates worked in the deck department of G & H Tow­ ing. Born in Cape Girardeau, Mo., Brother Yates made his home in Houston. Brother Yates also shipped briefly in the SIU Deepsea District in 1950. Correction JOSEPH O. LEGE Joseph O. Lege, 67, passed away in late 1988. Bom in Guey- The January LOG incorrectly spelled the last name of Brother Theodore Macris. �iiV y^'Yi - ---.^-/'V' •'ip - 'T >?•, • ,c ••• -V ' • muatcH, I9S9 Khngmt Mtshf . ..oo Apnl—June 1989 , The following is the current course schedule for April—June 1989 at the Seafarers Harry Lundeberg School of Seamanship. ^ The course schedule may change to reflect the membership s and industry s needs. PLEASE NOTE: All members are required to take firefighting when atten^ng SHLSS. QMED—Any Rating Refrigeration Systems, Maint. & Operations Refrigerated Contitoers Advanced Maint Variable Speed DC Drives Welding IMesel Engine Technology Hydraulics Electro-hydraulics Pumproom Maint. & 0|ra All students in the Engine and Steward Sealift Familiarization at the end of their Completion Date Check-In Pate May 15 June 23 Open-ended (Contact Admissions Office for starting date) Able Seaman First Class Pilot (Organiied self study) Radar Refresher/Renewal Radar Recertification Tankerman Lifeboat June 9 May 15 May 12 May 1 June 9 May 29 April 14 April 3 a sepa«.e-course, bu. may b4 «.Ken white Stoworrf Uptn^ Comes All Steward Upgrading Courses are open<nded. Contact the Adnussions Office for Starting dates. All students in the Engine and Steward Departments will have 2 weeks of Sealift FamUiarizatkm at the end of their regular course. ^ Address. Telephone. (Zip Code) (State) I* Completipn Date Com The Adult Education Courses for 1989 will be six weeks in length. High School Equivalency (GED) Adult Basic Education (ABAE) English as a Second Language (ESL) April 3 \ Apn^ i 25 12 The Developmental Studies Class (DVS) will be.offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April 10 April 14 College Piegnm Completion Date Check-In Date Course NoD CPR: • Yes No • No • — — Primary Language Spoken. (Street) (City)' : Departments will have 2 weeks of regular cou^ Date Available for training —_— Date of Birth. Mo-ZDay/Year (Middle) ••id' Check-In Date Firefighting: • Yes Upgruding Appiicution (First) July 7 May 12 June 2 March 31 April 28 June 30 May 12 Do you hold a letter of completion for Lifeboat: • Yes SiAFARiRS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP (Last) June 12 April 3 May 8 March 6 April 4 May 22 April 3 AIBE/ESL Lifeboat Preparatiwi Course April 10 April 28 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the ""egu^ar Lifeboat course is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whosb first Jang^ge is not English, and seafarers who have been out of schooljorajongt^^ & Maint. Course. Name. July 7 May 12 Adult Edutation Courses Detk UpgmilHig Crams Course ApH117 April 3 (Area Code) Lakes Member • Deep Sea Member • Pacific • Inland Waters Member • If the following information is not filled out completely your applica­ tion will not be processed. With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. DATE OF DATE RATING DISCHARGE SHIPPED HELD VESSEL •' 'i.L Book #- Social Security #. Department. Seniority- • Yes Veteran of U.S. Armed Forces: Home Port 1 Am inleresled in the Following Course(s) Checked Below or Indicated Here if Not Listed Endorsement(s) or License(s) Now Held. Are you a graduate of the SHLSS Trainee Program: • No (If yes, fill in below) Trainee Program: From Last grade of school completed. (dates attended) Have you attended any SHLSS Upgrading Courses: • Yes • No (if yes, fill in below) Course(s) Taken. • No — • Yes DATE. SIGNATURE- DECK • AB/Sealift • 1st Class Pilot • Third Mate • Radar Observer Unlimited • Master Inspected Towing Vessel • Towboat Operator Inland • Celestial Navigation • Simulator Course ENGINE • FOWT • QMED—Any Rating • Variable Speed DC Drive Systems (Marine Electronics) • Marine Electrical Maintenance • Pumproom Maintenance & Operation • Refrigeration Systems Maintenance & Operation • Diesel Engine Technology • Assistant Engineer/Chief Engineer Motor Vessel • Original 3rd Engineer Steani or Motor • Refrigerated Containers Advanced Maintenance • Hectro-Hydraulic Systems • Automation • Hydraulics • Marine Electronics Technician STEWARD • Assistant Cook Utility • Cook and Baker • Chief Cook • Chief Steward • Towboat Inland Cook ALL DEPARTMENTS • Welding • Lifeboatman (Must be taken with another course) ADULT EDUCATION DEPARTMENT • Adult Basic Education (ABE) • High School Equivalency Program (GED) • Developmental Studies (DVS) • English as a Second Language (ESL) • ABE/ESL Lifeboat Preparation COLLEGE PROGRAM • Associates in Arts Degree • Certificate Programs No IransporUlioa wW be onlcss yoo prcscnl orisiaal receipts and successfully complete the course. RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center. Piney Point. MD. 20674 > -- �i»eiyr:isB?.av5:fiaj^aK.'fe: jjtei StAFAKRS LOG Vif-' AURT sui mm SAm mm PIAHS BIG BUCKS 4 crack watchdog unit which monitors medical and hospital bills submitted for care of Sea­ farers and their families is saving the SlU Welfare Plan hundreds of thousands of dollars annually. Thanks to the constant vigi­ lance and expertise of the SIU's medical audit staff, the enor­ mous savings on improper and erroneous billings help to assure the Welfare Plan's continued sol­ vency. Money trimmed from bills in this manner is then avail­ able for proper and legitimate expenses. With hospitalization and medi­ cal expenses reaching all time highs, the SIU's Welfare Plan pays out millions of dollars a year to cover treatment of Sea­ farers and their families. In Jan­ uary of this year, the medical audit staff reviewed close to $500,000 in medical bills of members. As a result of inten­ sive investigation, detective work and battling with hospitals and doctors, the SIU medical audit staff pared $45,000 from the bills that otherwise would have gone through undetected. Dr. Maria Dumlao, who heads the medical audit team, and her two assistants, Mary Warren and Pat Ametti, both nurses, flag ev­ ery bill that looks suspicious or is in the high figures. Then with the benefit of their medical back­ grounds and knowledge, they thoroughly examine every item and intensively check out all facts. A stirring example of how Dr. Dumlao and her staff perform was demonstrated recently when bills were submitted for treat­ ment of an SIU member who was hospitalized with heart problems. ;• 'JJ-'r w''' ' '•'; / r- 'v'"- fm.# ' 4i^ charges. In many cases. Dr. Dumlao says they will negotiate for more acceptable charges. She recommends that SIU members, for their own protec­ tion, especially if they face hos­ pitalization, should check the SIU Welfare Plan booklet to see what is covered and the extent of its benefits. The booklets are available at all SIU halls, or may be obtained by writing to the Administrator, SIU Welfare Plan, 5201 Auth Way, Camp Springs, Maryland 20746. rouRmam IMis-siii nxusaf isMff/NQNir When the Plans receive a mescal bill the SIU's medical audit staff automatically investigates the charges to make sure the Union and the member are not being overcharged. Above, (L-R), Pat Ametti, Dr. Maria Dumlao and Mary Warren, who comprise the aueUt staff, look over a bill. During the course of his treat­ ment, a pacemaker was inserted in his chest to keep his heart . beating in regular rhythm. When the Seafarers patient was dis­ charged from the hospital, a bill was submitted for hospitaliza­ tion, surgical procedures and the pacemaker. The charge for the pacemaker was listed on the bill at $21,000. The bill, of course, was sub­ ject to the scrutiny of Dr. Dumlao's medical audit team and, not liking what they saw, the team went to work. "Pacemakers," they agreed, "don't cost $21,000." They took a hard look at the other charges. A direct call to the manufac­ turer revealed that the pace­ maker sold for $4,850. Dr. Dum­ lao got on the phone to the hospital and demanded to know 80 IN HOUSE CO-SPONSOR BAN ON ALASKA OIL EXPORT CONGRSSS MOm ON JdASRR on aPORTBRM S lU-backed legislation to indef­ initely extend the ban on the export of Alaskan oil has won more then 80 co-sponsors in the House of Representatives. The SIU is playing a major role in the campaign to keep this valuable cargo and energy re­ source from foreign exploitation. Now, all the oil from Alaska must be transported on U.S.-flag tankers. The SIU is fighting to keep the U.S.-flag requirement. The representatives, from all around the country, are backing the bill (HR 567) which would protect hundreds of SIU jobs on the tankers working in the Alas­ kan oil trade. The oil from the 49th state has saved West Coast consumers bil­ how a $4,850 pacemaker could be billed at $21,000. Moreover, she wouldn't approve payment. As a result of the audit staffs work, the Seafarer's bill was re­ duced by $16,000, a substantial salute to the efforts of Dr. Dum­ lao and Nurses Warren and Arnetti. In 1988, the medical audit unit Was able to reduce the bills sub­ mitted by hospitals and doctors by $358,000. During the four years the audit system has been operating. Dr. Dumlao says they have developed "a good idea of which hospitals are pretty straightforward and the ones you have to watch carefully." Doctors' fees are watched just as closely. In most cases where fees are questioned, the audit team is successful in winning agreement to reductions in the r HE SIU's medical audit unit saves you and the Union Welfare Plan hundreds of thousands of dollars a year. You can do the same, on a smaller scale, and put some money back in your pocket for your efforts. The program is called Self Auditing and it applies to hospital bills under $10,000. Here's how to participate: * Make sure the hospital gives you a daily bill which includes all your charges. * Take a close look at the bill. If you think you are being charged for medi­ cation, treatments or tests you did not receive, contact the Welfare Plan's medical audit staff. * After the medical audit unit contacts the hospital, and the hospital agrees a mistake was made and takes it off the bill, you will receive 25 percent of the savings, up to $500. Monitoring your hospital bills will pay off. Studies show that more than 90 per­ cent of all hospital bills contain some kind of error. The medical audit staff has drawn up some guidelines to use in checking hospi­ tal bills. If you are interested in receiving a copy, contact the Medical Audit Unit, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Maryland 20746. m RIDGE SHIP'S COmmEE lions of dollars at the gas pumps, decreased the nation's reliance on imported oil and preserved a domestic merchant fleet. New Exploration of Oil In a related development, the SIU is backing a bill introduced by Rep. Don Young (R-Alaska) which would allow careful and tightly regulated oil exploration in the Alaska National Wildlife Reserve (ANWR). Exploration of the ANWR would show if there are large and valuable oil reserves there, which could be used to replace North Slope oil, which is ex­ pected to dwindle in the coming years. The administration supports the careful exploration of the ANWR, but some environmental groups, have said they will fight any exploration in the ANWR. In Long Beach, Calif., the big tanker Bay Ridge (Bay Tankers Inc.) paid off after a voyage from Alaska. The Bay Ridge is one of many SlU-crewed tankers which depends on the Alaskan oil run. Pictured above is the Ship's Committee. They are (I. to r.) Deck Delegate Abdul AH, Engine Delegate Alex Stankewiscz, Bosun Terrel Anderson, Steward Delegates Aedulaziz Omar and Jack Spencer and Engine Delegate Angeleo Psomos. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1989 Description An account of the resource HEADLINES GOOD YEAR SEEN FOR LAKES JOBS MTD URGES PROMPT ACTION TO BOLSTER AMERICAN-FLAG MERCHANT MARINE SUMMARY OF MTD ACTIONS SIU WEST COAST FISHERMAN CATCH RECORD TUNA IRVING BROWN DIES: LED FIGHT AGAINST COMMIES IN POST-WAR EUROPE EASTERN’S BAD MANAGEMENT PROVOKES MACHINISTS STRIKE INFORMATION ON PRE-EMPLOYMENT DRUG TESTING SIU SUIT AGAINST DRUG TESTING NEARS HEARING MEMORIAL TO HONOR SEAMEN LOST IN U.S. WARS FIRST SIU RUN FOR GREEN VALLEY STEWARDS GRADUATE ADVANCED CLASS ALERT SIU UNIT SAVES MEDICAL PLANS BIG BUCKS 80 IN HOUSE CO-SPONSOR BAN ON ALASKA OIL EXPORT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1989 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 51, No. 3 1989 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3869533ca5da383656cdf9ebbe203221.PDF a215bb3045fd43f2ca8fb5461c417ffe PDF Text Text ilKpWfUW ;rs.-.->rvv,^-..t.-'.:: k:-*» ,V - —KT'lIr-Tr OrHClAL ORSAN OF iHi SEAFAiraS INTIRIUTIOItlU. UNION • ATUimC OWf. UUB AND INIAND WAFERS DiSI»a • AH-CIO SEAEARERS 1 ••,:'! '^^1- Socco Uiaes Switch ^MoKe MarAd Out of DOr poge 3 Commission Reports Volume 51f Number 4 April 1989 UNmU SIGHS THRU WG COHmCTS Panel Gtes Need For U.S. Ship Mity •'Vf iSOO t"*-' ooOC; -HJ>o C/?0-) rn-<0 o«>o>zo cua; « o z:3>t-<x mOc/j o CO 2:0 I • OJ 2:0 y> t— SIU Opposes Plan Keep Maritime Service < of GAIT Trade Talks •>T^' ' ' I'- r: Pictured above are Sabiue Towu^'s union and management negotiating teams. Representing the Union are SiU Area Vice President Thomas GUdeweU (left), Houston Port Agent Dean Corgey, Houston Patrolman Joe Perez, Harbor Engi' neer Dave Griggs, Harbor Deckhand Ken Moore, Camd CtqU^^tiZomand Harbor Captain Frank Jewell. Present for Sabine Tovring arePetsoMsrWanager Paul Moore (left), En^doymepf Agent Dot^ Thomas, Company President Gerald Friesz and Dennis Paese, director of Labor Relations. Symbolically, in the center of the table, side-by-side, are two caps—one has an SW logo and the other an "S" for StMne. For a round-up of tiu three settled ti^ contracts, see page 5. 0-; o o sr. t- I 0 ui CX> n r/ -i': •< >», \7 ui OJ I•r Was SlU's WffsAfffffloif Rep page 3 :: J'- Strike Halts Eastern S Lakes Seafarers Start Season eafarers, in traditional white caps, joined with striking Eastern machinists. Also on the picket line were Eastern pilots and flight attendants, who hon­ ored the strike. Pictured right is Sea&ier Steve Biles and below are Law­ rence Scott behind striking ma­ chinist, (left); Nick Celona, Port Agent of Piney Point, and SIU members Paul Gottor and Larry Arnold. Trainees and upgraders from the Harry Lundebeig school have provided daily pick­ ets at Washington, D.C.'s Na­ tional Airport. See pages 6-7. • >' V 5' Ike SW-contmcted H. Lee White sits ready for her first trip of the 1980-90 season ^ier winteru^ in Toledo. She left bkvdh 21 for Marquette, Mich, to load taconite for the blast furnaces of Aditabula, Ohio. With a record number of Great Lakes bulk carriers fitting out, it looks tike a record shaping season is in the making with fuU Job appmtnnities for SIU sdSors. See Great Lakes photo story on pages 11-14. 3 ' *. �E!i!WSW5j(l«SV<^^ ^ •: • • • , • \ 'S-- A'- SSAfARERS 106 "• •:;||g:V ; President's Report •• ' --^AAI A: • r here was a time when the forces affecting a seaman's livelihood, although most difficult, were less complicated and wide-ranging than they are these days. For the most part it was simply the basic matters of employment, wages, shipboard working conditions and treatment by the ship's officers that concerned the seafaring man. Today, the seafarer faces a much more complicated world. The issues affecting his livelihood spring from a great variety of social, economic and political factors, most of which occur at levels and at times that are fully removed from the workaday world of shipping. New Round of GATT Talks Take, for exaniple, GATT, an abbrevia­ tion that is unfamiliar to most Americans but which has an important bearing on their lives. GATT stands for General Agreement on Tariffs and Trade, a group which consists of 96 nations that meet periodically to try to reduce barriers to free trade. An important round of GATT talks is about to begin. Traditionally, GATT talks have focused on manufac­ tured goods. But in the current round of talks, services have been placed on the agenda. These services include banking, insurance, telecommunications and, most important to us, marine transportation. Why is the SIU concerned about this development? We are con­ cerned because the U.S. trade representatives who will be negotiat­ ing for this country want marine transportation on the agenda but not because they are interested in helping U.S. shipping improve its position in world trade. What is more likely, is that they wish to use this country's maritime industry as a bargaining chip to gain conces­ sions for services industries like banking and communications that appear to rate higher in the administration's priorities. Unless we succeed in getting maritime services removed from the GATT agenda, all of the programs that are the underpinnings of the U.S. private shipping fleet and are practically the basis of all of American seamen's jobs, ard in absolute danger of being smashed by an invasion of cheap and slave labor foreign ships. And with it would go another vital area of our national security. ;•• f'.: -• '>/ ,• .- '• :-:t•* •• :. .]-;••&•• t>:-- tions shall be provided with a pre-determined policy statement re­ garding the U.S. maritime industry." Until that pledge is put into practice, we must continue to support the efforts of those senators and representatives who are leading the fight to preserve America's shipping industry and the vital role it plays in the national security. GATT certainly is on our agenda. * * * The Presidential Commission on Merchant Marine and Defense ^ has issued its fourth and final report, entitled "A Plan for Action. This completes the work of the commission, and the results of its findings and recommendations have been submitted to the White House. The report confirms the fears that are continually being expressed by those who are knowledgeable about the defense posture of the United States: our merchant marine capability is dangerously insuffi­ cient to fulfill its role as an instrument of national security. In submitting the final report to President Bush, the committee chairman. Admiral Jeremiah Denton, a distinguished Navy veteran and former U.S. senator, said "the commission reached the indis­ putable conclusion that there are today insufficient strategic sealift resources—in terms of numbers and types of ships, trained person­ nel to operate them, and shipyards to maintain and replace them—to carry out the national military strategy. Without decisive action the situation will worsen substantially by the year 2000. "Certainly there is no acceptable alternative," the commission chairman continued, "to taking immediate action to remedy the shortfalls in strategic sealift, in the shipbuilding and shipyard sup­ pliers, and in the available pool of qualified seamen and skilled shipyard workers." Then the commission chairman put his finger on what has to be the most essential element if there is to be a reversal of the present condition: "Only the president," Admiral Denton said, "can break the log jam that has prevented action to address the strategic sealift needed for our security." Only two presidents—Roosevelt and Nixon—^in modern history have possessed both an understanding of the role of merchant ship­ ping and the leadership qualities to do something about strengthen­ ing it. Let us hope that President Bush will now address this prob­ lem. • Threat to the Jones Act 1^ ; •• •• - •. • -'.;'/-^r. i.-' -' - '• , ,:s^ A. ;^; ;.;- -; •-if t * • • Immediately threatened would be the Jones Act, which protects our domestic shipping, the nation's cargo preference statutes, and what is left of the operating subsidy program—^to cite just a few of the most obvious danger points. Efforts to have the the trade representative remove maritime serv­ ices from the talks have not been successful, and it looks as though we are facing a repeat of the battle last year over the attempts to open our domestic shipping to Canadian vessels. Fortunately, the Congress has demonstrated its feeling that the U.S. maritime industry is essential to the economy and national security and should not be the subject of any trade negotiations. That is why the Canadian venture failed. What remains to be seen is how the Bush administration actions will square with the pledge that was made during the presidential campaign last fall. That pledge said: "Preservation of the integrity of the U.S. maritime industry shall be a priority in all international trade negotiations, including the General Agreement on Tariffs and Trade. All United States representatives involved in trade negotia- Inland Industry Reviews Impaif of Drug Testing Regulations We were saddened to learn that one of the great fighters in the cause of Seafarers has passed on. Phil Carlip, who was the SIU's very effective Washington representative for almost 30 years, until his retirement in 1978, died on March 25 at the age of 94. "Uncle" Phil, whose trademark was a chewed cigar, was the SIU's "man on the Hill," who never tired of walking the halls of Congress as he sought support on issues important to the well-being of Seafarers. Uncle Phil was known to hundreds of people in the Congress— both members and staffers—^as a man of principle and an astute observer of the political scene. To many,'many SIU members he was an .unselfish friend, always ready to lend a helping hand. Phil Carlip made a great contribution to our way of life and he will always have a place in our hearts. yolume 5], Number 4 April 1989 LOG (ISSN 0160-2047) is published monthly by the Seafarers International Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 fAuth'heUnion; Way; Camp Springs, Maryland 20746. Telephone (301) 899-0675. • 'A !• . •. .•" " •'. I • •'. 9^. vl. •• fw J attd inland con^any representatives listen to us Coast Guard and fy Customs Service spokesmen present information on each agency's anti­ drug programs. The meetings called by the union, is the first of a series. •'l :. ::• ;; P^V:. -;.i '•' ' , Second-class postage paid at MSG Prince Georges; Maryland 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way; Camp Springs, Maryland 20746. President, Michael Sacco; Secretary-Treasurer, Joe DiGiorgio; Executive Vice President, Joe Sacco; Vice President Collective Bargaining, Angus "Red" CampbeU; Vice President Atlantic Coast, Jack Caffey; Vice President Gulf Coast, Thomas Giideweli; Vice President West Coast, George McCartney; Vice President Lakes and Inland Waters, John Fay; Vice President Government Services, Roy Mercer. Communications Department Director, yciwca Smith-, Editor, Charles Svenson; Managing Editor, Mike Hall-, Associate Editors, Max Hall and Deborah Greene-, Design Consultant, Dennis Goris. • Y' �mmm »iieswsw Sacco Deplores Ship Decline Under DOT, Seeks Improved Status for Maritime Administration PHIL CARLIP DLAD AT 94 Phil Carlip, who served as the SIU's chief Washington repre­ sentative from 1950 until 1978, died on March 25 at the age of 94. A familiar and respected fig­ ure on Capitol Hill for close to 30 years, he played a pivotal role in helping the Seafarers Union secure passage of scores of mari­ time-related bills, including the Merchant Marine Act of 1970, Active in New York City and state politics for more than a generation before coming to work for the SIU, he was named by SIU President Paul Hall to present maritime's case to Con­ gress. Known affectionately to everyone who worked with him as "Uncle Phil," Carlip achieved a near-legendary status in Wash­ ington, right down to his trade­ mark, an ever-present cigar. '.-•Ivy-' Played A Major Role As the SIU's chief Washington representative, Carlip played a key role in every major legisla­ tive battle, including the Cargo Preference Act of 1954, the Mer­ chant Marine Act of 1970 and the Energy Transportation Act of 1974, which failed to become law only after a presidential pocket veto. At the 1986 convention of the AFL-CIO Maritime Trades De­ partment, former Speaker of the House Thomas P. (Tip) O'Neill Jr. spoke of his deep friendship with Carlip. He said Carlip was the most respected lobbyist of his generation, and recounted a famous story involving former President Lyndon Baines John­ son. Johnson had called Represen­ tative Frank Thompson (D-N.J.) to gain his vote in the presi­ dent's effort to move the Mari­ time Administration from the Department of Commerce to the Department of Transportation. Thompson apologized but said he could not support the presi­ dent, he had already promised his vote to Phil Carlip. The president, who was not accustomed to hearing the word "no," looked straight at Thomp­ son and roared, "Who the hell is Phil Carlip?" Despite the roar, Thompson resisted the presi­ dent's pressure. Johnson lost the issue in both the House and the Senate. Carlip is survived by a son, Alfred, a professor at the State University of New York in Binghamton, a daughter, Sylvia Secunda of Bethpage, N.Y., and six grandchildren. MM ichael Sacco, president of iwE the Seafarers International Union, criticized the Department of Transportation (DOT) for "al­ lowing the gradual liquidation" of the U.S. merchant marine. Speaking before a Propeller Club audience of diverse ship­ ping groups, Sacco pointed to the decline of active U.S.-flag vessels from 612 in 1981 to fewer than 360 today. He suggested that the maritime industry "ought to be considering plans and strategies for getting out of our solitary confinement" by moving the Maritime Adminis­ tration (MarAd) out of DOT. As alternatives, Sacco pro­ posed switching MarAd back to the Department of Commerce or giving it independent agency sta­ tus. He said, "My experience is that the industry has trimmed its sails, has substantially increased its efficiency and has done vir­ tually everything within its power to become more and more competitive." Despite the ef­ forts, Sacco continued, "we have faced a continuing lack of critical and essential support from our government that the fleets of virtually every other na­ tion receive from their govern­ ments." Sacco listed the results of eight years of neglect from "the agency that once served as a watchdog and advocate of the private shipping fleet." In addi­ tion to a loss of more than 250 vessels in 1981 there were 25,000 seafaring jobs; in 1989, 13,000. In 1981 Construction Differential Subsidy (CDS) amounted to $871.6 million. Today there is zero CDS funding. Finally, the Reagan/Bush budget proposes complete elimination of the Title XI loan guarantee program. m ''i SW President Michael Sacco speaking to the Golden Gate Propeller Club. "Further," Sacco pointed out, "the Department of Transporta­ tion sits by idly as other admin­ istrative departments and agen­ cies continually seek to disregard cargo preference statutes." Even the courtesy of consulta­ tion is missing, noted Sacco, re­ minding the audience that DOT's draconian drug testing regula­ tions were dropped unexpectedly on the U.S.-flag fleet while ex­ empting foreign ships and alien seamen. A striking example of MarAd's failure to promote the industry was the "shameful decision to allow 11 Kuwaiti tankers to fly the U.S.-flag while the vessels were manned by foreign sea­ men," Sacco recalled. But "One of the most con­ vincing proofs of DOT'S deter­ mination to downgrade the role of U.S. shipping," Sacco noted. Gen. Duane H. Cassidy • • •• •y,:' -fM. "was its decision to eliminate the four maritime attache posts in the American embassies in Great Britain, Brazil, Greece and Japan" which served as "physi­ cal reminders to the world of America's position as a maritime nation and a world power." "Their closing," warned Sacco, "signaled to the world that the U.S. was continuing on the slide down to a second-rate power." After reviewing MarAd's "in­ ability to carry out the policies and objectives of the Merchant Marine Act," Sacco remembered the late Paul Hall's classic battle to defeat the Johnson adminis­ tration's plan to transfer MarAd out of Commerce and into Transportation. After the SIU Won that round. Hall came back to Congress with a bill to make MarAD an independent agency. Continued on page 10 Gen, Cassidy: 'Coaiition Can Revive Maritime' S peaking to the Greater St. Louis Area and Vicinity Port Council, General Duane H. Cas­ sidy told the audience of labor, industry and military leaders, "We just simply believe, with the right kind of leadership and the right kind of coalition, we can do something that is so badly needed—and that is turn the maritime industry of our countiy around. We absolutely need it for national defense." General Cassidy, who began his military career in the Air Force and who currently serves as commander-in-chief of the U.S. Transportation Command n^RANSCOM), talked about the importance of a coalition effort to bring about the revitalization of the U.S.-flag merchant ma­ rine. TRANSCOM is the Depart­ ment of Defense entity responsi­ ble for coordination of land, air and sea transportation of Ameri­ can fighting forces and military supplies. .... i Calling it a "disgrace" when the largest trading country in the world carries only 4 percent of its cargo. General Cassidy added, "And for an airman to stand up here and say that—I think it's fairly significant." The importance of the labor movement in supplying maritime manpower in the event of a cri­ sis, was cited by General Cas­ sidy as one factor which is bringing together a coalition of military officials, operators and unions to fight for a strong na­ tional defense. "We have a moment in time," said Cassidy, "when we have the right people in the right places" to help build the na­ tion's sealift capacity. The Greater St. Louis Area and Vicinity Port Council hon­ ored General Cassidy for his ef­ forts to build a strong and secure America. In addition, the St. Louis affil­ iate of the Maritime Trades De­ partment, AFL-CIO, honored three community leaders: Mi­ chael F. Shanahan Sr., CEO and chairman of Engineered Air Sys­ tems; George R. (Buzz) Westfall, St. Louis prosecuting attorney, and Gerald Thomas Feldhaus, business manager for the Asbesr tos Workers, Local 1. •M-.;' •S?!' �., , - : : .i '• : * ••'s .'t'*- ' • 7 ••.'-••V-;!•':' \7-'•^KV./ ^ 'l"".••-;(,•" '^,'- safumioe 4 '>' '.- :.'r •:. •'''i':,"'.t''.C-'--"•'••'. ^ •••-' '•••,.. 'iV '' 7' ". '.-• 7 \ • ' "• - •;. ••'y DEFENSE COMMISSION URGES 'DECISIVE AOION' TO UPGRADE NATION'S FLEET, CITES LACK OF SEALIFT RESOURCES n epeating its earlier warnings n that the United States faces a critical shortfall in its sealift ca­ pacity, the blue-ribbon Commis­ sion on Merchant Marine and Defense completed its two-year mission by recommending a joint venture by the government and industry in rebuilding the na­ tion's maritime strength. The Commission emphasized, as it has previously, that there presently are "insufficient stra­ tegic sealift resources—in terms of numbers and types of ships, trained personnel to operate them, and Shipyards to maintain and replace them—to carry out the national military strategy." And, the panel added point­ edly, "without decisive action the situation will worsen sub­ stantially by the year 2000." Underlying all four of the re­ ports} issued by the Commission has been the same basic mes­ sage: that America must have a merchant marine actively in­ volved in its peacetime com­ merce if the nation expects to have a military sealift capacity in time of crisis. "The deteriorated condition of America's maritime industries presents a clear and growing danger to the national security," said the Commission headed by former U.S. Senator Jeremiah Denton (R-AJa.), a retired Navy admiral. It painted this picture of the situation: "It is well established that fully 95 percent or more of the supplies needed to support our fighting forces overseas would have to travel by sea. Sealift would play a central role in the execution of our national mili­ tary strategy in time of war or national emergency, but a large proportion of the resources needed for strategic sealift would of necessity be drawn from among the militarily useful com­ mercial ships of the United States-flag merchant marine ... "Despite a historical national policy of drawing on the 'Fourth Arm of Defense' in time of war or national emergency, and de­ spite a series of legislative mea­ sures, dating virtually from the beginnings of the nation, that have been intended to support the merchant marine and ship­ yard industries in peacetime, the maritime resources of the United States have been and still are eroding." Earlier, the Commission had flatly rejected the claims of runa­ way-flag operators that America could rely on them both for peacetime commerce and mili­ tary sealift capability, warning that the nation "cannot be held hostage to foreign economic strangulation." It addressed this issue again in its final report, declaring: "The merchant fleets and shipyard industries of our allies are also in dramatic decline; they are not now and will not be suf­ ficient to offset the inadequacies of the United States maritime in­ dustries. In any case, the United States cannot in policy or prac­ tice depend on foreign assets, alone or in part, for assistance in situations where there are no commitments from our allies." The Commission concluded that it has fulfilled its mandate to recommend a program "to foster and maintain a United States merchant marine capable of meeting national security re­ quirements." Officially ending its work on March 31, the Comission laid out its "Plan for Ac­ tion" and declared: "It is now the responsibility of the nation's leaders in the Exec­ utive Branch, the Congress, and the private sector to take the necessary action to respond to the challenge presented by the deterioration of our maritime in­ dustries and capabilities." Established by Congress in 1984, the Commission formally came into being with the swear­ ing of its members in late 1986 and early 1987. It spent two years conducting public hearings throughout the country, taking testimony from government offi­ cials, union representatives, in­ dustry leaders and other inter­ ested in the nation's maritime capability. Prior to its final report, the Commission submitted three in­ terim reports to the president and Congress, all emphasizing the same basic theme—that the maritime industry was in serious decline and that a major national commitment was necessary to its revitalization. PAHEl SAn COSTS WOUIO BE TRIVIAl' COMPARED JO TOTAL DEFENSE $'s At a time when the government's defense expenditures are more than $300 billion, the total federal outlay of $13 billion between now and the year 2000 to correct the nation's sealift shortfall would be "trivial," the Commission on Merchant Ma­ rine and Defense emphasized. To fully implement the Commission's "Plan of Action" a cost analysis es­ timated total government expendi­ tures would be about $13 billion. In a letter to President Bush, Chairman Jeremiah Denton, con­ :>}- '•'A- \M'-: :•% •;4_- T ^1" ceded that the money involved is "significant in an era of federal defi­ cits and budget constraint." But, he emphasized, "the possible costs of failing to provide adequate sealift would be much greater." Beyond the contribution that a re­ vitalized inerchant marine would make to national defense, Denton told the president that there are added domestic economic benefits to be derived from the proposed pro­ gram. He said: "We estimate that the implemen­ tation of our recommendations would add 244 merchant ships to our sealift capability; provide reasonably well for a shipbuilding and supplier mobilization base by causing con­ struction of 194 of those ships in United States shipyards; create nearly 100,000 new jobs in the United States; generate more than $43 billion in Gross National Prod­ uct and $6 billion in federal tax rev­ enues; and help to continue the na­ tion's economic expansion through the 1990's. "When the economic benefits are considered, we estimate that the net investment cost to the federal gov­ ernment of the Commission's rec­ ommended program would be less than $6 billion over eleven years, and of course most of the economic and defense benefits produced by the expansion and growing health of our merchant fleet and our ship­ building industrial base would con­ tinue for many years beyond that period." coMMiss/ON RicoMmummm f'tp. •I' ,«?.-•• •••A' 1. 'i:' '•%•. ^,V - 7 " •^.' ,'• • •' ' . ' What the Executive Branch Should Do The Commission urged the president to reaffirm and restate a maritime policy clearly ac­ knowledging that a strong mer­ chant marine fleet and shipbuild­ ing and repair industry are vital to national security. In addition, the Commission called for a full-scale review of the way existing federal depart­ ments and agencies handle mari­ time-related matters; urged that the National Security Council take a hard look at the extent to which America relies on the socalled "eflfective-controlled" ships and foreign-flag vessels in meeting strategic and economic sealift requirements; and recom­ mended meaningful reform of the Operating Differential Subsidy (CDS) to ensure that the U.S.fl^ fleet is able to compete on the commercial sealanes of the world. The Commission also urged the administration to implement a national program for ship con­ struction in U.S. yards; enforce existing cargo preference laws; develop new programs to stimu­ late use of the U.S.-flag fleet in international commerce, includ­ ing encouragement of greater use of U.S.-flag ships by American firms and their overseas subsidi­ aries; and preserve, enforce and strengthen current cabotage laws. The Commission emphasized that presidential leadership is "absolutely essential" if revitali­ zation of the merchant marine is to continue. • Developing a design and build a prototype of ships opti­ mized for military utility and speed of construction. What the Legislative Branch Should Do • The report urged Congress to accept its responsibility for legis­ lative initiatives in a number of areas, including: • "Reforming the OperatingDifferential Subsidy program. • Reestablishing a "procureand-charter" fund to design and construct commercially viable and military useful vessels in U.S. yards. • Allowing the Defense De­ partment to obtain new cargo: ships through a "build-andcharter mechanism. • Limiting the loan guarantee program to oceangoing ships with potential military use. • Extending the scope of Cap­ ital Construction Fund. • Restoring the investment tax credit for shipowners and ship­ yards to levels in effect before the 1986 Tax Reform Act. • Strengthening ship repair provisions of the 1930 Tariff Act to limit foreign conversions or rebuilding, while at the same time providing a waiver of the duty if, within a five-year period, a ship owner spends in American yards an amount at least equal to the amount of duty. ContitiEted on page 24 • �jiFm,im JOINT KUNAGlMiNT/UNION COJUmtt pum AIDS maam CAMPAIGM M n industn'-wide policy for #1 distributing information on AIDS was announced by the Seafarers AIDS Forum for Edu­ cation (SAFE) steering commit­ tee, a cooperative group made up of both employer and union representatives. The SAFE steering committee, which held its second meeting at the union's headquarters in Camp Springs, also developed guidelines for handling AIDS re­ lated work-place issues. The four areas addressed by SAFE are education, safety and health, employment practices and health care cost containment. Committee members reviewed the programs SAFE has imple­ mented since its inception last year: articles about AIDS and HIV infection in the LOG, AIDS education classes for upgraders and trainees enrolled in the Liindeberg school, AIDS educational materials for members who make an information request and refer­ ral lists of AIDS community re­ sources for interested seafarers. Division Signs Pocti With ThFee Tug Boat '' ' ./''y/M' •> ,• • • The Seafarers AIDS Forum for Education (SAFE) steering committee, comprised of union and employer representatives, holds its second meeting to review current programs and develop guidelines on work-related issues. Over the next few months SAFE will tackle the sensitive issues of confidentiality, testing and the right to employment and job benefits for AIDS/HIV in­ fected individuals, reported Liz Reisman, the program's coordi­ nator. • W:-:- "'^1W- SIU DRUG sum UaRING DAK IS APRIL 24 IN FEDERAL COURT Federal District Judge Thomas Hogan set April 24 for a status hearing on the SIU's lawsuit against the Department of Trans­ portation's drug testing regula­ tions for the maritime industry. Filed in federal court by the SIU and the Transportation In­ stitute, the lawsuit states that the government's regulations are un­ constitutional and illegal. While violating individual privacy rights, the regulations also force U.S.-flag companies to police their workforces and bear the cost. The regulations do not af­ fect foreign-flag operators. On April 3, the government filed its response in court, argu­ ing that the Supreme Court has symbolically approved broad government mandated drug test­ ing programs. The Department of Transportation and United States Coast Guard, the govern­ ment says, are required to main­ tain safety on navigable waters. Drug testing prevents accidents and is therefore in the realm of public safety, claims the govern­ ment. The April 3 response was orig­ inally scheduled for March 10. However, the government re­ quested, and received two exten­ sions. The extra time was needed, said the lawyers, to re­ view the new administration's position on all drug testing pro­ grams and secondly, to evaluate the Supreme Court's decirions. SUPRtm COURT UPHOLDS DRUG-HSTING FOR RAILROAD AND CUSTOIRS WORKERS While the Federal District Court is considering the SIU's case against the Department of Transportation's drug testing regulations affecting maritime workers, two Supreme Court de­ cisions were made concerning screening and post-accident test­ ing. The Supreme Court ruled that the government regulations which allow railroad companies to test employees after an acci­ dent for drug and alcohol usage were allowable under the Consti­ tution and the Secretary of Transportation's statutory au­ thority. The high court also up­ held regulations which allow U.S. Customs to make a drug test mandatory for individuals being considered for promotions. The two decisions, announced in March, are the first rulings by the Supreme Court to determine the Constitutionality of manda­ tory drug testing programs for workers in jobs involving public safety and law enforcement. Neither case addressed the is­ sue of random drug testing. In the railroad case, the Su­ preme Court noted that evidence existed demonstrating that se­ vere alcohol and drug abuse by the industry's employees had caused or contributed to a num­ ber of significant train accidents. Because of this record, the court declared that no require­ ment of warrant or a reasonable suspicion that a particular em­ ployee is impaired is necessap', concluding that "the compelling governmental interests served by the regulations outweigh employ­ ees' privacy rights." Delivered by Justice Kennedy, the court's opinion on manda­ tory post-accident drug and alco­ hol testing of railroad employees was supported by seven justices with two dissenting. The Customs workers case was not as clear, as demon­ strated by the 5 to 4 vote of the supreme court justices. In order to obtain a transfer or promotion, customs service em­ ployees are required to pass a drug test. The court upheld the drug-screening program which requires a urinalysis test. In the courts opinion, pre­ sented by Justice Kennedy, drug screening did not violaite the fourth Amendment because "ex­ traordinary safety and national security hazards" could exist, if customs workers used drugs. Four on Court Disagree . Justice Scalia, in a scathing dissent, said there was no evi­ dence showing a drug problem among customs workers. "I do not believe for a minute that the driving force behind these drug testing rules was any of the fee­ ble justifications put forward by counsel here and accepted by the Court," Scalia wrote. "The only plausible explanation" is, as Customs itself has said, "im­ plementation . . . would set an important example ..." contin­ ued Scalia. The four dissenting justices in the customs employees case did not believe that the Fourth Amendment should be tossed out the window in the name of "setting an example." - •ii.v'.l-. A-'"U-, • "V-,'-L: • --ri-' • Mate CharlQi O'Bnan on the Tug Devon.' r i,-; i h^ SIU's inland Division ' : • wrapp€^ up negotiations with: three towing companies—Turecamo Coastal & Harbor Towing of Philadelphia, C.G. Willis, Inc. and Sabine Towing & Transpor­ tation Co., Inc. Turecamo, a new SIU com­ pany, signed an agreement cov­ ering wages, hours and working conditions for crewmembers em­ ployed on company vessels in the port of Philadelphia. Originally a family business j Turecamo Coastal & Harbor Towing is now a leading towing company on the eastern sea­ board. Turecamo recently bought Taylor Marine, Inc., a 75-year-old Philadelphia harbor towing company. The Union's negotiating team from Norfolk signed an agree­ ment with C.G. Willis, Inc. The company operates a barge line serving the Atlantic Intracoastal waterway. Willis's covered hop­ per barges and towboats shuttle from Philadelphia to Jackson­ ville, Fla. A collective bargaining agree- A ment between the SIU and Sa- 1^; bine Towing & Transportation Co., Inc. was ratified by crew- A members. Sabine, now a subsidi-A ary of SEQUA Corporation, op­ erates harbor docking and coast­ wise towing vessels in navigable waters in the Gulf of Mexico. Each contract covers the up­ coming three-year period. Each negotiating team overcame hur­ dles and produced labor agree­ ments which will benefit crewmembers and their families. I • h "M- ' �-.•3^ SIAFARIRS100 EflSIERN mm HONG TOUGH , .•'.- "".'yj'-'v!'- •„. . • jis uowao im aupm n * n an effort to break a strike by mechanics and ramp crews represented by the International Association of Machinists (JAM) at Eastern Air Lines, manage­ ment resorted to the bankruptcy route—^a favorite union-busting tactic of corporate raider Frank Lorenzo, who took over the car­ rier's helm three years ago. In a move that shocked the nation, Lorenzo used bankruptcy to bust Continental Air Line's unions in 1983. But with Eastern, it's dif­ ferent. This time, the unions are , ready. In a message to all Eastern pi­ lots who are honoring the ma­ chinists picket line. Captain John Bavie, chairman of the Eastern Air Lines pilots' council, said: "Chapter II bankruptcy envi­ sions continued existence of a corporation, under revised oper­ ating conditions, and in many cases, under new leadership. So instead of the continued slow dismantling of Eastern under Texas Air's plan, which would have resulted in the ultimate de­ mise of Eastern anyway, we have an opportunity to perform reconstructive surgery on the pa­ tient now, while it still has a chance to survive." Ironically, Eastern's unions "have never been more in con­ trol of their own destiny than they are right now," said Farrell P. Kupersmith, a financial con­ sultant to ALFA. "As long as the planes are parked, Lorenzo will have a very hard time dismantling Eastem . . . His choices are either to settle the strike and secure the airline on terms acceptable to Eastern's employees and credi­ tors—and the courts—or sell the airline to someone who will. In the end, it is because of the soli­ darity of Eastern employees that Lorenzo is, at long last, faced with some rough choices," Ku­ persmith said. , -."•i-l'';'I.:;',.; / -P:. Lormzo's Bag of Tricks After engineering the misuse of the nation's bankmptcy laws to bust unions at Continental Airlines, Lorenzo looked to ex­ pand his airline empire. After purchasing Eastern in 1986, Lor­ enzo presided over the system­ atic dismantling of Eastern Air Lines. He sold Eastern's most profitable assets and siphoned off hundreds of millions of dol­ lars from Eastern to Continental and the parent company, Texas Air. Now Lorenzo claims pov­ erty at Eastern. Since the notorious unionbuster acquired Eastern Air Lines, firings and other forms of harsh discipline have reached as­ tronomical levels. In 1985, be­ fore Lorenzo took over, 36 ma­ chinists were fired. With Lorenzo at Eastern's controls, there were 900 firings from 1986 1 ••I ated in 1938, the NMB has re­ quested an Emergency Board on 32 occasions. In each case, the president of the time, whether Democrat or Republican, has followed the NMB recommenda­ tion. This time, when the NMB proposed such action, the union urged the White House to act. But Lorenzo, a Bush campaigncontributor, objected and the president became the first to re­ ject an NMB recommendation. As AFL-CIO President Lane Kirkland said: "All of the travelling public should understand that they have only Frank Lorenzo to blame for the inconvenience they suffer. The unions accepted arbitration, Frank Lorenzo said no. The unions asked for a Presidential Emergency board and Frank Lorenzo said no." How Lorenzo Basted ContinentaPs Unions to 1988. This included a number of stewards, chief stewards and local union officers. To justify management de­ mands for extreme pay cuts, elimination of pension fund con­ tributions and dirt low wages for new employees, Lorenzo cited Eastern's $517.2-million loss over the past two years. But his other carrier—Continental—lost even more in the same period. It went into the red to the tune of $573.6 million despite having a non-union workforce. The Real issue Is Not Un^ Wages Over the past decade. Eastern employees continually demon­ strated a willingness to save the airline, voluntarily giving up $1.5 billion in wages. In negotiations preceding the strike, the I AM agreed to a pay freeze, major work rule changes and reduc­ tions in new entry pay scales. Eastern management has tried to portray the salaries of the company's baggage handlers and mechanics as way out of line. Yet other airlines pay better wages and make a profit. Lorenzo also refers to ramp and ground personnel as being merely "baggage handlers." But that ignores their vital role in fueling planes, positioning air­ craft and making crucial deci­ sions on weight and balance so that planes can fly safely. Eastern's ramp service work­ ers start at an hourly wage of $9.32 (about $19,000 a year). Their top salary after more than seven years on the job is $15.60 (about $31,000 annually). In a public relations barrage, Lorenzo talked about wages of $45,000 a year. To earn that much, a ramp worker would have to put in an additional 536 hours of overtime in a year. It's management that schedules overtime—not workers. Lorenzo wanted veteran ramp workers to accept a wage of $11.60—an $8,000-a-year pay cut—and a five-year wage freeze. This contrasts sharply with what's happening at other airlines. Ramp personnel eam up to $15.51 an hour at American, $15.93 at USAir, $16.53 at Northwest, $16.57 at United and $17.14 at Delta. And all of these carriers showed profits in 1988. Eastern Dismantled, Continental Expanded What is at stake, say Eastern's unions, is the survival of the air­ line as a separate company. They contend that Lorenzo's real purpose is to transfer Eastem's assets, routes and wealth to non-union Continental. As soon as it acquired Eastern in 1986, Texas Air extracted more than $700 million in financ­ ing, fees, loans and deposits from the carrier. Eastern directly provided Continental with more than $180 million in loans and payments. Texas Air, in turn, fimneled $800 million into Conti­ nental. One of the techniques used by Lorenzo was to force Eastern to sell its valuable computer reser­ vation system to Texas Air at a bargain-basement price. Al­ though outside financial analysts valued the reservation system at as much as $500 million, Texas Air bou^t it for only $100 mil­ lion—with a six-percent note that doesn't come due until the year 2012. While Lorenzo slashed Eastem's size by laying off more than 13,000 employees, he dou­ bled the size of non-union Conti­ nental. Lormzo Ti%g»s Strike Labor-management relations in the airline industry are govemed by the Railway Labor Act (RLA). This law makes it possi­ ble for a National Mediation Board (NMB) to assist in resolv­ ing contract negotiation differ­ ences. When labor and manage­ ment exhaust all avenues and still are unable to reach an agreement, the MNB can pro­ pose arbitration. The lAM agreed to have the Eastern issue arbitrated, but Lorenzo balked. The NMB also has the power to ask that the president estab­ lish an Emergency Board. Since the Railway Labor Act was ere- Lorenzo created Texas Air Corp. in 1980 as a shell: a hold­ ing company. Almost immedi­ ately, he began secretly buying Continental stock and, aided by a Civil Aviation Board (CAB) ruling, acquired 48.5 percent of the carrier. Continental's unions proposed an Employee Stock Ownership Plan (ESOP), which, in effect, would have allowed the workers to purchase control of the com­ pany. Continental's president agreed to the ESOP and pre­ sented the plan to the sharehold­ ers. But Lorenzo, with the lion's share of Continental stock, was able to block the ESOP. Conti­ nental's president shot himself to death. Texas Air and Loreiizo had won. By late 1982, Continental claimed it was losing money. Lorenzo personally persuaded pilots to forgo pay raises. The flight attendants' union offered to absorb $35 million but Lor­ enzo turned it down. Meanwhile, Lorenzo was ac­ cumulating cash through aircraft sales, loans and a Continental stock offering. As a result, de­ spite Continental's $84 million loss in the first half of 1983, Texas Air had close to $80 mil­ lion in the bank. In September 1983, Lorenzo put Continental into Chapter 11 bankruptcy. The airline shut down, laid off 8,000 employees and reneged on its union con­ tracts. Continental management announced that the carrier would resume operations in three days, but that employees returning to work would face pay cuts of 50 percent or more—flight attend­ ants from $29,000 to $15,000, pi­ lots from $89,000 to $43,000. A bankruptcy judge ruled in January of 1984 that Continen­ tal's bankruptcy was carried out in good faith, and the next month the U.S. Supreme Court ruled that Chapter 11 companies could cancel union contracts. Later that year. Congress passed a law making it tougher to use bankruptcy as a shield for invalidating union contracts. But it was too late to affect Loren­ zo's actions at Continental. • .iL,-' i '-a aC i'. % �n 'v— APRIl, 1989 " *• ••I'r 1:7 1 - '. UA , ' * 7. % Joining Eastern unionsV picket lines around the country, the SIU demonstrated its solidarity with the International Associa­ tion of Machinists (lAM), a fellow affiliate of the AFL-CIO Maritime Trades Department. The lAM represents Eastern Air Lines ramp and ground personnel. At airports around the country, the unity of Eastern's em­ ployees was in evidence. The machinists' strike was whole­ heartedly supported by Eastern's pilots, represented by the 1 Air Line Pilots Association, and flight attendants who are r, !•/.• . >1' : "II represented by the Transport Workers Union. '' - i •' ri/Ab'? • •• Maritiine Traies Sept. AFL-CIO SIU ipons UUL U^bOMElOlS m mmj SUPPORTS IT A, A/1 mKMWSTV >.7-' MBi . ;7'7pi uiM0imnmi TAC ;7 - f ^7 -<S •••• :•- • SrjfanOT Vwih Aniwka. ^ "j" , 'H., 'V-'.-.v-.-'i•; . - . ' , 'f- vL • Undaunted by die Mt^or who blocked a union demonstration at Jacksonville's airport, the AFL-CIO rallied in a nearby field and turned the event into a picnic. The SIU had a large presence at the rally. Pictured here, left to right, are: Tommy Wright, R. Hassan, Tony McQuay, M. Mostapha, Dan Duncan, Ed Haber, Bill Sharp, Robert Dillow, SIU Headquarters Representative George Ripoll, Dimitrios Pappiannio and John Dmochowski. • •:; jV • ^ Joining Gus Tsoilis, a member of the Machinists Lodge 1018 (left), are Teamster Local 810 Field Representative Jay Silverman and SIU Sea-Land shoregang member Charles DK)annio on the Eastern picket Une at LaGuardia Airport in New York. i : " y- t' :-7^.777C' •; ;.7''-'^t;'. • 77 % XAM SIU , SUPTOMS lEA^Ti^j $em I FRANOSOO] PAOONG rmmmtrn,. 1 If AH M" ^ I tv , OrnDIElectmim iWiMy^right and Bosun Robert Dillon represent the SIU In Philadelphia, Captain Lou Flade (third from left) and Seaman Charles ColUhs at a Jacksonville labor raUylpicmc (r^l0 join Eastern pUoks on the picket line, supportu^ Eastern machinists. . x'''KS7l7S' N SIU member Francisco SalmSem (l^ and UIW Rep Ruth Fernandez on the lAM Los Angeles picket line. .5* iSTRlttl p»^ Sl//^/^0'e73 'C-r SIU men rallied at the San Francisco Airport where despite heavy rain, AFLCIO unions stewed a poweifid demonstration of st^port for Eastern's machinists, pilots and flight attendants. PardciprUmg in the rtdty on behalf of the SIU were (1st row, left to right) OS Kyle Martin, ILWU member, SUP Patrolman Andy Anderson, (2nd row, left to right) Chief Steward Samuel ("Smitty") Smith, SIU Business Agent Gentry Moore, IBU member Doug Crute, SIU Steward Wilton Dominguez, ILWU Regiotud Director Leroy King, and Buck Mercer, SIU Govemment Services Division Vice President. At Washington, D.C.'s Natiottal Airport, SIU member Oscar Lopez walks the picket line. The SIU has supplied daily pickets for strike activity at National Airport. ITIIIYA Deepsea SIU men John Fleming (left), Dennis McKendal, Carlito Episioco, Dave Gordius, James Francis at the Los Angeles airport. I -a .;'xU; srl-^CZ-.v .V *ii,'*» i'LS:.:, - - �StAfARCRS 106 8 •ffir ."I BI6 OIL SPILL SLOWS SHIPPING FROM VALOa i • S hipping out of the port of Valdez, Alaska has been cur­ tailed by new procedures re­ quired in the wake of the Exxon Valdez oil spill. Immediately af­ ter the accident the port, from which 24 percent of domestically consumed oil originates, was shut down for five days. After reopening for the Alaska oil trade, tankers leaving Valdez can only do so in daylight and escorted by two tugs. On both incoming and outgoing tankers, pilots must have state and fed­ eral certification to navigate the entire Prince William Sound. In the past local pilots remained onboard only through the Valdez Narrows. The port of Valdez shipped an average of two million barrels of crude oil per day. As a result of diminished traffic, the current average is 1.2 million barrels per day. Q' SIU contracted com­ panies reported that ALYESKA—the combined own­ ers of the Alaska pipeline—has implemented breathalizer testing procedures for any nonALYESKA employees entering their property. In addition, be­ fore a vessel is allowed to leave the Valdez docks, the captain and Chief Engineer will be re­ quired to undergo a breathalizer test. The new regulations result from the Exxon Valdez running abound and creating the largest oil slick ever in U.S. waters. On March 24, a few minutes past midnight, the 987-foot su­ pertanker carrying a full load of $:• 'f '•'d "v; it- • 4:; 4 1.26 million barrels of oil, hit a reef while piloted by the third mate, it was reported. With USCG approvd, the vessel had changed to an inbound lane to avert ice chunks spotted in out­ bound lanes. A few minutes later the vessel hit Bligh Reef, creat­ ing six to eight openings in eight of the 13 cargo tanks. While trying to get back into the shipping lanes, it was re­ ported that the ship turned sharply back toward the main channel and struck the reef again, leaving about 30 percent of the vessel's bottom resting on a flat shelf area about 36 feet below the surface and spilling more than 10 million gallons of Prudhoe Bay crude oil. The accident, which occurred about 25 miles south of the en­ trance to the port oif Valdez, is being investigated by the Na­ tional Transportation Safety Board (NTSB). The NTSB will try to deter­ mine why the ship strayed so far off course in an area with rocks marked on charts and buoys. While the Coast Guard claims it is not responsible for continually monitoring a ship which is rou­ tinely skirting ice from the nearby Columbia Glacier, the NTSB will investigate C~y\ whether a warning could \ I have prevented the accident. ^ \ Fishermen have orgaN\ nized to protect their live^ lihoods, organizing more than 40 boats to assist with boom deployment. Exxon Shipping Company licensed officers have no union affiliation. Radiomen and unlicensed crewmembers are covered by a contract with a company-sponsored union. U5w Shipping Wins Amendment to Keep New Aki^a Oil ^ Domestic Gmsumption 4 coalition of maritime inter­ ests, including the SIU, sought export restrictions for any oil found and developed in the Arctic National Wildlife Re­ serve (ANWR). In a Senate Enr ergy and Natural Resources Committee vote, senators voted by a 12-7 margin to allocate oil found in ANWR for domestic use. The vote was an important step toward keeping Alaska oil for consumption by U.S. con­ sumers. Alaska oil has been car­ ried to the lower 48 states on U.S.-flag tankers. The export restriction amend­ ment was offered by Senator Bennett Johnston (D-La.) to leg­ islate authorizing oil exploration and development on the coastal plain of ANWR. 'ii. - . President Bush favors produc­ tion from oil reserves in ANWR. As a result of the Exxon tank­ er's oil spill, 14 environmental groups have asked the adminis­ tration to further study the ex­ ploration plan. However, Bush remains steadfast in his commit­ ment to explore ANWR, and ex­ plore it soon. On the House side. Merchant Marine and Fisheries Committee Chairman Walter Jones (D-N.C.) introduced legislation authorizing the controlled leasing of the ANWR coastal plane, located 70 miles east of Prudhoe Bay. The bill sets aside 260,000 acres for wildlife preservation, where ex­ ploration will be completely banned. Both the full Senate and House anticipate final action on legislation to authorize oil and gas exploration and drilling by early summer. • • ''V ergy independence by allowing continued development of Alaska oil. Natknai Sccnrity at Risk Development of ANWR oil becomes increasingly important as oil recovered from the North Slope declines throughout the decade. Without ANWR oil for domestic consumption, oil im­ ports will rise and nation secu­ rity interests will be threatened, the SIU has warned. The amount of imported oil has risen from 27 to 42 percent in the years 1982 to 1987. The cost of 1987 oil imports was $43 billion, the largest commodity in the year's huge $167 billion trade deficit. ThCiSIU has asked Con­ gress to defend the nation's en­ Also at stake is the nation's tanker fleet. As North Slope pro­ duction drops, so will the num­ ber of usable U.S.-flag tankers. Oil analysts estimate that fewer than 20 Alaska-trade tankers will be employed by the year 2000 unless new sources of crude oil are in production. ANWR oil would keep U.S.flag tankers in business and help meet the country's national se­ curity and strategic sealift needs, the SIU has argued. Providing fuel to military forces overseas is essential to any military maneu­ vers. �APRU^1989 Letters to the Editor FROM A RFTIRFD SEAFARER '• . I'i ' To the Editor: At this time, I would like to express my thanks to the offi­ cios and my many friends in the SIU. I would also like to give my blessings to the ones who have passed on. 1 have never been more proud of anything in my life as I have of being a member of the Seafar­ ers International Union. I am now retired for the past five years. I have no idea how I would make it without the help of the Union's pension and the Union's Welfare Plan in picking up the part that Medicare doesn't pay. For a person on a fixed income, those medical bills are something else. Being a member of the SIU and now a retired member of the SIU is a love I will enjoy to the end. My very best wishes to all. Leroy E. Joseph Sarasota, Florida StICK wm IHC SHIP To the Editor: In the early '80s, we lost our Med-Persian Gulf and Mediterra­ nean shuttles largely due to members flying home due to mostly phony medical reasons to collect unearned wages. They are now under foreign flag. Now that we have re-acquired the Manila, Subic, Kaoshiung shuttle, we are having the same problems and will lose them, too, if this continues. At a time when we are losing ships every year, we sure don't need that. There are a lot of us who would ride those runs. So please don't sell us down the river. If you don't want the jobs, don't take them. In the long run, you and I will be out of a job, and there are some of us supporting families. Please consider what I've'said. Richard B. Sanderson Seattle, Washington LIKES WELFARE PLAN To the Editor: Coming across the notice in the January issue of the LOG, "Want to be heard," is the rea­ son for this letter, hoping it will appear in the LOG informing the membership of the price of get­ ting sick and what the Welfare Plan has done for me. Having been a member from 1951 to the year of retirement in 1986, I have no regrets and never realized how good it is 'til I got sick about six months after retirement. I was doing just great when I suffered a very serious back problem. Having unbelievable pain, I went to one hospital for ten days and transferred to an­ other for six weeks as a bed pa­ tient ... After spending six weeks to the day, I was released and doing great, wearing a spe­ cial brace 24 hours a day for about six months. Getting blurry vision of the right eye, I went to the Eye Hospital and was told'I have 16 have an operation right away, right then and there . . The op­ eration was a success where pic­ tures were taken to be put in medical books. After spending three days as an in-patient, I was released and have been an out­ patient to the present day . . . The main purpose of this letter is NOT to feel sorry for me, but to inform the member what the Union has done for me as to my medical bills. Also you never fig­ ure it would happen to you, it's always the other person, but this time I was the other person. The Welfare Plan went through all the medical bills making sure that the bills paid by the Plan were called for by the doctors. It seems there was a bill of $500 the Plan questioned for medication that wasn't called for which wasn't paid by the Plan or by myself. The Plan does a wonderful job in paying the bills and sending me a statement for it. Being an out-patient to the present day, I have to pay when­ ever I have to go for treatments for which I'm reimbursed. I have heard patients talk of how they have to pay a percent­ age of the bills or paying into a medical plan, and I say to my­ self, "What a great union I be­ long to when the Plan pays 100%." The bills paid in my behalf are well over $55,000 and if I had to pay any part I'd be wiped out and be another person on the Street . . . I could continue, but feel I make my point stating I'll always be grateful to the Union for­ ever ... Walter Karlek Woodside, NY 'FEMAU MARINEIS EXaLLEMT IN JOB PERPNIMANCE' and provide support for their t) < families. I'm not denying the fact that there are some misfits out there but they are few and far between and they are gradually removed by their own action. We have a shipboard committee consisting of one delegate from each de­ partment (deck, engine and steward) headed by a ship chair­ man, usually the "Boatswain," to deal with any kind of problem that may occur aboard ship. This committee meets on a weekly basis and all crewmembers are required to attend. Any problem that cannot be solved aboard ship is referred to our union rep­ resentative that boards the ves­ sel on arrival in home port. If the problem cannot be solved by the union representative, a port committee hearing will be ar­ ranged consisting of a union rep, two company representatives and two independent delegates from the union rank and file. The case is also reported to the U.S. Coast Guard on arrival so appro­ priate action will be taken by them immediately. For somebody to label all mer­ chant marines a bunch of misfits that perpetuate sexual attacks on female mariners at will, is totally untrue and unfair. Since it is only in the last 12 years we have had female mariners on mer­ chant ships those alleged as­ saults need to be examined on a case to case basis. . . I can also assure you that 98% of all female mariners are excel­ lent in their job performance and that they are definitely morale boosters. There is no substitute for a warm smile. Women mari­ ners will always be welcome in our world and I'm sure I speak for the majority. John B. Lundborg Seattle, Washington Editor's Note: in March, the Tacoma, Washington Morning News Tribune ran an article enti­ tled "Women at Sea." The arti­ cle discussed a report by the General Accounting Office of Congress on sexual harassment experienced by female mariners and contained interviews with women who have worked on vessels. SIU member John Lundborg responded to the arti­ cle vvilK a letter to the editor/ '' Brother Lundborg, who has spent 37 years in the merchant marine, asked the LOG to re­ print his comments. *** In response to the article "Women at Sea" ... it particu­ larly rankles me since the story is totally lopsided. It is a total discredit to the hardworking men that go down to the sea and sac­ rifice their family life for a life on the high seas away from home, in order to earn a living JV£Xr Of KIN OF DECIASED SEAMEN CAN OBTAIN mill CERTIFICATES Mext of kip^eeking honorable Iw dischap^ certificates for de­ ceased y^rld War II merchant marinersNcan fill out Department of Defense form DD 2168. Ac­ cording to form DD 2168, a spouse, widow, widower, next of kin or legal representative can apply on behalf of a deceased mariner. Application form DD 2168 is available from the United States Coast Guard. The form requires the applicant to provide legal proof of the merchant mariner's death. The U.S. Coast Guard proc­ esses form DD 2168 and deter­ mines that the merchant mariner served in WWII between De­ cember 7, 1941 and August 15, 1945. A seaman who meets the Coast Guard's criteria who served in the merchant marine in oceangoing service during WWII is sent form DD 214, "Certificate of Release of Discharge from Active Duty." At the bottom of form DD 214 will be the word "Honorable." He will also get the Coast Guard's honorable dis­ charge certificate. The Coast Guard forwards the names and addresses of recipi­ ents of honorable discharges to the Maritime Administration (MarAd) of the Department of Transportation. MarAd in turn sends a special "Certificate of Service" to the WWII merchant mariner who received form DD 214. To date, MarAd reports that 27,000 WWII veteran merchant mariners have received the spe­ cial certificate. MarAd's "Certif­ icate of Service" came about by a law passed by Congress in 1988. This information was revealed in a letter to Brother Eloris B. Tart from the Maritime Adminis­ tration. Brother Tart has passed MarAd's response to the LOG in order to advise survivors of de­ ceased seamen of the application process. The Seafarers LOG welcomes Let­ ters to the Editor from all union members and retirees. On occa­ sion, due to space limitations, it may not be possible to run a letter in its entirety. r; m- V.-.v-'/Zv �.r- SEAFARERS LOG 10 '"A-.f. Amm CRCW RESCUES SAILBOAT FROM 50 MPH GULF STORM DURING TRAINING EXERCISE . 'i- I • , :'•'••• • •'• f On the day of an underway replenishment exercise, the Antares responded to a "May Day" call from a 46-foot sail­ boat. Despite 15-foot seas and 50 knot winds, the Antares stayed with the craft for 12 hours. The U.S. Coast Guard then relieved the Antares of operational con­ trol. The "May Day" call came while the IMC Antares crew was engaged in sea trials in the Gulf of Mexico. An underway replen­ ishment drill had just been can­ celed due to high seas when the Antares received the sailboat's call for help. BUSINESS AGENT GRIER RHIRES With her sails blown out and a fouled screw, this craft issued a "May Day" call. SlU crewmembers aboard the Antares responded. The Antares came across the sailboat during sea trials. •' f , MOBILE SEALIFT TRAINING TEAM VISITS WAnRMAN AND I.M.C SHIPS Lundeberg School instructors conducted specialized sealift training for Waterman and IMC while each company had vessels docked in Northern Florida. Instructors Bill Hellwege and Jeff Swanson conducted courses for Waterman crewmembers on Chemical, Biological and Radia­ tion Defense (CBRD); Damage Control, and Helicopter Opera­ tions. Hellwege noted that all three of Waterman's ships • GOV! DIVISION MEMBERS WELCOME NEW SHIP J,' :-f- li ;ifc 'Wry-.':- yw '1; ••.•-\ i:- :, ';• ,^^' • c.^^K^sd5fc3V.fc pi 'I.'J ',. SIU members in the Govern­ ment Services Division will crew the newest ship to join the fleet of Military Sealift Command, Pa­ cific (MSCPAC). Named after a pioneer of aero­ dynamics and hydrodynamics, the USNS Walter S. Diehl will be based in Oakland, Calif. It is a 677-foot fleet replenishment oiler, capable of carrying 180,000 barrels of fuel for combatant ships and aircraft. The new oiler will carry a ci­ vilian crew of 93 and a navy communications department of 21 men. It will be part of MSC's Naval Fleet Auxiliary Force, one of the components of the navy's larger Combat Logistics Support Force. The USNS Walter S. Diehl is the newest member of the MSCPAC fleet. The vessel's ci­ vilian crew will be members of the SlU's Government Services Division. JTC* Mi .1?!^ , George T. Grier, SIU Govern­ ment Service Division business agent, has retired after a 44-year career serving his fellow seafar­ ers. During 20 years of shipping with MSC, Brother Grier was in­ strumental in organizing the Mil­ itary Sea Transport Union (MSTU), the forerunner of the Government Service Division. In 1964, Brother Grier came ashore to work as a business agent handling beefs and provid­ ing union services to seamen employed on MSC vessels. Buck Mercer, SIU Govern­ ment Services Vice President, had high praise for Grier's suc­ cessful efforts in assisting mem­ bers and their families in filling out complicated annuity and death forms. In addition. Mercer said, he was adept at negotiating with management on behalf of MSTU members and was able to resolve the most difficult disputes to each party's satisfaction. Vice President Mercer noted that Grier will be missed by members and union officials alike. But, he added, "after 20 years on MSC ships and after 24 years as a union business agent, Grier has earned a well-deserved rest." DORSS MORAN AND MARITRANS LIBERTY IN FLORIDA 'More MarAd Ouf i" •' u p •-' • •* '• !• :v"H •'•• K-' ;• i "showed a great improvement in Damage Control since our visit a year ago." The Antares crew practiced underway replenishment (UNREP) while sailing at 36 knots per hour in 15-foot seas and 50 knot winds. Although this was the crew's first UNREP, the government observers on the vessel told the seamen they had performed well. "The crew was excellent and praised by all aboard," reported Hellwege. SIU members on the Antares successfully completed "man overboard" and fire drills and also received instruction in Dam­ age Control and CBRD. The Lundeberg School's mo­ bile sealift training team program was established in 1984 to assist SIU companies and crews make the transition from civilian prac­ tices to military sealift require­ ments. • ['-• Continued from page 3 Although both houses of Con­ gress passed the bill. President Johnson effectively killed it by using a pocket veto. Under Nixon, MarAd was substantially upgraded. The agency became part of the Department of Trans­ portation when Reagan assumed office. On behalf of the SIU, Sacco said, "Our Union means to move . . . and is sharpening its tools for the effort. We will cer­ tainly welcome the opportunity to work with all who share our view that America must have a viable shipping capability." ABITankerman Dave Summer has been working for Maritrans for two years. Brotiter Summer is pictured on the tug Liberty whUe it was tied to the GATX dock in Tampa, Florida. When tug Doris Moran pulled into Tampa's Gulf Marine Repair Yard, SIU reps met the vessel. Normally, the Doris Mpran works out of the Gidf. Pictured are Assistant Ei^ineer Lu LeToidevin (left), OS James Amaud and Chief Engineer Wallace Ashwood. �...:•• y^.:. APRIL, 1989 FOR ANOmER RECORD SEASON uRUtsr mm m 20 YORS, FIRST vtsstis AUIUDYSUUMG ITOUT began March 1 for SlU-contracted bulk carriers on the Great Lakes. It was the earliest fitout in 20 years, and with the number of vessels being broken out, this year promises to be an even better year than last which was the best season in more than :fiveyears. ^ A stronger deniaiul for steit and lighter than nbrnial icing on <)ie Lakes prompited the earlier than normal opening of the ^son. F The first ore port open was Marquette, and the MA^ Buffalo left Toledo March 20 to lead a fleet of four other American Steamship Go. vessels which followed her up the following day. All in aU, it should be another good year for our membership on the Lakes with sb^ger job oppoitunifies and the pronii^ increasing job security in the coming years. •Ir • li fit ; in W- • r'-S' • /'V^SIr f^tiecfdtand joe Hance, left, and Able Seaman Ron Vandercook await next dr^'s first salmg. (Note saiUng board announcement: "ASAP after CG Inspection." '-' J partment in the ASC fleet is seen here in the spodess gaUey of the American Republic. From left is Steward Herb Jacobs, Porter Yehia Raid and Second Cook Harry Pe­ tersen. ^ Able Seaman Larry Dudek and Bosun Terry Henretta take a coffee break ftrui^ duirfirudJUotU chores. £A0WSSff^SanJ^ttJto^n,Con-,: veyomtan Tm Orban and Abie Seaman Ron Bochek waii oid tkie CoasI Guard inspection in die warrrdh of the memwm. . .C.tr:'--.-- •A II; • • '« "'t'- J^JdhhCtiUrd member of the ASC Maudermnce Team, left, and AB Wheelsman Charlie Richardson compare notes as fitoUt mndis •• down. IPs teamwork that keeps -.v • and electrical plants op­ erating efticiendy and sttfefy. A part of that team is seen here in dte ermine console room. From left are OmOJirnBeland, First Assistard En^neer Eric Norton andQMEDMike Budnik. S TAe M/l^ American RepiiUic f^r^^ her dock in Cleveland as die Coast Guard competes dteiratmmlmspection,aii0' her crew prepares the b^ bidk carrier for herfirsttripof the season. J^Gedeman Alan Jidinson and Wiper Bidt Ereftetaan take ten m the messroomti ^ t , , . ' < 4 I ••• " V 1 • r i :r'-m '.•-J.;-At# Asmrn I '• liii ... �\:Y. -• ^ V , . : ^ ,f r ¥-• CHARLES f. ly/ISOiV -:i T:!.S :• • • 'i-i v;-'- .}y-' L-.." f ."1, ."i I JA^ AUe SeiiattitiH Ihury Kawka is Imi^^ chailenges even the best of the Great lAdtes saUorauH vHko ham to wmk om ttte -k "JA,. W^rMohseh Ehka^ toiA a aunu^for^l^w^ ginermm of the Clmles E. WM- QfHED Willis Evans posed for this photo in Uu eonstde roem. vv. -I •:,v.r .... -'.ft';,.' • ••: -I I-'. 'tr 'v' -'k. ! --i y.t ¥•• • • :"'If S' i:. ' if , . t. ,_ lUfihadJustcoikd a heaving Une when hepaused to have this jdteht taken agemst Oie t^erhouse pn a wet aod windy de^. , . .r-tk^r ^ k dtdte readyt Gateman Pat Patrieca, left, and CimvigwiiMM Bemn Mldar LaE^lte on de^ eaathe"amnmalritmalifthefitonL" • : AE Ifheedaheh M staiaBmg, nhdl^hmdBockerttalK cdtetf ••{[•nhiMhnmuss vdAA^onacPorf^ ^gmtjack AUen. �;•IIIs llliriMtft-| •••• i:Hilsr.%••' " MPRIk 1989 If A;"-' , i' ; ^ - W'S,;-- •; .V' • •' ' i'- - '' '••Ar-7A '•• • ;.' V j.-W' ,., •••••.•.*•,'t. ^ While the Coast Guani jettf fuushu^ thev onaual ia^pec^km. Boson Bob Mas-^i ten, left, AB Bmat Kkm^eeiebBriamd DiecU^^ took a break. ! ; ' •Mil: ^ Algonae PortAgent Jack AUen meets with some of the deck crew dwing a coffee bratk. Prom left are Able Seamen Tom Palmer, Doi^ WafieU and Brettdan • • biurphy. i'v ^ Steward Jim Badnick and Wiper Bk^ Rosso are bodt veterans of Bu Great Lakes. s."' Jj^ A cm^ of ej^rienced SlV and MEBA'2 er^fturnom hands stnile for the LOG fkoUi^epher in the es^ute console room. At left is QMED Jim Reilly, and at right is C^fEt^meer POMUBaker who sailed with the SlU in Bte early 1960% J| •. -:K/' - /ft, ' «,•"'i®' • 4 i ' yyyy' y'y-' •# -'ilr ,•'/ rm •': :U" - .-'M.V-. ^ Snow cottus early and stays late on the Lakes, so it's no surprise to have a bUzzard roar in from the northeast on the day before the fint scheduled sailing of the season. The Roger M. Keyes lays idottg ode a dock in Toledo while last minute preparations are being rturde for her trip to the Upper Lakes. . ••{ ' ft'\- . 'v. "-••'•jv '"•> -hv.-: .1'. •• .. �SOFARERS LOG ' ..''1' fy^ '''yr:^ :.'-Cii' -V- •>' ' ^ Dm Bihkmvsld, conveyorman,Uitfl, andAB Wheelsman Bob Emvold are veter0ns of the Great ' 11 The gtJtey crew ineludes one of the veterans of the SlU who will be retiring April 5 wUh 32 years on the Lakes. He is Second Cook James Thompson, center, who began his seqfaring life on the West Coast with the SIU in the eariy : I950's. He sailed most of his career on deck. With him are Steward Pood Bodamer, r^la, and Porter Ray Buzwah, at left. '' •' - ^ : 'Xi'ifm- ','•" v'-'l •-•>•: Jll^ QlHED Kerin Riee pritudfy exhibits his Welding Cert0cate from the Seafarers Harry Lundeberg School of Seamanship to QMED Herb Brandt who has 18 years sailing rime on the Great Lakes. Seafarer Rice earned his cert^ate after succesefulfy compfridr^ Ae Welding course in February and March during the winter htyup. '' 'w- at r^ht, andAB David Kole take a tJu nemMsgi's acHviries on deck. | / ' Hi- •11^ y; V' ^ The Mrv WilHam R. Roesch is one of the newer buUc carriers on the Great Lakes, and is one of the proud vessels of the Prit^le Transit fleet. Here, she lies alongside her dock in Cleveland during her an­ nual fltout. . eii • ?•' •$-.• If •nM: T 'V '-i ' 'I .| �• ' t' ••'* •' 15 APRIL, 1989 _ Know Yoiil Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Account­ ants every three months, which are to be submitted to the membership by the Secre­ tary-Treasurer. A quarterly finance commit­ tee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Mem­ bers of this committee may make dissenting reports, specific recommendations and sep­ arate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds sh^I equally consist of Union and management represen­ tatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employ­ ers. Get to know youi^ shipping rights. Copies of these contracts are posted and available In all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained In the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mall, return re­ ceipt requested. The proper address for this Is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Fiill copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts ^e available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to pro­ tect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—THE LOG. the Log has traditionally refrained from publish­ ing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publish­ ing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports, the responsibility for Leg policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may del­ egate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memberpay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLI­ GATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately no­ tify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SFAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with im­ proved employment opportunities for sea­ men and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contrib­ utes to political candidatesfor elective office. All contributions are voluntary. No contri­ bution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improperconduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and re­ fund, if involuntary. Support SPAD to pro­ tect and further your economic, political and social interests, and American trade union concepts. EQUAL RIGHTS. All members are guar­ anteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no mem­ ber may be discriminated against because of race, creed, color, sex and national or geo­ graphic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquar­ ters. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Information, he should immediately notify SIU President Mi­ chael Sacco at Headquarters hy certified mall, return receipt requested. The address Is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. mUAMim: FINl CRIW, GOOD FOOD ; j... • :• • ''-v. • t,i- . . ; v/i u-m. : When the OMI Willlamette sailed into Charleston, SIU Patrolman Anthony McQuay was there for the payoff. The crew told McQuay the food had been excellent on the Willamette. The tanker was on its way to Texas. Patrolman McQuay, who works out of the SIU hall in Jacksonville, told the LOG that the Willamette had anhexcel- ' lent crew. •f • Bosun Marvin McDuffie (left) and AB Walter Hildabrant on deck after checking the vessel's lines. Chief Cook Joe Clark fixes a meal of oxtails, steak, potatoes, rice, gravy and vegetables. After payoff in the galley AB Marvin Henry (left), OMU David Ballard, SIU Patrolman Anthony McQuay and GSU Larry Griffin take a moment for a photo. Steward Baker John Samuels before preparing lunch. QMED/Pumpman Joe Martin comes out of the engine room. SHIPPING WORKS BEST WHEN WE SAY: "Union Yes" is the message being heard by millions of people around the country on television, radio, billboards. In nationally televised spots, celebrity spokes­ persons Tyne Daly, Jack Lemmon, Howard Hesseman and . Edward James Olmos provide personal testimonials on how unions have made a difference in their lives. Individual unions have tailored the "Union Yes" message for their communities. A Clerical workers organizing at Harvard University used the "Union Yes" message to com­ municate the positive aspects of union membership. The Brick­ layers union created "Union Yes" spots for its organizing drive. The union reports in one city over 500 responses to its ad, signing up over 300 people and 14 contractors. The SIU hhs its own version of the "Union Yes" theme. Corrections from March Issue: On page 6, Terry Hoinski appears on the left and Captain Flade's first name is Lou. On Page 13 Joe Powers is lectured third from the left. y �«iEK^i«jS3 Jh. SEAMfffJIS LOG lUHDlBlKG New Shiphandling Coutse voawm Established at Lundeberg Schoo/, DinmsiHi Buuim First Classes to Start May 15 • •: " '• 'T»M;'-.; I' Pictured here is a futt view of the SHLSS ship simulator bridge, as the students see it, with radar scopes, helm controls, radio and navigation aids. Not pictured is a rear projection screen which allows students to see what's happening aft. %• :'••.' i-' •i;. '• '• ,• r he first formally established Shiphandling course ever held at the Seafarers Harry Lunde­ berg School of Seamanship is planned to begin May 15 of this year. This course has been de­ signed to provide realistic bridge watchstanding training for stu­ dents preparing to obtain one of the various Coast Guard Deck licenses. When final approval is granted by the Coast Guard, students will receive credit for up to a maximum of 60 days of sea time on vessels of unlimited tonnage. However^ time gained from this simulated training can only be used once but cannot be used as recent time. The 10-day course curriculum includes classroom lectures and simulated underway watchstand­ ing. Special areas of skill devel­ opment will include: basic shiphandling, restricted waters shiphandling, emergency shiphandling, underway watch-stand­ ing management, vessel-to-vessel communications, review of the rules of the road and lateral and I ALA buoyage systems, review of the use of radar—including the use of collision avoidance radar. The SHLSS simulator is capa­ ble of providing the student with six different types of ships to op­ erate, ranging from a 2,400 horse­ power pusher tug to a 250,000 DWT diesel tanker. Three auxil­ iary bridges are available to pro­ vide interaction among traffic ships. Each of these bridges can be maneuvered independently of all other vessels in an exercise. Immediately rfter an exercise is completed, the students re­ view their actions to learn from their mistakes. The geographic plot shows all the exercise ma­ neuvering data. The time-based graphs present data indicating speeds, courses, RM of engines, and other technical information. In order to successfully com­ plete the Shiphandling course, the student must pass a multiple choice examination on the basic theory and principles involved in shiphandling as well as demon­ strate this knowledge on the ship simulator. For the maximum benefit of the student, class size is limited to six students. If you are inter­ ested in this new course, contact the SHLSS Admissions Office. For further information on the class curriculum talk to the school's Director of Vocational Education. Lundeberg School Instructor Jim Brown with students on the smulator's bridge. M new Limited License ProFl gram has been instituted by the Vocational Department at SHLSS. This progam will cover original and upgraded licenses, inland and near coastal for: 500/ 1600 Ton Mate, Operator, and Second Class Operator Unin­ spected Towing Vessels (U.T.V.), 100/200 Ton Mate and Master, Limited Assistant and Limited Chief Engineer courses. This will be an eight-week cur­ riculum with CPR, First Aid and Firefighting also included. The first course will be offered from July 17 to September 8. Classes will be limited to 12 students, accepted on a first come first serve basis. Members applying for this program require an evaluation of sea time by the U.S. Coast Guard and cannot be accepted in the course until their sea service is approved by U.S. Coast Guard, Baltimore, Md. The ad­ dress is as follows: United States Coast Guard Marine Safety Office United States Customs House 40 South Gay Street Baltimore, MD 21202 When your application for li­ cense is sent in for review, a handwritten note must accom­ pany it requesting that Seafarers Harry Lundeberg School of Sea­ manship be notified that your ap­ plication has been reviewed and accepted. Upon notification by the Baltimore Regional Examin­ ing Center we will schedule you for the next available class. SHLSS will require you to fill out the Upgrading Application featured in the LOG, listing any current licenses or certificates held. You must also have a cur­ rent SIU clinic card and have your dues up to date. Graduating This Month From the Lundeherg Schooi •> f li V 4; -Vr i-Vf STANDING IN FRONT of the SHLSS's automation board are this month's FOWT class graduates. Taught by Jim Shaffer (standing, far left) the six-week course covers a wide range of topics ittcluding engitte-room equipment, boiler parts, fire fighting, starting and securing main engines. These men having fittished the course are now prepared for the Coast Guard's General Safety, Oiler and Fireman! Watertender tests. First row left to r^ht: Nelson M. Roman, Kevin G. Wade, Curtis K. An^on, Lawrence Thorboume. Second row: Hector Frederick, Jeffery Parrish, Hamid Hizam, Steve Hansford, Ramon R. Urag, DeMyron Walker. Third row: Jim Shtffer (Instructor), T.C. Shaddox, Paul J. Duguette, Donald A. Thornton, Dean Klenkc, Uoyd Nelson, Troy L. Fleming, Terry Hapmon. Fourth row: Troy Sw^er, Bryan G. Chan, Terry Busk, Rich Natoli, Dennis Ctoy, Julio M. Tapia, Jeff Robertson. ANYONE WHO HAS a rating in Oteir department, whether FOWT, AB or even Assistant Cook, can take the four-week long Welding course. These men have acquired a valuable skill. In addition to classroom work, their practical training in the SHLSS vocational shop includes electric arc weldmgicutting and oxy-acetylene brazu^, weldmgicutting. First row kneeling left to right: Earl Chappel, Willie Franks, Ken Booker III, Dan Thomas. Second row: Bill Foley (Instructor), Michael Kelly, Charles D. Lore, Kevin A. Rice, Mark G. Lawrence: I:- �Anai,i9S9 Dtspatcheis Report for fofond Waters MARCH 1-31, 1989 •TOTAL REGISTERED All Groups Class A Class B Class C Port New York Philadelphia Mtiiiwm Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Aigonac St. Louis Pinev Point Totals TOTAL SHIPPED All Groups Class A Class B Class C Meetings Deep Sea, lakes. Inland Waters ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT "•* Port I New York 1 Philadelphia IjgBltimor^ Norfolk Mobile New Orleans I Jacksonville I San Francisco ISPmingfcpii Seattle Puerto Rico Houston I Aigonac St. Louis ' 't' Pfney Point Monday, May 8 New York Tuesday, May 9 Philadelphia Wednesday, May 10 Baltimore Thursday, May 11 Norfolk Thursday, May II Jacksonville Thursday, May it Aigonac Friday, May 12 Houston Monday, May 15 New Orleans Tuesday, May 16 . Mobile Wednesday, May 17 San Francisco Thursday, May 18 Wiimingtott jMonday, lyiay 22 , Seattle Friday, May 26 ? San Juan Thursday, May 11 ^ ^ dii St. Louis ,, Friday, May 19^ Hmidiulu Friday, May 19 Duluth Wednesday, May 17 Jersey City Wednesday, May 24 New Bedford Tuesday, May 23 • r'V- mrnk' , Totals Port i^eivYork Philadelphia i Baltimore, Norfolk Mobile New Orleans Jacksonville^ San Francisco llplmington Seattle Puerto Rico Houston lAlgonaC iSt. Louis i - IftJPiyM. PmiMids iPiney PoinL ^ Totals 59 130 49 44 58 16 66 164 97 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Dispatchers Repert for Great Lakes CL—Company/Lakes U-Lakes MARCH 1-31, 1989 Port Aigonac Port Aigonac Port Aigonac Port Aigonac NP—Hon Priority •TOTAL REGISTERED All Groups Class CL Class L Class NP 0 21 2 0 8 1 0 3 1 b TOTAL SHIPPED All Groups Class CL Class L Class NP DECK DEPARTMENT 0 36 1 E29G1NE DEPARTMENT 0 26 1 STEWARD DEPARTMENT 0 9 0 ••REGISTERED ON BEACH Ail Groups Class CL Class L Class NP 0 29 3 0 8 1 0 16 1 30 44 97 35 25 55 0 'Total Registered" means the number of men who actually re^stered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 23 21 0 0 0 71 0 0 0 Please get in touch with George J. Anderson, 22576 Lan­ yard St., Boca Raton, Fla. 33428. Stanley Corenski is trying to get in touch with you. Please write him at 15031 Chatsworth St., #18, Mission Hills, Calif. 91345, or call him at (818) 3611926. VII An old friend, Brenda Yahes, is trying to get in touch with you. Please write her at 6023 N.W. Expressway, San Antonio, Texas 78201. Please contact your parents at :(817) 482-6427. CaiU your mother at (301) 342:9288.;V- m: ^ �^awjiiasii -• '••,••"- ''y' '•" •' ' '• - 'i-'\ 'iv' •••'••. SOFAReHS 106 :-r"p- ,-a:FFW. TWiNtYONI SUfARm BlCOMt PENSIONtRS "«tfi iim Retiring this month are 21 SIU Atlantic, Gulf, Lakes and Inland Waters seafarers. The pensions, which will be received monthly, were ap­ proved by the Seafarers Pen­ sion Plan. The pensioners are entitled to receive a pension check every month for the rest of their lives. I't' ' ilffhiir'':'. • i' -4;-J Deep Sea 4';• 'A:/:"'' • ' . i. • •" •' % , •••^'•' •• ' •'"' KICHAlID W. ANSiiilSOPi Richard W. An-^ derson, 65, joined the SIU in 1952 in the port of New York. A graduate of the SHLSS entry program, Brother Anderson sailed as a chief electrician, but has held all ratings in the engine department. Bom in Jersey City, N.J., Sea­ farer Anderson is a veteran of the U.S. Ar Force, serving from 1946 to 1949. He shipped out of the port of New York and makes his home in Elizabeth, N.J. jiMHe Bianyiius ^l:i' cently as a bosun. Brother Car­ roll was born in the Bronx, N.Y. and shipped out of the port of San Francisco, where he now lives. Seafarer Carroll also served in the U.S. Navy froih 1943 to 1947. CALVIN L. CHERRY Calvin L. Cherry, 64, was bom in Fulbright, Texas. He joined the SIU in Houston in 1960, receiv­ ing his class A seniority in 1971, although he started sailing as early as 1943. Brother Cherry sailed as a GSU out of the port of Houston, where he still lives. StEVEN L. CC»KER Steven L. Coker, 65 joined the Union in 1967 out of the port of Norfolk, Va. He sailed in the deck department. Brother Coker first sailed on the C.S. Long Lines (Isthmian) as an AB in 1965. Born in Roanoke Rapids. N.C., Seafarer Coker was a vet­ eran of the U.S. Air Force from 1945 to 1946. He also completed the bosun recertification program at the Seafarers Harry Lundeberg School in 1982. Pensioner Coker now lives in Scotland Neck, N.C. PATJ.COLmWA Pat. J. Colonna, 65 joined the SIU in the port of New York in 1954, but had been sailing since 1947. Seaman Colonna was born in Jersey City, N.J. Brother Co­ lonna sailed in the engine depart­ ment, first as an oiler with the Isthmian Steamship Co. Seafarer Colonna also served in the U.S. Navy from 1943 to 1946. He now resides in Apollo Beach, Fla. John Bekiaris, 61 joined the Union in 1964 in New York and upgraded to class A seniority in 1964. Brother Bekiaris graduated from the Andrew Furuseth Training School in New York in 1960 and sailed in the deck de­ partment. His first SIU vessel was the SS Steel Surveyor (Isth' mian Lines), where he sailed as an OS. Seafarer Bekiaris, who was bom in Corinth, Greece, be^ came a naturalized U.S. citizen in 1963. He now lives in Athens, Greece. MMOSSmwmCE James H. Bruce, 65, was born in Galvez, La. He joined the SIU in the port of Houston in 1964 and received his full book mem­ bership, class A seniority, in 1971. Brother Bmce, who sailed in the deck department out of the port of New Orleans, La., also served in the U.S. Coast Guard from 1942 to 1953. Sea­ farer Bmce resides in Prairieville. La. CHRISTOIS D. fUM&OlIS Christos D. Florous, 55, started sailing in 1968 with Hudson Waterways and joined the SIU in 1970 in Yokohama, Japan. Brother Florous attended Quar­ termaster and LNG training courses at the SHLSS in 1978, and in 1981 completed the bo­ sun's recertification program. Bom in Greece, Seafarer Flo­ rous became a naturalized U.S. citizen in 1974. He now resides in Astoria, N.Y. JOSEiil M. CASRQLL Joseph M. Car­ roll, 63, joined the SIU in 1943 in the port of New York, He sailed in the deck depart­ ment, most re­ OaUSTCmER R. fLOIVERS Christopher R. Flowers, 62, joined the Union i|fl952 in the port of New York. He sailed in the deck de­ partment. Bom Calvin T. DeSilva, 62, started sailing with the Union in 1951 in the deck depart­ ment. Bom in Trinidad, Bro­ ther DeSilva be­ came a naturalized American cit­ izen. Sailing out of the port of Jacksonville, Fla,, most recently as a bosun. Seafarer DeSilva makes his home in Orlando, Fla. in Aurora, N.C., Brother Flow­ ers also served in the U.S. Navy from 1944 to 1946. Seafarer Flowers shipped out of the port of Houston and lives in Channelview, Texas. MIES Kim James Keno, 71, started sailing with the SIU in 1943 in the port of Norfolk, Va. Born in Ala­ bama, Brother Keno sailed in the steward department where , he was chief cook and master baker. Seafarer Keno partici­ pated in the Moore McCormackRobin Line beef in 1962. He at­ tended the SHLSS Piney Point Educational Conference in 1972 and completed the steward re­ certification program there in 1981. Brother Keno shipped out of the port of New York and makes his home in New York City. • • William Y. Mims, 65, started sailing in 1945 and joined the SIU in 1953 in the port of New Orleans, La. A member of the deck department, Brother Mims was bom in West Point, Miss. He now resides in Sun, La. CONLIN M. MURPHY Conlin M. Mur­ phy, 66, was a member of the Marine Cooks and Stewards Union and joined the SIU in 1952 in San Francisco when the two unions merged. Born in El Dorado, Miss., Brother Murphy also served in the Army from 1941 to 1944. He presently resides in San Fran­ cisco, Calif. £NasE.fyrr Enos E. Ott, 65, •was bom in Vir­ ginia and joined the SIU in 1947 in the port of, Baltiimore. He sailed as an AB. In 1975 he at­ tended the SHLSS Quartermas­ ter upgrading course. Upon moving to the West Coast, Brother Ott shipped out of the port of Seattle, Wash., where he now lives. IHMtEirr T. REIfEZ^ Robert T. Rentz, 44, joined the Union in the port of Baltimore in 1964. He sailed in the engine de­ partment. Born in Glen Bumie, Md., Brother Rentz first started sailing in 1963 aboard the Alcoa Commander as a utility. He presently resides in B^timore, Md. PAiILM.ROI»WBCH9 Paul M. Robinson, 65, started sailing with the SlU in 1973 in the port of Duluth, Minn. He sailed in the engine department. Brother Robinson served in the U.S. Army from 1946 to 1949. Seafarer Robinson shipped out of the port of Algonac, Mich. and now lives in Georgetown, Ky. IplllLBSR. SAWYER • Charles R. Saw­ yer, 63,joined the Union in 1955 in the port of Baltimore, but had been sailing since 1945. Bom in Stockbridge, Mass., Brother Sawyer sailed in the deck department. He makes Houston, Texas his home. |fS% JOANNES SOREL Johannes Sorel, 65, joined the SIU in New York in 1952, al­ though he began his sailing career prior to that time. Born in Rotterdam, Holland, Brother So­ rel sailed in the deck depart­ ment. He participated in the 1962 Moore McCormack-Robin Line beef. Seafarer Sorel com­ pleted the recertified bosuns course at SHLSS in 1975. A res­ ident of Pensacola, Fla., Sea­ farer Sorel shipped out of the port of Jacksonville, Fla. GLEN C, STANFORD Glen C. Stan­ ford, 62, started sailing with the SIU in 1955 out of the port of New Orleans, La. Born in Poplarville. Miss., Brother Stanford shipped out in the deck department, most re­ cently as bOsun. He completed the bosun recertification course in Piney Point in 1975. Seafarer Stanford also served in the U.S. Army from 1945 to 1946. He makes his home in Slidell, La. FRED VANCE Fred Vance, 61, joined the SIU in 1953 in the port of Cleveland, Ohio. He formerly worked on the Great Lakes. Brother Vance sailed in the engine department. Born in Pennsylvania, he served in the U.S. Army from 1945 to 1950. Seafarer Vance upgraded at Piney Point. In 1976 he com­ pleted the QMED seniority pro­ gram and in 1977, the diesel class. He resides in Mpnessefi^ S bdanil ^ ^ - ' '' "I MANIifELlLAi^^ Manuel R. Alvarez, 55 was is­ sued his SIU book in 1957 in the port of Baltimore. He sailed for 21 years with Baker-Whiteley Towing Co. and was licensed as a chief engineer. Bom in Balti­ more, Brother Alvarez served in the U.S. Coast Guard from 1952 to 1956. In 1985 he took the re­ frigeration systems course and the welding course in Piney Point. Seafarer Alvarez makes his home in Linthicum, Md. fi-l �APRIL, 1989 -— IHspatfdieis Report for Deep Sea Seahtm brim&lhMl MARCH 1-31, 1989 Port New Yprfc^°^^ Philadelphia iBaltimore Norfolk ^ Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston . St. Louis Piney Point Totals rj: p^56|i^2:: 11 ^ is' PPxP'A'- : 6 4 4 13 30 m: w PAX •yx '3 XA' " 551 5 ' 91 -• . itV - :3Lmpx-Ps' ' '•X2x pPppPA. \ PA Px-P'-S 'P 6 7 0 12 8 18 10 12 2 1 13 10 2 7 1 0 2 2 2 7 2 0 0 5 8 3 ' 0 ^ 3 5 3 5 ..2- V. 5 10 29 16 52 0 1 .... ^ 2 2 10 'r'- 62 34 1 67 10 20 1 5 11 54 8 0 •'-•; I 0 505 58 M'4- 5 0 9 5 'gvO.' •.••, 1 4 0 7 60 75 233 ENGINE DEPARTMENT \'5XPX: 0 .4 :'^''-3V:;,46 • 18 6 0 XXxxPxA' •• -O'^ 1 •PPXPPS. 0 11 3 13 7 3 1 2 13 2 0 10 2 35 0 2 10 4 29 10 2 .19 'n,//.10 5 0 13 5 . 5. r. 1 4 :2 ' 42 20 . 2 8 8 12 8 14 3 .Of 5 4 8 7 17 2 1 7 10 1• • 0 ••• 3,.:.;3;: 4 83 133 • 5 11 4 12 7 5 • -2 10 5 13 0 '•; 0 1 0 2 7 STEWAim, DEPARTMENT Port New Philadelphia IBaltimorei Norfolk Mobile New Orleans B 0 11 11 21 ij- San Francisco Wilmington Seattle Puerto Rico Honolulu r Ubifstoffl St. Louis Piney Point Totals 10 25 15 28 -.. 49 •••14 : 26 ••>;•'• 5 48 4 13 2 13 8 Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville ' San Francisco Wilmington Seattle Puerto Rico Honolulu 'Hdustohf® •St. Louis Piney Point Totals 1 5 1 0 7 9 3 t 44 ' ZU ,, - J 7R /o .i,v f «T ,n '' • 1 6 2 4: If: 19 5 8 7 0 25 .'io'* 1 0 P'2 '• p 3. 164 70 . 8 7 11 0 34 1 1 3 M 0 15 p, ' 26 i.!. ^ 123 48 27 - 102 274 mm 101 31 7 0 4 10 0 5 ENTRY DEPARTMENT Port New York Philadelphia Baltimore m Norfolk Mobile New Orleans ; Jacksonville • ^ San Francisco I Wilmington Seattle Puerto Rico Honolulu J^Hiluston i 1st. Louis Totals Totals AO DqHuHneiits 821 367 365 575 281 276 190 1,292 556 471 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of March was up from the month of February. A total of 1,322 jobs were shipped on SlU-contracted deep sea vessels. Of the 1,322 Jobs shipped, 575 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 190 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 9,694 jobs have been shipp^. ' Midnel Sacco, Joseph Sacco, Executive Vice President ^ Joe DiGiorgio, Secretary-Treasurer Angus "Red" Campbell, Vice President of Contracts Jack CafTey, Vice President Thomas GHdewell, Vice President George McCartney, Vice President John Fay, Vice President Roy A Mercer, Vice President Sitye EAntyy Vice President ••REGISTERED ON BEACH TOTAL SHIPPED Trip All Groups All Groups ReUefs Class A Class B Class C Class A Class B Class C DECK DEPARTMENT •TOTAL REGISTERED All Groups Class A Class B Class C ^ ;i-1 -J) V HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301)899-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 : (313) 794-4988 BALTIMQRE l2l6 E. Baltimore St. Baltimore, MD 21202 (301)327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (218) 722-4110 HONOLULU z.' . 636 Cooke St. 3 Honolulu, HI 96813 / (808)523-5434 HOUSTON , " 1 1221 Fiercest. Houston, TX 77002 (713)659-5152 /'fc 'i-: JACKSONVILLE 3315 Liberty St. , V, 1? Jacksonville, FL 32206 ? (904) 353-0987 JERSEVCITY 99 Montgomery St. Jersey City, NJ 07302 (201) 435-9424 ,• / MOBILE 4640 Dauphin Island Pkwy. Mobile, AL 36605 ; (205) 478-0916 NEW BEDFORD 50 Union St. New Bedford, MA 02740 (508) 997-5404 .'f '•S.: NEW ORLEANS 630 Jackson Ave. New Orleans, LA 70130 (504) 529-7546 -.5 . NEW YORK 675 Fourth Ave. Brooklyn, NY 11232 (718)499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 (804) 622-1892 •m PHILADELPHIA 2604 S. 4 St. Philadelphia, PA 19148 (215) 336-3818 PINEY POINT St. Mary's County Piney Point, MD 20674 (301)994-W10 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415) 543-5855 SANTURCE 1057 Fernandez Juncos St. Stop 16 Santurce, PR 00907 (809) 725-6960 SEATTLE 2505 First Ave. SeatUe, WA 98121 (206)441-1960 ST. LOUIS 4581 Gravois Ave. St. Louis, MO 63116 (314)752-6500 WILMINGTON 510 N. Broad Ave. WUmington, CA 90744 (213) 549-4000 • u VV\' • •TVi'vi. 'PX ; :i3' gf I :: W:.. •». • V: V. •j P .v-.-.r n l:,'r . •1 li' mm �-kkik: 20 ''JJ'. " -y ,V_;; . / •:, 1v;v\ • • • V." .-.••V*' '' ufi-. 6 • J'' •-.%*,"• • •"•i'-H:,." I n December of 1988, the Seafarers Welfare Plan sent a letter to all plan participants describing a new program called "COBRA." COBRA allows an employee to purchase health care benefits when he or she becomes ineligible to receive health and welfare from the Plan. This benefit program is part of a law called The Consolidated Omnibus Budget Reconciliation Act or COBRA. Congress passed COBRA to provide individuals with the opportunity to purchase their health insurance in the event of losing eligibility for benefits under health care plan. The law spells out what events have to happen before a person can buy the health benefits. Participants who lose plan coverage after January I, 1989 will be able to purchase benefit coverage for themselves and their dependents. Under certain circumstances it is also possible for dependents to purchase health plan coverage for themselves. Below is the complete text of the letter. Dew Putkqpant: A new law requires the Seafarers Welfare Plan to give you and your dependents the opportunity to extend your health care coverage in situations where you have lost your eligibility for benefits. These situations are called "qualifying events." This letter will explain how the new law applies to you and your family and how to use this program should you become ineligible for benefits under the Seafarers Welfare Plan. In order to understand the new law, you need to know a few special terms. Please make sure that you and your spouse read this letter carefully so you will be able to take advantage of this program should you need it. 1. COBRA—The short name for the federal law which gives Plan partici­ pants the right to purchase Welfare Plan coverage. 2. QUALIFYING EVENT—A situation which causes the employee to lose Welfare Plan coverage because they ho longer work for an employer who must make contributions to the Plan on their behalf. A list of qualifying events will be explained on the following pages. 3. ELECTION—^An election is your decision to tell the Plan whether you would like to purchase Welfare Plan coverage under the COBRA pro-, gram. 4. COST OF CONTINUING COVERAGE—This is the amount of money you are required to send to the Plan office so your health care coverage will be continued. This payment is like an insurance premium. It is necessary because the employer for whom you worked before the quali­ fying event happened, is no longer required to make contributions on your behalf. WiRrf Iff9 9f shwalhH b a mMlihm§ emd mJtf (OBUi? .'r fi pr; The next part of this letter will explain what type of situations will allow you to continue your health care coverage under the COBRA program of the Seafarers Welfare Plan. As explained above, these situations are called "qualifying events." When one of these events happens to you, it means that you, your wife or dependent children will lose coverage under the Plan and can elect to continue coverage by purchasing benefits. The "qualifying events" are; 1. Your being fired from your job. You may elect to continue your health . benefits if you were fired for any reason unless you were fired for gross misconduct. 2. You were unable to continue to work enough time to be eligible to continue your benefits under the Rules and Regulations of the Plan. 3. Your death, which would entitle your spouse and dependent children to continue coverage. 4. Your divorce, or legal separation from your spouse which would entitle your spouse and dependent child to continue coverage. 5. Your eligibility to receive Medicare benefits. For example, you are age 65 but still actively employed, making the Seafarers Welfare Plan the pro­ vider of your welfare benefit coverage rather than the Medicare program. 6. Your dependent child loses eligibility under the Plan because (1) he or she reaches age 19 or (2) he or she does not fall into the category of dependents under the age of 25 and enrolled in a full time school program leading to a college degree. Ihw wiM I lauw if I m 9S§ikh to tmHawt wnlhn flm €9mRse wNfor Ifee COnU ffSfiMi? 'a. 'f" • kr k-k i • 5K -. kk. '.-• •,/ ill , I: •• r„ - -r"' 'Sy-- "-i •^ ^ ' .-. somxisioe COBRA: A WAY TO COmiNUE HEALTH COVERAGE •'<': 'M:-' fifc ' •: . • •- * When the Plan receives notice from you or your employer that one of the "qualifying events" listed above has happened, the Plan office will send you a letter with complete instructions about how to continue coverage. In the event of death, divorce, legal separation, receipt of Medicare benefits or when a dependent child is no longer eligible for Welfare Plan coverage, you or your spouse should notify the Plan at the address given at the end of this letter. Your employer will notify the Plan if you are termi­ nated, if your job with the company has ended, or if your hours have been \ reduced. If any of the "qualifying events" happens to you, it is also important that you notify the Plan of the change. Since seafaring employees are able to end jobs and get other work without generally notifying the Plan, it is very difficult to determine when a participant will lose his or her eligibility. The Plan is here to serve you, but we need your help. If you have not worked and you know you are ineligible for plan benefits, contact the plan's COBRA department to see if you can elect to continue your welfare benefits under this program. HiBf ffpo of itmfils oOl l nam if I etecf H aalmoo htmfUs CMM? If you elect to participate in the COBRA program and pay the costs, you will receive the same type and level of hospital and some medical benefits as you did before you lost your eligibility. To find out what benefits you should be entitled to, call 1-800 252-4674. You will receive these benefits as long as you are not already receiving Medicare benefits from the government, or you are not working for another employer who has a medical benefits program. "• • How ho§ wH kootk mo {omogt iftniffc lit COtBi jwwrwi losff The maximum period of time you, your spouse or dependent children will be able to continue health care benefits under the COBRA progam depends on your "qualifying event." If you lose eligibility because you were fired or laid off from your job or did not work enough time to establish eligibility, your maximum coverage period is 18 months from the date of the event. If you lose your eligibility for any other "qualifying event," the maximum coverage period will be 36 months from the date of the qualifying event. MM—« » Zf f •- J--- If you experience two "qualifying events," it is possible to extend your coverage through the COBRA program for up to 36 months instead of 18 months. The time period is measured from the date of the^irj/ qualifying event. In order to receive an extension of participation in the COBRA program the following must have happened: 1. Your first "qualifying event" must have been a termination of employ­ ment or a reduction in your days of employment which caused you to lose your eligibility. 2. Your second "qualifying event" must take place while you are receiving Flan benefits which you have purchased through the COBRA program. Your second "qualifying event" must also be (1) the death of your covered spouse; (2) divorce or legal separation; (3) your eligibility for Medicare; (4) your dependent child's loss of eligibility under the Seafar­ ers Welfare Plan because he or she has reached the maximum age for ' benefit coverage. •; -Si:' ' L Cw f COiM ionngo oo9 kohn Ifct Iftfc or 39Hi ttooHi oROMimm forioif Yes. Your COBRA coverage can end before the maximum period if the following events take place: (1) Your monthly payment to the Plan for the COBRA coverage is not timely. (2) You get another job which has health care benefits for you. Even if those benefits are less complete than those you are receiving from the COBRA coverage, you can no longer receive benefits from the COBRA program. (3) You become entitled to receive Medicare benefits. Illif s tko ohdioa forioi oo9 iww 9oo$ it woik? Once again, the "election" is your decision to tell the Plan whether you wish to purchase COBRA benefit coverage in the event you lose Seafarers Welfare Plan coverage. Depending on the "qualifying event," the Plan will send you notice, or you or your family member will send a letter to the Plan. Once th6 "qualifying event" has happened and the Plan sends you an "election" letter, ybu and your family will have 60 days to decide whether to purchase benefits through the COBRA program. The election period will end 60 days from: (1) The date you experience your "qualifying event" which caused you to lose eligibility time for benefit coverage from the Seafarers Welfare Plaii or (2) the date the Plan tells you that you have a right to participate in the COBRA program, whichever date is later. Mrar oHodR wiH COBttH tovongo tost? The cost of COBRA benefit coverage depends on what level of Plan benefits you were receiving at the time you or your dependents lost eligibility for Seafarers Welfare Plan coverage. Because the cost to participants will vary, you will be notified of the cost to you, or if you are married, for you and your family. After notification of a "qualifying event," the Plan will send you a letter which contains specific information for your situation. This letter will ex­ plain the cost of the COBRA benefit coverage and other important informa­ tion. If you choose to buy benefit coverage through the COBRA program, the first payment you make will cover the cost of your benefits, for the period before your election. After that, you will make a payment once a month. Coo ow spooso otod to tooliooo heohk can kooofhs? Yes. Each family member is entitled to make an election. If you make the election, your spouse and dependent children will be automatically included. If your spouse makes the election it will automatically include dependent children. Wtmt if otp popoRoot for €0999 totongo is toto? If you choose to participate in the COBRA program your first check must be received by the Plan no later than 45 days after you elect to participate in the program. You then must pay a premium every month to keep your COBRA benefits. You do have a 30-day grace period for making late payments. The grace period expires 30 days from the first day of the month during which your coverage is extended. If you do not pay within this grace period you will lose welfare benefit coverage. MIIM wff ffce pnprooi start? The COBRA program will be in effect on January I, 1989. If you need more information you can call Membership Services at I-800-CLA1MS-4 (1-800252-4674). You may also write to COBRA Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Maryland 20746. Leo Bonser . Plans Administrator ComctMo In the January and 1989 issues 6f the LOC^~'Pi©g 18, Ifie'lp'estloW"* reading "Can my COBRA coverage end before the 24th or 36th month maximum period?" should have read "Can my COBRA coverage end be­ fore the ISth or 36th month maximum period?" The April issue of the LOG clarifies the answer to the question "What type of benefits will 1 receive if I Select to continue benefits under COBRA?" ' �-tr-rei- APRIl, 1989 • • -,;, Mfc^..;. •iteSA- MONIS (Apex Marine), January 15Chairman Richard K. Wardlaw, Sec­ retary G, Marzett, Deck Delegate T. Richardson, Engine Delegate O. Espinoza. Steward Delegate W. Con­ nolly. Some disputed OT was re­ ported in the engine department. The ship is due to discharge its pres­ ent load of grain in Chittagong, Bangladesh. If no backload is avail­ able, the vessel will go to the Singa­ pore shipyard. The crew wishes to express its desire to pay off in the United States rather than in Singa­ pore. Two men were taken off the ship due to illness, one at Southwest Pass and one in the Azores. Both had joined the ship in Galveston, Texas. Next ports: Chittagong and Singapore. BAY RIDGl (Bay Tankers), January 30—Chairman T.E. Anderson, Sec­ retary Robert A. Brown, Steward Delegate Hank Spencer Jr. The steward department delegate re­ ported many hours of disputed OT. It was requested that a patrolman be present when the ship arrives in San Pedro, Calif, to settle the issue. Two injuries occurred in the engine de­ partment. Both the pumpman and the wiper were repatriated from Puerto Armuelles, Panama. Fresh provisions such as onions, carrots, apples, tomatoes, potatoes, etc. were in short supply this voyage. It was felt that the quality of the stores has deteriorated recently. Crewmembers were given a vote of thanks for their support of the Mari­ time Defense League this trip. SJNKMIS RMIGl (Interocean Manage­ ment), Chairman R. Edwards, Sec­ retary J. Pitetta, Educational Direc­ tor J. Scutieni. No beefs or disputed OT. The chairman reported that the ship probably will not go to Panama for a few more months. In the meanwhile, it will head for Los An­ geles to discharge cargo. All men were advised not to leave the ship until the patrolman holds a meeting. At that time he will also talk about the importance of contributing to the Maritime Defense League. The crew thanked Patrolman Robbie for com­ ing aboard and helping them at pay­ off. The educational directbr advised members to take advantage of the upgrading opportunities available at Piney Point. The steward was praised for doing an outstanding job after the chief cook took ill. He car­ ried the galley by himself, putting out at least 15 sandwiches each afternoon and a great salad bar. I: l(, IMG aPRKORM (Energy Transporta­ tion Corp.), January 29—Chairman Aubrey L. "Pete" Waters, Secre­ tary John L. Gibbons, Educational Director Fabious M. Ricord. No beefs or disputed OT reported. There is $380 in the ship's fund. The bosun reports a most joyful 120 days 'at sea. A special thanks goes out to the steward department—and to the entire crew for working together during this tour. All crewmembers were asked to comply with the new federal regulations requiring the sep­ aration of plastic goods from gar­ bage. Dumping plastic overboard is polluting our waters and destroying our sea life. Members were cau­ tioned about the new dock in the port of Bontang, Indonesia. The launch service is very poor, and many safety hazards have been noted. The matter has been brought to the captain's attention. Safety is of prime importance on this vessel. The LNG Capricorn had a good safety record in 1988. Crewmembers were asked to keep up the good work in this new year. Next port: Tobata, Japan. aHOUMA (PRMMI), January 23Chairman James D. Cunningham, Secretary Rafael R. Maldonado, Ed­ ucational Director David E. Sim­ mons, Deck Delegate James P. Por­ ter, Engine Delegate Bobbie Clark. Everything is running smoothly with no beefs or disputed OT reported. A vote of thanks was given to all de­ partments for keeping the crew messroom and pantry clean. One minute of silence was observed in memory of our departed brothers and sisters. C$ LONG UHSS (Transoceanic Cableship), January 13—Chairman Joseph J. Olson, Secretary K. Rosiek. Some disputed OT was reported in the deck department in regards to the Ipngshoremen's rate for dis­ charging cable. There is $212 in the ship's fund after the purchase of four cases of soda for the crew cook-out. Estimated arrival in Ho­ nolulu is Jan. 15: The bosun thanked all the crewmembers for complying with the new federal law requiring bers at Piney Point. A vote of thanks was given to the 2nd assist­ ant engineer for installing new TV antennas. Some problem was noted in the food requisition process. The steward said that if he has the food, he will put it out, but items such as butter and white bread are not in plentiful supply. Next port: Stapleton, N.Y. OMf aiARGtR (OMI Corp.), January 29—Chairman F.R. Schwartz, Sec­ retary Neville N. Johnson. No beefs or disputed OT. There is $10 in the ship's treasury. The vessel is sched­ uled to sail from New Orleans, La. to Tampa, Fla., discharge its cargo and then proceed to Corpus Christi, Texas to take on a load for New York.' There will be a payoff in Cor­ pus Christi. The chairman noted that the garbage situation needs to be re­ viewed. The educational director stated that the new federal laws reg­ ulating the dumping of plastics should make the company more aware of what types of stores are SmpsMeetings The Mhwkig d^t mml9$ an iust a smpiiMg of the moof moolbig nports He SlU recehes ooA mwrik from its slups oromul the worfd. Skips' minutes are reviewed by the Union's Xontma Department, Jhose issues requiring attmition or resolution are addressed by the l/uhn upon rereipt of the ship's minutes. the separation of plastics from gar­ bage. All hands were asked to keep their conversations down while watching movies so that other mem­ bers can hear. Crewmembers were asked to clean up after themselves in the crew rec room. Two cobkouts have been planned for the run from Honolulu to the Panama Canal. A vote of thanks was given to the steward department for these cookouts as well as for the outstanding holiday and daily meals.. Next port: Honolulu, Hawaii. GRUT lAMD (Interocean Manage­ ment)—Chairman George Vukmir, Secretary Jesus Laxamana, Educa­ tional Director Steve Sentenney, Deck Delegate Jack W. Edwards, Steward Delegate William Sharp. The chairman discussed the drug testing situation, the Cobra medical plan recently written up in the Sea­ farers LOG and the upcoming con­ tract negotiations in 1990. A sugges­ tion was made to raise $5 from each crewmember to start an emergency and communications fund. A vote of thanks was given to the steward de­ partment for a job well done. GROTOH (Apex Marine), January 31— Chairman Neil Matthey, Secretary Marvin Deloatchf Educational Di­ rector J. Shuler, Deck Delegate Raymond Rainey, Engine Delegate Thomas CorreU, Steward Delegate Christopher J. Mosley. The chair­ man announced that payoff would be Feb. 3 in Stapleton, N.Y. at which time a new captain will take over. The deck and engine depart­ ments reported some disputed OT . regarding Martin Luther King Day. A telex was received from the com­ pany stating that Martin Luther King Day is not a holiday at sea. It is, however, a holiday in those ports where the longshoremen observe it. This information will be taken up with the boarding patrolman. A re­ pair list is being made up for the shipyard. The chairman urged everyone to take advantage of the upgi^ing courses available to mem- •. put onboard. In order to eliminate non-biodegradable plastics, tin should be used whenever possible, juice should be stored in paper car­ tons and milk in 2.5 gallon con­ tainers. There are many such ways to help control pollution. The educa­ tional director advised crewmembers to attend upgrading courses at Piney Point and gain as much knowledge as possible. He also noted that it is possible for the ship to get films on firefighting, first aid and CPR to show to the crew. A suggestion was made to post the Coast Guard clear­ ance in the messhall. Crewmembers would be grateful if they could get the latest literature on the SIU pen­ sion and welfare plans. Next ports: Tampa, Fla.; Coipus Christi, Texas, and New York City. OMf SNaMMIIiriD (OMI Corp.), Janu­ ary 22—Bosun William Baker, Sec­ retary Nancy Heyden. No beefs or disputed OT. There is $120 in the ship's movie fund. The chairman ex­ plained to the crew how the payoff will be handled at JFK Airport and how to reclaim jobs at the New York hall. Before leaving the ship, members were reminded to return survival suits and life jackets to the lounge. Sa-IAMDAOnmR (Sea-Land Service), January 22—Chairman Norbert Prats, Secretary Glen Dambrosio, Educational Director C.M. Devonish. Engine Delegate Terry Green, Steward Delegate Stanley J. Krystosiak. Some disputed OT was re­ ported in the engine department by the chief mate. This matter was re­ solved prior to payoff. The educa­ tional director stressed the impor­ tance of going to Piney Point to upgrade. A motion was made and seconded to request information on emergency relief or medical relief for permanent members. It was felt members should have a say on the choice of months of employment. This will be sent to the contract ne­ gotiating committee for evaluation. A safety meeting was held at which time the crew requested new lines for the ship. Crewmembers also stated that they have been waiting patiently for four months for a TV antenna and for the VCR to be fixed. Next ports: Elizabeth, N.J.; Portsmouth, Va., and Charleston, S.C. [Editor's note: An antenna and a new VCR will be brought aboard ship this trip.] Sa-IAMD CRUSMER (Sea-Land Serv­ ice), January 30—Chairman Gerald Corelli, Secretary H. Fielder. No beefs or disputed OT reported. A repair list has been put out to all departments. Payoff will be in New York this trip, and the ship will then sail for San Juan, P.R. on Feb. 2. Members were reminded of the im­ portance of upgrading their skills at Piney Point in order not to be left behind. Crewmembers were asked to keep the noise down in the pas­ sageways, make sure that clothes are dry when taking someone else's laundry from the dryer, and gener­ ally help keep the ship clean. A vote of thanks was given to the steward department. SEA-IAND DISCOViRY (Sea-Land Serv­ ice), January 17—Chairman Harry M. Fisher, Secretary Jose R. Colls, Deck Delegate Carlos Garcia, En­ gine Delegate Valentin Martinez, Steward Delegate Leon Butler. No beefs or disputed OT. Everything is running smoothly. Payoff will take place as soon as the patrolman comes onboard. A safety meeting was held with some of the crew­ members. The captain wants an ex­ tra AB in addition to the regular watches to help keep stowaways off the ship. The deck department wanted to bring this up to the pa­ trolman, but the matter was settled onboard before payoff. Plastic items which had previously been thrown overboard now must be disposed of in a new way, according to a recent law. Trash cans have been placed on all decks for plastic. Everyone's co­ operation was requested on this is­ sue. A vote of thanks was given to the steward department for the good food and a job well done. Next port: San Juan, P.R. SIA-UMD BOmnOM (Sea-Land Serv­ ice), January 24—Chairman Mark Zimbro, Secretary E. Vazquez, Ed­ ucational Director David Dukehart, Engine Delegate Johnny Hall. Some disputed OT was reported in the en­ gine department. Everything is run­ ning smoothly. The importance of donating to SPAD was stressed. A motion was made by the chairman to add one able-seaman and one util­ ity. This motion will be sent to the negotiating-committee for evalua­ tion. A vote of thanks was given to the steward department by Brother Dukehart for a job well done. Spe­ cial thanks also were given to utility Eusebio Gonzales for keeping a clean ship. IMG VIRGO (Energy Transportation Corp.), January 2—Chairman John P. Davis, Secretary Franklin Robert­ son, Educational Director/Engine Delegate Aaron J. Thaxton, Deck Delegate James Fletcher, Steward Delegate Udjang Nurdjaja. No beefs or disputed OT. The secretary noted that at this time the crew list and ship's meeting forms were being sent to headquarters. All other com­ munications were posted. A vote of thanks was given to the steward de­ partment for a job well done. Next ports: Tobata, Japan and Arun, In­ donesia. In MHipn to tho mioytos poUhM tbon, tho SIU ntoiood oKtU skips mmolos from Iko foHowiop skips; Omsoos Homolto, SoaImid Kodmk, Soo-lmd Padfk, Soo-lood Volin, Soaotor, aad Uhraamr. ! .n'': �• • •: . .. . ^ . • •• -. • •; <:" .i'••.• - .r. • ,• • „.•: •;.. :• '1| SEAfARCIlS LOG 22 -^:;> • .- • .... «t. -'"s' :•; . ^ i > < t'' ^ t "t. Deep Sea JOHN E. FLOYD John Elmer Floyd, 75, passed away Feb. 28 at home in Toledo, Ohio. Born in St. James, Mich., Brother Floyd sailed with the Boland Cornelius Lines as a fireman from 1940 un­ til 1960, when he joined the SIU in the port of Detroit, Mich. He then sailed aboard the Adam E. Cornelius (American Steamship Co.) from 1961 to 1974, retiring in 1975. Burial was at Woodlawn Cemetery in Toledo. Seafarer Floyd is survived by his wife, Mary M. Floyd. flQS& ^ -"- . •.i- J- •••- ,Hr • '• • ' i," •-';. ';•' ) •. "i: • ^ '• ,•- ;*•. ' MV.; ^.,.1 - • •• • GERONIMO B. GAPAC Geronimo B. Gapac, 90, died Feb. 11 at the Veterans Admin­ istration Hospital in Dublin, Ga. after a long ill­ ness. Brother Gapac was featured in the Jan. 1989 issue of the Seafarers LOG as one of hundreds of Seafarers who sailed in World War II who was finally granted their WWII discharges and veterans' bene­ fits. Bom in the Philippines, Sea­ farer Gapac struck out on his own at 17 to become a merchant seaman. For the next 46 years he saw the beautiful cities of the world and the bmtality of action in two world wars. In 1943 Ga­ pac joined the SIU in the port of Norfolk, Va., sailing in the stew­ ard department until his retire­ ment in 1968. Burial was in Hillcrest Memorial Park. Surviving are his wife. Infanta S. Gapac of Savannah; a son, William S. Ga­ pac of Ellabell; two grandsons; two granddaughters, and three great-grandchildren. EMIL J. GLASER Emil J. Glaser, 66, died March 7 in Los Angeles, Calif. Bora in Disputanta, Va., Brother Glaser joined the SIU in 1944 in the port of New York. He last sailed on the Trans Indiana (Hudson Waterways). Seafarer Glaser, who was also a meniber of Dis­ trict 2-MEBA, retired on j^nsion in 1974. Burial took place in Val­ halla Memorial Park, North Hol­ lywood, Calif. Surviving is his wife. Rose M. Glaser. JOSEPH J. KEMP Joseph J. Kemp, 73, died Feb. 26 at the Northshore Regional Medical Center in SlideU, La. Bora in Key West, Fla., Brother Kemp joined the Union in 1940 in the port of Tampa, Fla. He sailed in the deck de­ partment. Seafarer Kemp last sailed aboard the Delta Uruguay (Delta Steamship Lines) in 1979 and went on pension in thht year. Burial took place in Me­ morial Gardens, Picayune, Miss. Surviving is his wife, Voncile Warner. STEPHEN KRAPSHA Stephen Krapsha, 75, died of lung cancer Jan. 18. Born in Laflin. Pa., Brother Krapsha joined the SIU in the port of Buffalo, N.Y. He sailed in the deck de­ partment until his retirement in 1978, last aboard the M.V. Peckinpaugh (Erie Navigation Co.). A resident of Plains, Pa., Sea­ farer Krapsha is survived by his daughter, Leocadia L. Snyder. JOSE MARTINEZ SR. Jose Martinez Sr., 64, passed away March 6. Bora in Spain, Brother Martinez had sailed since 1953. He joined the Union in 1958 in the port of New York, sailing in the deck department. Seafarer Martinez last sailed on the S.S. (Hudson Water­ ways Corp.) and retired in 1976. Martinez was a resident of Balti­ more, Md. He was buried at Oak Lawn Cemetery in that city. Surviving is his wife, Sophia Martinez, and a son, Jose Jr. LEONARD W. PARADEAU Leonard W. Paradeau, 77, died March 14 at Mercy Hospital in New Orleans, La. Brother Paradeau was bora in Minneapolis, Minn. He joined the SIU in 1938 in Norfolk, Va., sailing in the engine department. Seafarer Paradeau last sailed on the Overseas Progress (Maritime Overseas) in 1970. Surviving is his sister, Blanche Arnold of New Orleans. STEPHEN A. SLONESKl Stephen A. Sloneski, 71, passed away Feb. 26 in Kissimmee, Fla. Born in New York City, Brother Sloneski joined the SIU in 1949 in the port of New York. He sailed in the deck depart­ ment. Seafarer Sloneski went on pension in 1982. He last sailed on the C.S. Long Lines (Trans­ oceanic Cable Ship Co.) in 1982. Cremation took place at the Grisson Funeral Home and Cre­ matory in Kissimmee. Sloneski is survived by his wife, Meleana Dora of Kissimmee. WILLIAM J. TARRANT Pensioner William J. Tarrant, 63, passed away December 22, 1988. Brother Tarrant joined the SIU in January 1949 in the port of New York and sailed in the deck department. He last sailed in April 1987 aboard the Sea-Land Venture. He retired in Novem­ ber 1987. Brother Tarrant served in the U.S. Navy from January 1943 to August 1946. He was bora in New Orleans, La. and resided in Metairie, La. Surviv­ ing is his sister. Beryl Baumgartner of Metairie. HAROLD WARNER Harold Warner, 63, died March 20 of lung can­ cer. Bora in Sa­ ginaw, Mich:, Brother Warner joined the Union in 1%7 in De­ troit, Mich. He sailed in the deck department, most recently aboard the Medusa Challenger. Seafarer Warner lived in Deland, Fla. and was buried in Deland Memorial Gardens in that city. Surviving is his wife, Audrey. Great Lakes JOHN L. FLINT John L. Flint, 71, succumbed to pneumonia Feb. 13 at the Huron Medical Care Facility in Colfax Town­ ship, Mich. Bora in Whiting, Ind., Brother Flint started sailing with the SIU in 1968 out of Detroit in the deck department. A resident of Bay Port, Mich., Seafarer Flint re­ tired on pension in 1979. He last worked on the tug Margaret M. Hannah (Hannah Inland Water­ ways, Inc.) in that year. Crema­ tion took place at Sunset Valley Crematory in Bay City, Mich. Flint is survived by his wife, Dorothy Wallace. ADOLF F. KALISCH Pensioner Adolf Frederick Kalisch, 75, joined the Union in 1948 in Toledo. He was bora in Alpena, Mich, and shipped out from there. Kalisch^pent many years working on Huron Port­ land Cement vessels. He last shipped on American S.S.'s J.T. Hutchinson, Brother Kalisch worked in the engine depart­ ment, retiring in 1977. He died at his home on December 2, 1988. He was buried in Evergreen Cemetery in Alpena, Mich. His widow, Martha E. Kalisch, sur­ vives him. WILLIAM I. KINSELLA SR. Pensioner William I. Kinsella Sr., 75, passed away December 28, 1988 at Lykes Memorial Hospital in Brooksville, Fla. Brother Kinsella joined the In­ land Boatmen's Union, Great Lakes Tug & Dredge Division, in August 1961 in Sault Ste. Marie, Mich. He sailed in the deck department with Great Lakes Dredge & Dock Company and retired in June of 1976. Sea­ farer Kinsella was born in Michi­ gan and resided in Brimley, Mich. Surviving is his widow. Myrtle Wilcox Kinsella. Brother Kinsella's body was moved from Merritt Funeral Home in Brooksville to Hillcrest Ceme­ tery in Superior Township, Mich, for burial. GEORGE H. LAMONT Pensioner George H. Lamont, 79, passed away January 22, 1989 at the Benzie County Medi­ cal Care Facility in Frankfort, Mich. He joined the Union in November 1953 in Frankfort and sailed in the deck department. Brother Lamont retired in March 1974. He was born in Michigan and resided in Arcadia, Mich. He is survived by his widow, Paula Hovis Lamont. Burial took place at Conway Cemetery in Arcadia. FRANK E.MAY Pensioner Frank E. May, 71, passed away January 22, 1989 at the Munson Medical Center in Traverse City, Mich. Brother May joined the Union in Decem­ ber 1953 in Frankfort, Mich. He sailed in the deck department. He last sailed with Ann Arbor Railroad, a car ferry service. Lakes seaman May retired in May 1974. Brother May was bora in Michigan and resided in Frankfort. Surviving is his widow, Zelda E. May. Funeral services were held at the Bennett-Jonkhoff Funeral Home in Beulah, Mich, and burial took place at the Blaine Twp Ceme­ tery in Blaine Twp. Mich. PAULM. WUORI Pensioner Paul M. Wuori, 65, passed away February 7, 1989. Brother Wuori joined the SIU in October 1960 in the port of To­ ledo, Ohio. He last sailed in No­ vember 1987 in the engine de­ partment aboard the Harry Steinbrenner owned by Kinsman Lines. He retired in October 1988. Prior to joining the Union, seaman Wuori sailed for 10 years as a marine fireman. Seafarer Wuori was bora in Maple, Wis. and resided there. Surviving is his sister, Alice O. Walamaki of Maple. I �.. APRIL, 1989 1989 UPGRADING COURSE SCHEDULE xmr:. Check-In Date June 26 September 18 June 12 July 10 May 15 July ,31 September 18 Variable Speed DC Drives September 18 August 21 Hydraulics Limited Assistant/Chief Engineer July 17 *AII students in the Engine Department will have two (2) Familiarization at the end of their regular course. Course Automation QMED—Any Rating Fireman/Watertender and Oiler Marine Electrical Maintenance Refrigerated Containers Advanced Maint. Pumproom Maint. and Ops. June through September 1989 The following is the current course schedule for June—December 1989 at the Seafarers Harry Lundeberg School of Seamanship. The course schedule may change to reflect the membership's and industry's needs. PLEASE NOTE: AU members are required to take firefighUng when attending SHISS. Deck Upgrading Courses Firefighting: • Yes Date Available for training Mo./Day/Year (Area Code) Deep Sea Member • Lakes Member • Inland Waters Member • Pacific • If the following information is not filled out completely your applica­ tion will not be processed. VESSEL ^ No G . - • RATING HELD DATE SHIPPED DATE OF DISCHARGE " t•. Department. Seniority^ SIGNATURE. • Yes Veteran of U.S. Armed Forces: DATE. GNo A*' • • • • ^— Endorsement(s) or License(s) Now Held. I Am intercs)ed in (he Following C'oursc(s) Checked Below or Indicated Here if No( l.is(ed Are you a graduate of the SHLSS Trainee Program: DliCK • Yes- GNo (If yes, fill in below) Trainee Program: From_ Last grade of school completed. to (daics atlcndcd) Have you attended any SHLSS Upgrading Courses: • Yes • No (if yes, fill in below) Course(s) Taken. CPR: G Yes Book #. Social Security #. ,'. /• <, V With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. Date of Birth. Telephone. Home Port. NoG Primary Language Spoken (Zip Code) Completion Date November 6 July 3 Do you hold a letter of completion for Lifeboat: • Yes , No • (Street) (State) Check-In Date September 25 May 29 Course Bosun Recertification Steward Recertification Upgradiug Appliaitioa (City) i' • Recertification Programs SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP Address. i The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) June 5 June 9 (Prior to FOWT) July 31 August 18 ABE/ESL Lifeboat Preparation Course September 25 October 13 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. Check-In Completion Course Date Date Assistant Cook, Cook and Baker All open-ended (Contact Admissions Chief Cook, Chief Steward. Office for starting date)=*= '''All students in the Steward Program will have two (2) weeks of Sealift Familiarization at the end of their regular course. (Middle) I-': x: Check-In Completion Date Course Date The Adult Education Courses for 1989 will be six weeks in length. High School Equivalency (GED) July 3 August 14 September 4 October 16 October 30 December 11 July 3 August 12 Adult Basic Education (ABAE) September 4 October 14 October 30 December 9 August 12 English as a Second Language (ESL) July 3 September 4 October 14 December 9 October 30 Steward Upgrading Courses (Kirsi) Completion Date July 21 December 8 July 21 September 1 June 9 September 8 October 27 October 27 September 15 September 8 weeks of Sealift 1989 Aduit Education Scheduie Check-In Completion Course Date Date Able Seaman July 10 August 18 September 4 October 13 Third Mate July 10 October 13 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions for starting date) Radar Recertilication Open-ended, 1 day (Contact Admissions for starting date) Limited Inland Licen^ July 17 September 8 Lifeboat July 24 August 4 August 21 SeptemL>c.° 1 September 18 September 29 (This course is not offered as a LNG—Self-Study separate course, but may be taken while attending any of the regu­ larly scheduled courses.) *Upon completion of course, the Sealift Operations & Maintenance course must he taken. (I.asl) •' • Engine Upgrading Courses Pngnm Geand to Improve Job Stkills Ani Prombto US MarUimo Industiy Name. 23 • • • • • AB/Sealil'( Is) Class Pilot Third Mate Radar Observer Unlimited Master Inspected Towing Vessel • Towboat Operator Inland • Celestial Navigation • Simulator Course FNOINF • FOWT • QMliD—Any Rating • Variable Speed DC Drive Systems (Marine Flectronics) • Marine Flectrical Maintenance • Pumproom Maintenance & (Operation • Refrigeration Systems Maintenance & Operation Q Diesel Fngine Technology • Assistant Fngineer/Chief Fngineer Motor Vessel • Original 3rd lingineer Steam or Motor • Refrigerated Containers Advanced Maintenance • FTectro-Hydiaulic Systems • Automation O Hydraulics Q] Marine Flectronics 'technician •STIiWARD • • • • • Assistant Cook Utility tiaiok and Baker Chief Cook Chief Steward fowboat Inland Cook ALL DFPAR'rMliNTS • Welding • Lifeboatman (Must be taken with another course) ADUI T I;DU( ATION DI;PARTMI;NT [J Adult Basic Fiducalion (ABIi) • High School liquivalency Program tCil-.D) • Developmental Studies (DVS) I I Finglish as a Second Language tliSI.) • ABi;/i;SI. Lifeboat Preparation dm COI.LIiOF PROORAM • Associates in Arts Degree • Certificate Programs No transportation will be paid unless you present original receipts and successfully complete the course. Rii i uRN COMPLF:TI;D APPl.lt ATION TO: Seafarers Harry Lundeberg Upgrading Center. Piney Point. MD. 20674 f , �jj d . ' ••••' ' •. 24 saatasioe SlU URGES REMOVAL OF MARIOME SERVICES wmismrf FROM CURREHT ROUND OF IRADE TALKS F 7 . " 'V: . : 'he SIU voiced strong otgections to the inclusion of mari­ time services in the current round of international talks being conducted under the auspices of the General Agreement on Tar­ iffs and Trade (GATT). The Union is urging Congress to pass legislation specifically excluding maritime services from GATT's agenda. The union warned that any ne­ gotiated agreement dealing with the maritime industry could wind up invalidating U.S. laws gov­ erning everything from coastwise trade to operating subsidies for U.S.-flag carriers. In its more than 40Tyear his­ tory, GATT has focused its at­ tention exclusively on trade in goods. The inclusion of services in the current round of negotia­ tions in Uruguay marks a dra­ matic departure from that prac­ tice. This marks the second time that the Union has been forced ' to oppose efforts to open up the U.S maritime services to as­ saults from abroad. The first time was during the negotiations that led up to the U.S.-Canada Free Trade Agreement. Maritime services were on the agenda dur­ ing the early stages of those talks, too. But they were re­ moved in the end because an aroused Congress made clear it would not deal away historic protection of the merchant ma­ rine. In calling for exclusion of mar­ itime services from the Uruguay round of GATT negotiations, the SIU pointed out that efforts to abolish international trade bar­ riers could: • Invite a free-for-all in which foreign competition would apply pressure to open up the re­ stricted U.S. coastal trade. • Endanger the Jones Act by forcing the United States to repeal existing cabotage laws that bar foreign vessels and air­ lines from providing service be­ tween two destinations in this country. • Encourage third-worid and East-bloc countries to engage in these domestic trades, thus pos­ ing a grave threat to national se­ curity. • Risk forfeiture of protec­ tions extended to U.S.-flag ship­ ping through cargo preference laws which reserve a percentage of government-generated ship­ ments for American ship opera­ tors. • Force the United States government to drop existing op­ erating subsidies designed to help U.S.-flag carriers offset competition from low-wage for­ eign-flag shipping that does not have to meet U.S. standards for manning or safety. ices in the on-going GATT nego­ tiations. In addition, the nationally ac­ claimed Commission on Mer­ chant Marine and Defense, which has just completed its two-year study of the industry, made clear that it opposes in­ cluding the maritime sector in the GATT negotiations. And just prior to the close of the 100th Congress, Sen. John Breaux (D-La.) and Rep. Walter Jones (D-N.C.), introduced legis­ lation in their respective bodies not only reaffirming strong sup­ port for the Jones Act but also expressly stating objections to making maritime transportation part of the Uruguay found of talks. The Union pointed out that because maritime is the oldest form of international trade, it is already highly regulated. On the world scene, it is subject to the overview of the International Maritime Organization (IMO) and the United Nations Confer­ ence on Trade and Development (UNCTAD). On the domestic scene, it is regulated by the De­ partment of Transportation (DOT) and the Federal Maritime Commission (FMC). Under the circumstances, the SIU stressed, it would be not only unnecessary but unwise to force maritime's involvement with anot^r multilateral agency—^particularly one that has no experience in, or under­ standing of, the complexities of international shipping. The SIU pointed out that the Omnibus Trade Bill of 1968 reaffirmed the principle that maritime services should be treated independently from other trade issues. Title X of that leg­ islation si^ifically prohibited the inclusion of maritime serv­ Commission Recommottdatioas continued from pt^e 4 • Receiving reports on gov­ ernment agency efforts to pro­ mote maritime industries. • Raising to 100 percent the percent of government-owned or government-impelled cargo that must be carried on U.S.-flag ships. • Improving the quality and military utility of ships engaged in Jones Act trade. • Ensuring that rates paid for Defense Department caigo are fiilly compensatory. • Establishing a National Maritime Industries Research and Development Program. • Requiring secretaries of De­ fense and Transportation to re­ port annually to Congress on sealift capability. • Updating the Longshore­ men's and Harbor Workers' Compensation Act so that its benefits are comparable with those paid under industrial work­ ers' compensation programs. • Allow greater flexibility in use of maritime personnel. and labor must be heard in the deliberations undertaken by a number of different government task forces which will be needed to address the interrelated prob­ lems of building and maintaining an adequate merchant marine, and sending it to sea to compete in peacetime and be prepared to serve the national defense in time of crisis. Emphasizing that cooperation is vitsd between the government and the maritime industries, the report said that failure to achieve this "mutually beneficial" rela­ tionship could end up with the government becoming "more de­ pendent on its own resources, such as inactive reserve fleets and public shipyards," to meet national defense needs. "Such a course might sQund the death knell for the American maritime industries as we know them, to the disadvantage of our trade and commerce as well as of our fundamental national se­ curity in both peace and war," the commission concluded. The commission advocated es­ tablishing a maritime forum sponsored by the Secretary of Transportation in which all ele­ ments of the industry's private sector would meet with govern­ ment representatives. The forum could bring cohesion and unity on maritime public policy among all concerned parties. What the Private Sector Should Do The Commission acknowl­ edged the unique role of the American merchant marine as "a private industry required to per­ form a public Action." Under these circumstances, its report said, "subsidies paid to the mar­ itime industries must never be regarded as a gratuity . . . They are investments by the American people, through their govern­ ment, for the nation's well-being. For their part, the shipping, shipbuilding and ship repair in­ dustries must realize that "the government expects a 'return' on its investment in the form of ad­ equate, readily available, stra­ tegic sealift assets." One way that this goal can be accomplished, the report said, is through cooperation among op­ erators, unions, shipyards and shipyard suppliers to "reduce and eliminate counterproductive competition and disagreements and to enhance' development of coordinated and concerted ac­ tion." And, the commission said, the voices of maritime management ' •. br more than four decades, 94 governments have attempted to liberalize world trade and place it on a secure basis that win contribute to global eco­ nomic growth and development. This ambitious program is c?u-lied out under the General Agreement on Tariffs and Trade (GATT)—a multilateral treaty first drawn up in 1948 and now subscribed to by 94 countries. WHAT IS GATT^S PURPOSE? Its stated purpose is to put mi end to discrimi­ natory trade practices, reduce trade b^ers and get rid of other devices which distort competition in the worid market. WHAT ARE 'ROUNDS' OF NEGOTIATIONS? PeriOdicaUy, ministers from participating countries sit down in wlmt are referred to as "rounds" fff multilateral trade negotiations. In the early days, these discus­ sions lasted only a few months CHT, at most, a year. But as Uie number of participating countries j^w, and the issues became more complex, negotiation rounds have stretched over longer and longer periods of time. The discussions that opened in Geneva in 1954, for example, weren't completed until 1967; the Tokyo round ran from 1973 to 1979; and the current round of talks, launched in Umguay in 1986, is still going on and isn't expected to wind up until next year. WHYISGATT IMPORTANT? ^ ITie present GATT ne^gotiations come at a time when trade imbal­ ances have developed into a source of increasing tension in the world economy and when governments are playing a grow­ ing and important role in deter­ mining the flow of commerce. The continued deep U.S. trade deficit, for example, is directly traceable to the fact that many recent actions by foreign govern­ ments—especially in the form of export subsidies, voluntary ex­ port restraints, other non-tariff barriers to imports, and bilateral agreements—contradict the GATT principles that have at­ tempted to supervise interna­ tional conunerce since the end of World Warn. WHAT DOES GATT MEAN TO A SEAMAN? On the agenda for the current round of GATT j talks in Uruguay are "services." Included in this catetgory is shipping. If maritime is included in GATT, the negoti­ ated agreement could wipe out existing U.S. laws governing coastwise trade and operating subsidies. . ••( V- '/•-;! S 4 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1989 Description An account of the resource HEADLINES PHIL CARLIP DEAD AT 94 SACCO DEPLORES SHIP DECLINE UNDER DOT, SEEKS IMPROVED STATUS FOR MARITIME ADMINISTRATION GEN. CASSIDY: ‘COALITION CAN REVIVE MARITIME’ DEFENSE COMMISSION URGES ‘DECISIVE ACTION’ TO UPGRADE NATION’S FLEET, CITES LACK OF SEALIFT RESOURCES PANEL SAYS COSTS WOULD BE ‘TRIVIAL’ COMPARED TO TOTAL DEFENSE $’S JOINT MANAGEMENT/UNION COMMITTEE PLANS AIDS EDUCATION PROGRAM SIU DRUG SUIT: HEARING DATE IS APRIL 24 IN FEDERAL COURT SUPREME COURT UPHOLDS DRUG-TESTING FOR RAILROAD AND CUSTOMS WORKERS SIU’S INLAND DIVISION SIGNS PACTS WITH THREE TUG BOAT COMPANIES EASTERN UNIONS HANG TOUGH AS LORENZO TRIES CHAPTER 11 SIU GOES ALL-OUT FOR MACHINISTS BIG OIL SPILL SLOWS SHIPPING FROM VALDEZ U.S. SHIPPING WINS AMENDMENT TO KEEP NEW ALASKA OIL FOR DOMESTIC CONSUMPTION NEXT OF KIN DECEASED SEAMEN CAN OBTAIN WWII CERTIFICATES ANTARES CREW RESCUES SAILBOAT FROM 50 MPH GULF STORM DURING TRAINING EXERCISE MOBILE SEALIFT TRAINING TEAM VISITS WATERMAN AND I.M.C. SHIPS GOV’T DIVISION MEMBERS WELCOME NEW SHIP BUSINESS AGENT GRIER RETIRES DORIS MORAN AND MARITRANS LIBERTY IN FLORIDA SIU CREWS ON LAKES READY THEIR BOATS FOR ANOTHER RECORD SEASON EARLIEST FITOUT IN 20 YEARS, FIRST VESSELS ALREADY SAILING CHARLES E. WILSON ROGER M. KEYES WILLIAM R. ROESCH WILLIAMETTE: FINE CREW, GOOD FOOD NEW SHIPHANDLING COURSE ESTABLISHED AT LUNDEBERG SCHOOL. FIRST CLASSES TO START MAY 15 SIU URGERS REMOVAL OF MARITIME SERVICES FROM CURRENT ROUND OF TRADE TALKS WHAT IS GATT? Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1989 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 51, No. 4 1989 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/07adc24e92c7969240e2d81b7bd75529.PDF dca48f0a35a692331b6ecf48d5a55077 PDF Text Text Cruz Survives 20-foot Plunge Shipmates' Ingenuity, 24-Hour Care Save AB's Life on M/V Baltimore SEAEiMCEMSS ; • ' 7" -fe.;'' •'' 111-' J !^i;*'.C • ''^ May Volume 51, Number 5 I^ (•••-:)• •-./'V/' A Coast Guard helicopter lifts the ipjured Seafarer from the MA^ Baltimore in waters off the Carolinas' coast. Aboard the MA^ Baltimore, an Apex Marine integrated tug/ barge tanker, the SIU's Brotherhood of the Sea is more than a slogan. It is a way of life to which Seafarer George Cruz says he owes his survival. placed the damaged wrist in a A heartwarming demonstra­ splint. Bosun George Kahn and tion of the real stuff of which the deck crew fashioned a the Brotherhood is made took stretcher of plywood so that place when Brother Cruz, who Cruz could be moved from the was about to paint the ladder, deck to his room. suddenly plunged more than 20 Unable to move his head or feet from the port side of the limbs. Brother Cniz could not stack deck to the boat deck. Ap­ take nourishment, so his ship­ parently in critical condition, mates in the black gang manu­ with a broken wrist and severe factured a special drinking straw back injuries, Cruz could not that enabled him to take in liq­ move. uids. Chief Steward TohyTDei Boissiere handled the stricken Seafarer like a baby, lifting and holding his head as he spoonfed Cruz with specially-prepared food. The injured Seafarer was never left alone. A virtual intensive care The mishap occurred a little unit was set up as fellow Seafar­ after 0900 on March 29, as the ers of the deck crew maintained vessel was returning to New an around-the-clock watch to York from St. Croix on a regular keep Cruz in stable condition until riin. The Coast Guard was noti­ arrival of the Coast Guard which fied immediately of the accident got to the scene on noon of the and scheduled a rendezvous with following day. the Baltimore to transfer the in­ (Continued on Page 18) jured Seafarer to a hospital. Later Cruz stated that, "I was in more pain than I ever dreamed possible." A War-Time Hero Comes Home to Baltli The injured Seafarer was never left alone . ;. f.' • Crew Moves Quickly Meanwhile, the crew went to work to do everything that could be done to make Brother Cruz as comfortable as possible, and to prevent his body from going into shock. Captain Ed Bise fm r,-n '- One of a few remaining Liberty ships, which played such a heroic part in the WWII victory of democracy, is towed into the port of Baltimore hy SlU-crewed tugs. Onboard the Liberty ship are volunteer mariners, including r^BT^ i^U nieinbers. See page 6. T-AGOS Performance Cited Is' Navf Honors Sea MoMhy Company and SU Crew Panel Announces Award Winners Geoige Cruz Union Schdaishlps Awarded To 2 Secddieis, 4 SlU Dependents Page 2 and 24 Inside: M/V Baltimore Bosun George Kahn (right) and Chief Steward Tony DeBoissiere. Lundeberg School Offers New Inland Curriculum Page 2 'Zero Tolerance' Policy Means Seizure, Halt of Operations Page 3 •ik:- Union Industry Prot>e •t' Drug Testing Problem Page 5 \ SIU Crews Cape Horn in San Francisco, CA Page 13 dWiMllMli •V. ; • • • . i'. �SBWARSRS LOG President's Report T • •' V •,; < • V •" • •• • •; '•' t'M-- f- ; • -v • C-' r-: .; :• •i ti V . • .• The priority which the Soviet Union gives to its merchant fleet offers a marked contrast to the neglect and indifference that charac­ terizes the United States' attitude toward its shipping capability. An article in The Journal of Commerce by its Moscow correspon­ dent reports that the Soviet Ministry of the Merchant Marine has begun "a massive modernization program that could cost the state treasury more than $4 billion under the 1991-95 five year plan." If the plan is fully completed. The Journal of Commerce story says it would give the Soviet Union one of the most up-to-date fleets in the world by the mid-1990s. Shipping ex­ perts also are urging the Merchant Marine Ministry to purchase new ships and equip­ ment which is intended to reduce the de­ pendence on chartering of ships. The Journal of Commerce reports that the Soviets have 1,650 ships with a total of 20.2 million tons of carrying capacity. Of them, 65.9 percent are dry cargo ships, 27.2 per­ cent are tankers, 6.4 percent are combination ships and 0.5 percent are passenger vessels. The Soviet ministry says that last year, Soviet ships carried 256 million tons of cargo, 77 million of which was in the coastal trade. Soviet Shipping Aims at Larger Share of Commerce The massive fleet modernization program is a clear signal that the Soviets are still committed to their objective of carrying a major share of their own exports and imports and to expand their activity in the cross trades. They are motivated both by economic considera­ tions, among them the desire to earn hard currency, and the allimportant national security consideration. The Soviets understand too well the danger of dependency on foreign shipping. Meanwhile, here in the U.S., the merchant fleet fails to get even minimal atten­ tion. It appears that only the people responsible for the national security are worried about our lack of a sufficient merchant fleet. The big hope is that the people in the Defense establishment who are attempting to wake up the nation to this national deficiency will be able to turn the situation around. The people over at the Department of Commerce are stepping up activity designed to promote the export of American products. In­ creasing our exports to the foreign markets is one of the best ways to reduce the massive trade deficit which has been hanging over the nation for too long. The lower valued dollar makes it easier to sell U.S.-made goods abroad. The experts tell us that for every $1 billion dollars in U.S. exports, 25,000 jobs are created. The push on exports, referred to as the Export Now program, got under way last year. It is being handled by the Commerce Depart­ ment's U.S. and Foreign Commercial Service, which is responsible for trade promotion both domestically and abroad. This office is operating an elaborate network made up of 48 district offices and 19 branch offices throughout the U.S. Particularly interesting to us is the fact that the directors of the program are making a strong effort to promote the use of U.S.-flag ships in conjunction with their export promotion activities, and they are seeking the cooperation and input of the industry in determining how best to crank up the use of American vessels. This Commerce Department activity on behalf of U.S. shipping underscores some of the reasons behind our suggestion several weeks ago that perhaps it was a mistake for our industry to have agreed to be transferred from the Commerce Department to the Department of Transportation without some assurance that the prob­ lems of the industry would be appropriately addressed. We suggested further that the industry might well consider whether it might be better served by moving the Maritime Adminis­ tration back to Commerce or giving it independent agency status. Commerce is in effect promotion-oriented, while Transportation does not stress promotion but is regulatory in its approach. We think the Export Now program and its inclusion of U.S. shipping promotion is further evidence of the point we were making. While seamen the world over are very special people in our judgment. Seafarers are the very best. The best qualified, best trained, gutsy and caring^ And we point with pride to the crew of the tanker MV Baltimore (Apex Marine) as an example of what we're talking about. Had it not been for the devoted care and attention of his shipmates when AB George Cruz suffered a very serious fall, he feels he might not have been around to tell the story. To all hands, especially Bosun George Kahn, Chief Steward Tony DeBoissiere, and Captain Ed Bise, our deep thanks and a big salute for their ingenuity, skill and kindness in, as George Cruz put it, saving his life. Seafarers, Dependents Win SIU Scholarships Two Seafarers and four chil­ dren of SIU members have been named winners in the 1989 SIU scholarship program, it was an­ nounced by the impartial panel of educators. The awards were chosen on the basis of previous academic performance. The two SIU members awarded scholarships are: AB WiUiam McRee, 26, of Santa Fe, NM who will receive a $10,000, four-year scholarship and AB Laura Kay Morgan, 29, of North Hampton, NH who won a two-year, $5,000 scholar­ ship. The four dependents who were awarded four-year, $10,000 scholarships are: Sandra Chew, 17, of San Fran­ cisco, CA. She is the daughter of SIU pensioner Tak Lim Chew and Yim Ching Chew; John E. Costango, 19, of Mohnton, PA. He is the son of Seafarer George Costango and Barbara Snyder; Glen D. Gontha, 16, of Brook­ lyn, NY. He is the son of deepsea member Edward J. Gontha and Sientje Gontha; Tamara Greene, 18, of Valdosta, GA. She is the daughter of Seafarer Ray E. Greene and Paula P. Pena. In a communication to all win­ ners, SIU President Michael Sacco extended the best wishes of the union as they pursue new studies. He said the union is proud of their achievements. Since the SIU started the scholarship program in 1952, 185 scholarships have been awarded. The Scholarship Award Com­ mittee consists of six profes­ sional educators. They are Dr. Trevor Carpenter, director of physical education and intercol­ legiate athletics at Charles County Community College in LaPlata, MD and Dr. Michael Glaser, professor of English at St. Mary's College in St. Mary's City, MD. Also Dr. Charles Lyons Jr., senior consultant for the Ameri­ can Association of State Col­ leges and Universities; Dr. Charles D. O'Connell Jr., special assistant to the president at the University of Chicago; Dr. Gayle A. Olson, professor of psychol­ ogy at the University of New Orleans, and Dr. Keith Schlender. Department of Pharmacol­ ogy, Medical College of Ohio, Toledo, OH. For more information on the SIU's scholarship program win­ ners, see page 24. New Inland Courses Set The SIU's tradition of provid­ ing increased job opportunities for its members continues with new courses at the Seafarers Lundeberg which will give inland boatmen a chance to obtain or upgrade their licenses. These new courses, on top of the already extensive inland training available at the school, will give SIU inland members the skills and qualifications the towing industry is seeking. The eight-week courses will cover original and upgraded li­ censes for: 500-1,600 ton mate, operator and second class opera­ tor uninspected towing vessels and 100-200 ton mate and mas­ ter, limited assistant and limited chief engineer courses. The first course is scheduled for July 17 through September 8. It will be filled on a "first come, first serve" basis. Along with course work relating to the par­ ticular license being sought, CPR, first aid and firefighting classes will be required. School officials stressed that before anyone may be accepted for the programs they must have a U.S. Coast Guard approved evaluation of their seiatime. To receive an evaluation of seatime, one must contact: United States Customs House 40 South Gay St. Baltimore, MD. 21202 Applicants must meet this and other normal school requirements. When the application for a li­ cense is submitted to the Coast Guard, it must include a hand­ written note requesting that the Seafarers School be notified the application and review has been accepted by the Coast Guard. Volume 51 Number 5 f •' $• • V-- May 1989 (I 'he LOG (ISSN 0160-2047) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, Maryland 20746. Telephone (301) 899-0675. Second-class postage paid at MSG Prince Georges, Maryland 20790-9998 and at additional maUing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way; Camp Springs, Maryland 20746. President, Michael Sacco; Secretary-Treasurer, Joe DiGiorgio; Executive Vice President, Joe Sacco; Vice President Collective Bargaining, Angus Vice President Atlantic Coast, Jack Caffey; Vice President Gulf Coast, Thomas Glldeweil; Vice President West Coast, Geoige McCartney; Vice President Lakes and Inland Waters, John Fay; Vice President Government Services, Roy Mercer. Communications I^partment Director, Jessica Smith; Managing Editor, Mike Hall; Associate Editors, Max Hall and Deborah Greene; Design Consultant, Dennis Goris. ,I �KUYAm ''. •:•. -'M' SlU-Maanetl T-AGOS Pacific Vessels Honored by Navy for 'Suporb Oporations^ M avy Secretary William L. fW Bell III, said the crews of the Pacific T-AGOS fleet "demon­ strated exceptional professional competence, resourcefulness, in­ novation and dedication in sup­ port of Pacific Fleet ASW opera­ tions while conducting consis­ tently superb daily operations, numerous special ASW tasks and the development and em­ ployment of new systems." Secretary Bell's remarks were part of the citation accompany­ ing the celebrated Navy Unit Commendation pennant and cer­ tificate presented to the five SlU-crewed T-AGOS vessels op­ erating in the Pacific. ^ ^."0' •" T-AGOS Critical to Defense T-AGOS is the name used to describe the surveillance-towedarray-sensor-system $hips which coordinate antisubmarine war­ fare (ASW) operations. The ves­ sels, although operated by a pri­ vate company and crewed by civilians, play a key role in the national defense of the United States. SIU members crew the five vessels which make up the Pa­ cific T-AGOS fleet: Triumph, Contender, Assurance, Indomi­ table and Assertive. Officers on T-AGOS vessels are represented by District 2, Marine Engineers Beneficial Association-Associ­ ated Maritime Officers. On hand for the April 21 pres­ entation of the pennant were Sea Mobility Vice Resident Mike Clarity and the USNS Triumph crew. Sea Mobility, a private maritime services company, has Underway in Pearl Harbor, OS Chad Piianala (left), AB Ted Dodson and Chief Mate John Yeskewicz bring up the anchor. T-AGOS vessel master Wade Armstrong (left) receives the prestigious Navy Unit Commendation pennant from Captain Alan R. More, com­ mander, Ocean Systems Pacific. Sea Mobility Vice President Mike Clarity looks on. been responsible for the opera­ tion and management of T-AGOS vessels for the past four-and-a-half years. Upon their return to port, the Contender, Assurance, Indomi­ table and Assertive will be pre­ sented pennants and certificates. Bosun Sam Wooten (left) and OS Darren Williams rig the gangway. 'Outstanding Knowledge' Concluding the citation. Navy Secretary Bell said: "By their outstanding knowledge, technical expertise, determination and to­ tal devotion to duty, the officers, enlisted personnel and civilian employees . . . reflected great credit upon themselves and up­ held the highest traditions of the \h« nited States Naval Service." The Navy Unit Commendation was awarded to the T-AGOS Pa­ cific fleet for "exceptionally meritorious service from January 1, 1986 to September 30, 1987." Alongside the USNS Triumph: AB Lael Schmidt (left). Bosun Sam Wooten, AB Ted Dodson, QMED Don Cooper and OS Darren Williams. Any Amount of Drugs Leads to Vessel Seizure^ Says Gevernment A •Ji^ •" A' •-yf:;\,- ff ffnder the zero tolerance, poli1/ cies of the Coast Guard and U.S. Custom Service, any amount of drugs—no matter how miniscule—^may lead to seizure of the vessel and the arrest of those in possession. This very severe penalty, affecting U.S.flag vessels, can be devastating to a ship operation. Zero tolerance, as well as other anti-drug measures, have followed the enactment of the Omnibus Drug Initiative Act of 1988. In response to the narcotics crisis, both the SIU and the shippers have pledged their co­ operation with legitimate law en­ forcement. But the sweeping na­ ture of the new zero tolerance policy of the Coast Guard and U.S. Customs is excessive, say maritime industry representa­ tives. No Innocent Owners Under the zero tolerance pol­ icy, the Coast Guard and Cus­ toms do not hold any owner to be innocent. On Jan. 8, 1989, Coast Guard and Customs officials seized and held the tug/barge Adrienne/L, because there were 2.3 grams of marijuana found on the vessel. Customs also seized a large California-based research ship near Honolulu, since agents found a small amount of per­ sonal-use drugs. Federal authori­ ties charged a crewmember with importing and possessing one gram of marijuana. In view of these federal ac- pany's operation. Under the zero tolerance pro­ gram, the Coast Guard escorts a seized vessel to port and turns it over to the Customs Service. Then Customs initiates adminis­ trative procedures to determine whether to fine the owner and release the vessel, or whether to take additional action. The Cus­ toms Service issues notice of all penalties imposed and informa­ tion on how to contest them. The cost of a seizure is high . . . a seized tow could cost $20,000 a day and could jeopardize a shipping operation. tions, the shipping industry would prefer to get back to the legal assumption of the innocent owner. The cost of seizure is high. For example, a seized average tow would cost an operator $20,000 per day. Over a period of three weeks, the cost would amount to $420,000, and possibly the permanent loss of shipping customers, jeopardizing a com- Carrier Agreements May Help Agreements between Customs and the carriers may solve some of the problems raised by zero tolerance. The purpose of these carrier agreements is to develop government-industry cooperative efforts to deter illegality. While these agreements cannot exempt a company from the law. the Customs Service agrees to take into account the extent to which the participant has shown compliance with the agreement's terms. Fishing Vessels Exempt One segment of the maritime industry, fishing, has won a vic­ tory on the seizure question. The Omnibus Drug Initiative Act of, 1988 exempts commercial fishing vessels from seizure for trace elements of drugs found on­ board. Also, under a proposed rule by the Coast Guard, personaluse quantities of illegal drugs discovered on fishing vessels would subject owners to a sum­ mons, not a seizure. The Cus­ toms Service would determine penalties or forfeiture. If the vessel failed to appear at the designated local Customs office after the summons, the vessel could be seized and the owner subjected to prosecution. These provisions for fishing vessels show the government has some understanding of the indus­ try. .... • . i' . • :. '.K / •:yy.y:i ^ �SUF/Utm 106 Industry Fights to Keep Maritime Out of Trade Talks Alarmed by the administra­ tion's reluctance to remove mar­ itime services from the General Agreement on Tariff and Trade (GATT) agenda, over 150 organi­ zations—including the SIU— have formed an impressive united, industry coalition. Mov­ ing quickly, the coalition repre­ senting "all those who operate, crew and build U.S.-flag ves­ sels," has launched a program to keep shipping from being used as a government bargaining chip in the GATT Uru^ay talks sched­ uled to begin this summer. In a letter to Ambassador Carla Hills, the U.S. Trade Re­ presentative, the maritime indus­ try coalition said, "We strongly and unequivocally urge the United States government not to proposei and not to accept, the inclusion of waterbome trans­ portation in any services agree­ ment reached during the current Uruguay round of GATT negoti­ ations." The proposals on GATT's agenda "would restrain and re­ strict the ability of our govern­ ment to strengthen maritime pro­ motional measures or to adopt new measures promoting the fleet in the future," the coalition stated. The industry group reminded Ambassador Hills that Congress, when facing a decision on whether to include maritime services in the Canada Free Trade Agreement, strongly voted MID Urges Trade Rep. to Protect Shipping The Maritime Trades Depart­ ment, AFL-CIO, in a communi­ cation to U.S. Trade Represen­ tative Carla Hills, voiced its "strong opposition to inclusion of maritime services in any agreement coming out of the Uruguay round of the General Agreement on Tariffs and Trade (GATT) negotiations." Don't gamble with nation's maritime laws, it's not worth the risk . . . 1, ' •'^:. • ff J'r"r,;'v ' r •:. Representing 43 national and international unions and 8.5 mil­ lion workers engaged in maritime and maritime-related trades, the MTD opposes any use of ship­ ping as a bargaining chip ia the trade talks. The administration's belief that it could protect exist­ ing national maritime laws is a gamble not worth taking, notes . the organization. "To exclude existing programs on a piecemeal basis would serve no practical purpose, ex­ cept to mask the consequences of a services agreement," MTD President Sacco told Ambassa­ dor Hills. The MTD noted that GATT's framework services agreement provides for the exclusion of sectors should they meet "cer­ tain overriding considerations." If any sector "cries out" for ex­ clusion, it is maritime, states Sacco, especially in view of its national defense role. Furthermore, says the MTD, it is alarming that "U.S. negotia­ tors have been and are at the forefront of efforts to place and keep maritime services on the agenda." The administration's role, urges Sacco, is "to hold the line against any provision under GATT . . ; which would adversely impact the U.S. mer­ chant marine." Secretary Skinner, Sacco Discuss Shipping -s r>-. • '!• liC;v.,:^ 'i ; '' A. • • ••v : •f"; C, .. •i • T • ; •>-. y. ".. •' • • ^• - / •• .-i ' ^ ,;A;' The plight of U.S.-flag shipping and the need for corrective measures were among matters discu!»^ by SIU President Michael Sacco (second from right) in a meeting with Secretary of Transportation Samuel Skinner (third from right). Participating in the discussion were Herbert Brand (left), chairman of the Transportation Institute's hoard of directors and James Henry (right), president of the Transportation Institute. to keep the matter out of the legislation. Any GATT agreement on mar­ itime services could have dire consequences for the American flag merchant fleet. If water­ bome transportation is governed by an international trade proto­ col, protection and promotional legislative initiatives could be negated. At stake is the Jones Act which bars foreign vessels from providing service between two destinations in the United States, cargo preference laws which re­ serve a percentage of govern­ ment-generated cargo for U.S.flag carriers and operating subsi­ dies designed to make American waterbome transportation glob­ ally competitive. In its 40 years of history, GATT has concentrated exclu­ sively on the trade of goods. The inclusion of services in the cur­ rent round of talks is a dramatic change from that practice. Commerdal Ships Need New IjfesavHig Equjpniieiit, USCG Soys The Coast Guard called for a major overhaul of lifesaving equipment aboard the nation's merchant fleet, issuing proposed regulations that would require SlU-contracted vessels in ocean­ going service and in the Great Lakes trade to modify existing lifesaving gear. The mles are designed to carry out recommendations of the National Safety Transporta­ tion Board and would bring the United States into compliance with the intemational treaty known as "Safety of Life at Sea Convention (SOLAS)." The Coast Guard proposed that large cargo and tank ships carry totally enclosed lifeboats to protect passengers from heavy seas. The enclosed lifeboats would be self-righting or would. be outfitted with escape means. New lifesaving gear complies with international law Large passenger ships in ocean service would be required to use partially enclosed life­ boats, to provide more protec­ tion than the open lifeboats cur­ rently in use. Under the proposed mle, lifeboats would be enclosed with rigid canopies at each end and an open area in the center that could be quickly closed with a foldable cover. Other new lifesaving systems proposed in the mles include: • Free-fall lifeboats whose de­ sign and angle of entry into the water would allow the craft and passengers onboard to survive the impact of the fall. Free-fall lifeboat users would receive spe­ cial training before using this equipment. • Marine escape slides, like the inflatable ones used on air­ craft, which would allow passen­ gers to quickly evacuate a sink­ ing ship onto a platform. • Inflatable platforms designed to handle a large number of pas­ sengers at one time. In addition, all large commer­ cial ships would be required to carry a new type of Emergency Position Indicating Radio Beacon (EPIRB) which operates on a worldwide satellite frequency. The updated EPIRB improves search and rescue operations throughout the world. The Coast Guard announced it would permit a four-month com­ ment period, which mns through Aug. 6, 1989, before final imple­ mentation of the proposed mles. House Panel OUr's Ship $ Bills The House Committee on Merchant Marine and Fisheries has completed action on major maritime appropriations bills. The committee approved five amendments to H.R. 1486, which authorizes MarAd's ap­ propriations for fiscal 1990. They include: • Changing the authorization level for Operating Differential Subsidies from $250 million, based on a "best guess" of the government's obligations, to "any amounts necessary." The amendment, sponsored by Chair­ man Walter Jones, also changes funding for state maritime acade­ mies to maintain the status quo. • Re-authorizing the War Risk Insurance Program. • Ensuring that the federal govemment itself maintains the ships in the National Defense Reserve Fleet. • Authorizing operation of the current five training vessel fleets at state maritime academies. The amendment, proposed by Rep. Gerry Studds (D-MA), also would require MarAd to study how best to meet at-sea training requirements, and would prohibit ship-sharing until the study is complete. • Establishing a National Maritime Enhancement Institute at a non-profit institution of higher learning. The amendment was offered by Rep. Roy Dyson (D-MD) on behalf of Rep. Billy Tauzin (D-LA). The committee also approved H.R. 840, authorizing $16.35 mil­ lion for the Federal Maritime Commission in the next fiscal year. The bill includes an amendment by Chairman Jones to regulate the FMC's new Au­ tomated Tariff Filing and Infor­ mation System, and an amend­ ment by Rep. Norman Shumway (R-CA) to eliminate the require­ ment that tariffs be posted under glass on vessels. �UNION, INDUSTRY SttK ANSWIRS TO DRUG TTSTING PROBUIH SlU-elected officials and rep­ resentatives of 35 maritime com­ panies met to develop strategies for implementing the govern­ ment's mandatory drug testing regulations. Conference partici­ pants—representing deepsea. Great Lakes and inland compa­ nies—also reviewed governmentproposed rules requiring a drugfree work place. In opening the May 2 confer­ ence, SIU Executive Vice Presi­ dent Joe Sacco noted the high turnout. He said, "The large at­ tendance demonstrates that co­ operation between the union and its contracted companies is the best way to ensure that individ­ ual employees' rights are not vi­ olated and that operators can continue to compete despite the new government-imposed costs." The one-day conference, held at the Lundeberg School, cov­ ered the following points: U.S. Coast Guard Drug Testing Regulations Promulgated in November of last year, the rule set June 21 as the day when pre-employment drug testing would be mandatory for all individuals working on U.S.-flag vessels. The regulation also requires periodic, random, post-accident and reasonable cause drug test­ ing to be in place by Dec. 21 of this year. The meeting participants re­ ceived a report on the jointlyfiled SIU and Transportation In­ stitute lawsuit—due to be heard in court on June 14. DOT Drug Testing Procedures Union and company represen­ tatives heard a step-by-step de­ scription of the Department of Transportation's drug testing procedure rules. The agency has outlined specific procedures for collection of urine samples, and analysis and reporting of results. Participants reviewed the mechanisms established by the union and its contracted compa­ nies to comply with the cumber­ some requirements outlined in DOT'S rule. Federal Contractors Drug-Free Work Force Regulations Attendees heard a report on the interim final rule which af­ fects private companies who bid on federal government contracts. The regulations state that any bid worth $25,000 or more must be awarded to private companies who certify that they will main­ tain a drug-free work force. DOD Drug-Free Work Force R^ulations Department of Defense policy now requires that all subcontrac­ tors show proof that employees comply with drug-free work re­ quirements, the meeting was told. Pictured above in counter-clockwise order; SIU Ex­ ecutive Vice President Joe Sacco opens the conference. Great Lakes participants during a break—(on left hand side of table) David Schultze of American Steam­ ship Company and the Great Lakes Association of Marine Operators (standing left), Norman O'Neill of Cement Transit Company (standing center), Bill Lockwood of Interocean Management (standing right), David Updegraff of Hannah Marine Corporation (seated left), Joseph C. Barnes of OLS Transport (seated right), (on right hand side of table) Sltl Headquarters Carriage of Contraband Aboard Vessels Rules What does an operator do to ensure that no drugs are smug­ gled aboard? Conference partici­ pants discussed government-pro­ posed precautionary procedures which are designed to avoid drug smuggling. Representative Byron Kelley (seated left), Donald Pfohl of American Steamship (standing center) and William E. Bolton, Jr. of Pringle Transit Company. SIUNA Vice President Augie Tellez reviews the collection materials used to comply with the drug testing proce­ dures. Pat Postiglione (left) of Maritime Overseas and Edmund Davis of Sea-Land. Carmine Bracco (right) of Bay Tankers and American Maritime Association and SIU President Mike Sacco. Captain Robert John­ ston (left) and Eric Linsner of Energy Transportation. COURT SETS JUNE 14 HEARING FOR DRUG TESTING lAWSUIT Vessel Forfeiture Regulations Information was provided on vessel forfeiture rules proposed simultaneously by the U.S. Cus­ toms Service, the Attorney Gen­ eral and the Coast Guard. The forfeiture regulations establish a process for the prompt return of commercial vessels seized for discovery of personal-use drugs. The return of the carrier would be based on the owners' ability to establish innocence. Federal District Court Judge Thomas Hogan set June 14 for the second hearing of the SIU and Transportation Institute law­ suit against the Department of Transportation's mandatory drug testing regulations. The June 14 hearing date was scheduled during the April 24 conference with Judge Hogan and Department of Transporta­ tion lawyers. Judge Hogan sugpsted the hearing date because it would fall before the June 21 date when the pre-employment portion of the regulations goes into effect. The participants also heard from Donald Reusch, formerly with the U.S. Customs Service. He reviewed Custom's role in enforcing the Jones Act and ex­ plained the considerations in­ volved in granting exemptions. Other Decisions Considered In addition, between now and June 14, the judge anticipates a ruling by the court of appeals on another random drug testing case. The decision on that case may provide guidance on the '• 'h" 1 s SIU and TI lawsuit, said Judge Hogan. The random case before the court of appeals involves civilian army personnel. While awaiting the outcome of the lawsuit, the SIU has begun to implement the pre-employ­ ment drug testing procedures re­ quired by the government regu­ lations. SIU Members Are Testing Pre-employment testing began May 1 for SIU members. The regulations require all employees working on U.S.-flag vessels to prove drug-free status after June 21, 1989. The other types of drug testing outlined in the regula­ tions—periodic, random, reason­ able cause and post accident—do not go into effect until Decem­ ber, 1989. •. «:• �arii:i ••'. :;;•?-5:. • •CvSv. V '. . 'J- • •' '• '-"-^-.^'f !• *'• ::,v/f5a¥fS55:2sr- o. V' SEAM/lfRStOG ; ' • • C--,' Y W¥ni Woikhoise Ship Hnds Home SlU 'Cievi' and Tugs Gets Liberty Ship Underway '•';' -.••>' • "yy- «•' "."'• • "'.•- j-'-- .y i\. .•• •. i ',r-- .: -Ji- -. • 's ." ;f :• ••- •' ' V" . ., ..yi ' ,• : •^••' Most of the "crew" climbing aboard the Liberty Ship John W. Brown hadn't walked the deck of a troopship since they went off to war on one. On April 27, a volunteer crew, including some who sailed with the SlU during World War II and two SIUcrewed tugboats from Moran Towing Co, got the Brown un­ derway for a short trip across Baltimore Harbor. This piece of America's and the SIU's history was tied up at Baltimore's Clinton Street Pier. The Brown is one of just a hand­ ful of surviving Liberty Ships from World War II. More than 2,700 of these workhorse cargo and troop ships were turned out by men and women who worked in the huge shipyards on America's coasts. Thousands of SIU members got their first taste of the sea, and the dangers of war, aboard these so-called "Ugly Ducklings." ^^You can see it in their eyes. This means a lot to them.^^ Today, thanks to the efforts of hundreds of volunteers under the Project Liberty Ship banner (see accompanying story), the Brown lives on as a memorial to the men who sailed and died in the U.S. Merchant Marine in World War II, and as a tribute to the men and women who built the ships. Many of the volunteers on­ board had sailed on Liberty ships either as crewmen, or as GI's on the way to war. This time many brought their wives with them and as they waited for the arrival of the SIU tugs there was a reunion atmosphere in the air. Charlie Cox who sailed with the SIU during the war as a messman, and later as a member of the Black Gang, roamed the decks with his video camera. Cox left Illinois to join the mer­ chant marine. "When they needed someone for certain jobs, they would ask for volunteers and then go 'you, you and you'," he said explain­ ing how he ended up in the steward department. Near the bow, a group of four volunteers was struggling with a line. Once the line was freed and moving smoothly, Lester Gatton found himself working the deck and flaking the line. Gatton sailed from 1936-1946 as an MFOW member. Moran's tug Cape Romain ar­ rived at the pier and tied up, waiting for the tug Kings Point to begin the short haul across the harbor. Deckhand Butch Arabaski, an eight-year SIU mem­ ber came aboard. It was his first visit to a Liberty ship. "There's a lot of history here," Arabaski said looking at the SIU pensioners. "For these guys it's like they're going back to the old schoolyard. You can see it in their eyes. This means a lot to them." One of the first things Arabski noticed were the hundreds of rivets holding the Brown to­ gether. Today's modern welding techniques have eliminated the need for rivets, but during the war years riveting produced stronger and cheaper ships. Charlie Cox records the voyage of the Brown. Cox was a messman on several SIU ships during the war. He later sailed as member of the Black Gang. •; ?: •1:. • .••.•: Deckhand Butch Arabaski readies some protective canvas aboard Moran's tug Cape Romain. The canvas was used to protect the recent paint job on the Liberty Ship. Lester Gatton (third from left), who sailed on Liberty ships in World War H, lends a hand on a stubborn line. Gatton sailed with MFOW during the war. The other volunteer crewmen are Richard Bauman, Bob Sumner and George Locke. Locke and Sumner are Chesapeake Bay pilots. "That's what probably held her together so long. You don't see that anymore," he marveled. As the Brown neared the end of its journey, one of the volun­ teer deckhands readied one of the lines. While he had more than 40 years of experience at sea, it had probably been a long time since Ret. Coast Guard Ad­ miral Dick Bauman had carried out AB duties. Bauman called himself, "one of those 18-month wonders-out of high school to 3rd mate to Normandy," on a Liberty ship. He entered the Coast Guard af­ ter the war. "It scares me. Do you know the trouble we'd be in if we had to make an effort to build this number of ships today. They built 2,710 of these," said Bau­ man. (Continued on Page 18) Goal—A Uving National Monumettt When the U.S. government signed oyer the John W. Brown to Project Liberty Ship last year, it was just a beginning of a very ambitious project: "The preservation of the Lib­ erty Ship John W. Brown as a national monument and a living reminder of the miraculous teamwork of labor, industry and government which won the war and saved the peace." The Brown, launched on La­ bor Day 1942, had been tied up in Newport News for years, ne­ glected and rusting. She hadn't sailed under her own power for decades. The ship had been stripped of many parts, fixtures and machinery. Parts of the deck were covered with inches-thick layers of paint. There was no onboard power. The Brown was 46-year-old hunk of floating steel. Volunteers Helpful Today, thanks to the volunteer work of hundreds, including many union pensioners from the Baltimore area who sailed under the SIU banner during the war, the Brown is beginning to resem­ ble to the troopship she once was. A new coat of paint cove^^s the ship. The armed guard quarters aft have been refurbished to the point that lifejackets and helmets hang from each bunk. Work has begun on some of the crew quar­ ters, the bridge and other work­ places. If all goes according to plans, the Brown will be steaming un­ der her own power next sum­ mer. Capt. Brian Hope, the Proj­ ect Liberty Ship vice chairman said more than 400 tickets have been sold for the first voyage. He hopes to have some 800 or more people aboard. That voy­ age will be an eight-hour trip down the Chesapeake Bay, past Annapolis and back. Currently some historical dis­ plays have been set up through­ out the ship. When the work is finished the Brown will serve as a merchant marine museum ded­ icated mainly to remembering the role of the merchant marine in World War II. A permanent anchorage has not been decided upon. /I • '1 'A Great Tool for Teaching' Hope said, "The ship will be a great tool to teach our children about the merchant marine and Baltimore's role in world trade." The Brown is on the Register of National Historic Places. "In a few short decades," Hope said, "no one will be here who experienced first hand the hero­ ism and sacrifice of World War II. This fine old ship, which rep­ resents the very best the Ameri­ can spirit, must be preserved now, while so many of those men and women who knew that time can walk her decks and re­ member. And tell us how it was." Anyone who is interested in donating their labor, money or equipment may get in touch with the project's secretary, John Crabbin (301) 661-1550, or may write to: Project Liberty Ship; P.O. Box 8; Long Green, Md. 21902. "''-M '' •m • •'.Ms �: -l MAY, 1989 W » •- ^ SlU'Crewed River Queens: the Delta Looms as Historic Landmark While the Uississippi Gets a Brand New Look • ••l.fcH- •• •.-.•r'tl- - •• •-W'^ . .f • v. . • .1'. -II The 63-year bid Delta Queen Is being considered for designation as a national historic landmark by the federal government. Two SlU-crewed vessels are making news this season. The Delta Queen may be named a national historic landmark, and the Mississippi Queen has a new look for 1989. The National Park Service is considering adding the Delta Queen to the list of 50 ves­ sels accorded landmark status because of their unique contribution to America's history and culture. If the steamboat wins the designation, it will join such historic vessels as: • The Charles W. Morgan, the last Ameri­ can whaler, now based at Mystic, CT. • The C.A. Thayer, the last American com­ mercial ship under sails, San Francisco. • The Star of India, a former Alaskan fish­ ing vessel, San Diego, CA. • The Arthur Foss, an e^rly American tug­ boat, Kirkland,WA. The Park Service is making a serious effort to add merchant vessels to the many land­ mark warships set aside to honor the nation's maritime heritage. Completed in 1926, the Delta Queen was built in Glasgow, Scotland. Used originally for trips on the Sacramento River between San Francisco and Sacramento, the vessel ferried military personnel to and from ocean ships during World War II. Greene Line Steamers (now Delta Queen Steamboat Co.) retrofitted the steamboat after the war. The rebuilt vessel had its maiden voyage between Cincinnati, OH and Cairo, IL in 1948. Today the Delta Queen has a variety of itineraries available on voyages between New Orleans, LA. and Minneapolis-St. Paul, MN. Fresh Make-up for MQ The Delta Queen's sister vessel, the Missis­ sippi Queen, has a new look for the 1989 sailing season after the upgrading of the out­ side of the boat and the redecoration of inte­ LOG Editor Svenson Retires "r.'t i*: Charles Svenson, editor of the Seafarers LOG for the past seven years and a 20-year vet­ eran of the SIU, retired April 28. During his tenure, the Seafar­ ers LOG won four general excel­ lence awards from the Interna­ tional Labor Communications Association and was also hon­ ored for editorial and feature writing. Svenson began his career at the SIU in 1969 as director of publications and public relations at the Seafarers Harry Lundeberg School of Seamanship. In 1974, Svenson worked with the union's legislative and political action team in Washington, DC. He then returned to the Lundeberg School to direct the com­ munications department there. A Michigan native, Svenson earned his AB ticket on the Great Lakes. He was a World War 11 fighter pilot who flew P51 Mustangs. Svenson earned his law degree from Wayne State University. Svenson's work in the labor movement started in the mid1950s. He served as an organizer for the Textile Workers and as a writer and editor for the Hotel Workers, AFSCME and the •• V • • .• . The Mississippi Queen, the Delta Queen's much younger sister ship, has undergone a large scale renovation for the 1989 sailing season. Service Employees. A former sailing instructor at the Lundeberg School, Svenson plans to single-handedly sail his 28-foot boat, Flicka, across the Atlantic in 1990. Svenson's wife. Sue, is an em­ ployee at SIU headquarters. He is the father of a daughter and son. Joe Sacco, SIU executive vice president, presents former Sea­ farers LOG editor Charles Sven­ son a ship's wheel during Sven­ son's retirement party at SIU headquarters. rior public and private areas by her owner. Delta Queen Steamboat Co. Commissioned in 1976, the Mississippi Queen has such new exterior features as fluted twin smoke stacks and wrought iron treatment for the railings on the open stair­ cases and decks. The port and starboard gal­ leries have been redesigned, offering great vantage points for enjoying the river scenery. At the bow, on the observation deck, the passenger wheel house has a replica of the instrument panel found in a steamboat pilot house. The room also has an authentic wooden ship's wheel, an antique speaking tube and clock, barometers, and an engine room telegraph. The effect of the changes is to make the boat reminiscent of the "Great Steamboat Era." The Mississippi Queen sails between New Orleans, Memphis, St. Paul, Cincinnati and Pittsburgh. "V •. :'kr •-M'- •M •if it - : .JUiout the Riverboat Queens The Delta Queen and Missis­ sippi Queen continue a proud American riverboat tradition. . . . original teakwood handrails and Tiffany stained glass windows . . . As the last of the great, oldtime riverboats, the Delta Queen has carried over 1.5 million pas­ sengers since the late 1940's. Steaming through 14 states on the Mississippi and Ohio Rivers, she offers vacation cruises for 180 people at time. The Delta Queen has a variety of itineraries available on voyages between New Orleans and MinneapolisSt. Paul. The newer Mississippi Queen carries 420 passengers to and from New Orleans, Memphis, St. Paul and Pittsburgh. River­ boat tunes sound out from her giant calliope, bands and famous orchestras play in her grand sa­ loon. Points of interest on the Queen's routes include historic waterfront communities, man­ sions, plantations, museums and civil War battlefields. Moving at a leisurely pace of eight miles per hour, the riverboats give passengers and chance to relax and enjoy the beautiful scenery. Travellers may admire the wil­ derness of Louisiana, the ante­ bellum homes of Mississippi or the skylines of Northern cities. Each vessel is outfitted with brass fittings and historical art. The Delta Queen's original teakwood handrails and Tiffany stained glass windows make her a living period-piece. The Mis­ sissippi Queen, while housing modern conveniences like a jacuzzi, gynmasium and sauna, also portrays the Great Steam­ boat Era with exterior features such as fluted twin smoke stacks and wrought iron railings. Traditionally, on the last night of a cruise, the vessel's Captain hosts a dinner. After the meal, SIU crew and other staff mem­ bers put on a show, briefly put­ ting aside their normal duties and becoming entertainers for an evening. . t ! •. �•• w;. 8 -l-i-vr. :• . '«^•. ; •-, • 'V' SlU Gov't Division Welcomes Vessel After 14 Years at Sea . ;., ' ' ft X- • The USNS Mispillion, one of the Military. Sealift Command Pacific fleet vessels, at sea. ,u After a 14-year deployment, the USNS Mispillion, returned home to Oakland, CA. Operating out of Subic Bay in the Philip­ pines, the vessel has carried a civilian crew made up of SIU Government Services Division members. To welcome the crew and ves­ sel home, SIU Business Agent Raleigh Minix and SIU Building Manager Arthur Henderson sup­ plied pastries and coffee. Cap­ tain J.S. Schultz, commodore of Military Sealift Command, Pa­ cific, wrote SIU Vice President Buck Mercer, "Our MSCPAC employees and the crew of the USNS Mispillion appreciate the SIU's contribution to the warm welcome home the ship re­ ceived ..." In early 1975, with SIU men aboard, the USNS Mispillion set sail for the Western Pacific. The ship's first underway replenish­ ment (unrep) with a civilian crew took place on Feb. 15, 1975 and its most recent unrep was with the USS Halsey on Oct. 6, 1988. While operational, the USNS Mispillion carried fuel and .r ,- •'"i- ••• •'•' V-' '- • 'I.'VM'"'-." '••••' . s':..'j-V-. i'.•?V-''^ "• - |.-Si Ix:: •i'. .* . • i:. -Skv', Bentley Says Nix Canal Pact •' 'v -«'•• chilled items in its five tanks and two freight stations. During un­ derway replenishment, all hands participated, including cooks and stewards. Nicknamed "The San Miguel Express," the vessel was built in 1945 and named after Mispillion Creek in Delaware. In the early 1950s the ship was assigned to a Navy task force off the coast of Korea. During an assignment to Tai­ wan, the Mispillion rescued 42 survivors from a ship that sank in the Formosa Straits. In the mid-1960s the vessel was "jumboized" with the addi­ tion of a new mid-body section added to the ship to increase cargo capacity. SIU Government Services Di­ vision members began sailing the USNS Mispillion in 1973 when the vessel was transferred to the Military Sealift Command, Pa­ cific. The vessel will continue serv­ ice after undergoing a lengthy re­ pair period in which the reduc­ tion gears will be replaced. ;• ' '1. Congresswoman Helen Delich Bentley (R-MD) has renewed her demand that the U.S. nullify the 1979 Panama Canal Treaty. Bentley told a hearing of the House Merchant Marine and Fisheries Subcommittee on the Panama Canal/Outer Continental Shelf that "turning the Panama Canal over in 2000 to the Pana­ manians jeopardizes the United States' future ability to utilize the Canal, which is one of the most strategic and vital water- , ways in the world." The subcommittee heard testi­ mony that the Panamanians are not keeping up the roads and highways in the Canal Zone. This has caused the Panama Canal Commission to contract with bus companies and to buy high speed launches to get em­ ployees to work. Bentley wants the United States to act "promptly and de­ cisively" to overturn the Carter administration's treaty. The '•¥V>'' "8,," ; ; Maryland lawmaker believes that unless the treaty is cancelled, "present and future generations" would be unable to act quickly to "isolate the Western Hemi­ sphere from further communist intrusion, which is certain to happen if we sit idly by and do nothing." Congresswoman Helen Bentley shown here with SIU Headquarters Representative Robert PomerlaUe. (right) ssAFAnmm Letters to the Editor -'''T HOT wacoME mm To the Editor: Please find an enclosed letter from the VFW office saying we are veterans, but as we lack a certain medal we are NOT veter­ ans. My wife and I want to join the VFW. We received applications to do so, but were turned down. So, fellows, if you care to write your congressman, possi­ bly some day we shall rightfully be classed as veterans. Smooth sailing and God bless you. Eugene Hall Washington Court House, OH Editor's Note: See article on page 9 concerning the letter Brother Hall received from the VFW. INFO SOUGHT To the Editor: Enclosed please find a fullpage ad from a local swap-andsell weekly. Although the weekly is statewide and has a circulation of about 30,000 (estimated), it can in no way be called mari­ time-oriented. Never having heard of Combat Merchant Mariners WW II, I was wondering if it is a worth­ while organization or a ripoff deal. Either way, I would like to know for myself, and feel that the membership should be in­ formed, as I have the impression that the ads might be appearing over a wide area. Herbert LIhhy Union, ME and 1950s. The bureaucrats de­ stroyed their heart and soul. It has been documented by the Coast Guard and the Maritime Commission that the merchant marine suffered the second high­ est casualties of the war, losing 733 ships and yet never faltering in delivering cargo for our armed forces. Our merchant service also was the only all-volunteer service. Their qualification was"men only ..." So, to the writer again: When you march in Memorial Day pa­ rades with your good conduct medal, think about our thirdclass citizens—the merchant mariners of World War II. Peter Salvo McKeesport, PA Ed Turner Active In Vet Group Ed Turner, former SIU execu­ tive vice president, has not re­ tired his organizational skills. As executive officer of the Golden Gate chapter of the American Merchant Marine Veterans, Brother Turner is involved in the fight to ensure that civilian WWII mariners are awarded state veterans' benefits. On a national level, merchant mariners who served in ocean­ going service during WWII be­ tween Dec. 7, 1941 and Aug. 15, 1945 can now receive honorable discharges and veterans' bene­ fits. Yet many states have not followed suit. Editor's Note: The SIU has re­ quested information from Com­ bat Merchant Mariners World War II, and will be able to send it to anyone interested. Member­ ship in that organization is open to those who served in combat and war zones during World War II. According to its executive of­ ficer, Kermit Haber, Combat Merchant Mariners World War II members are recipients of war zone or combat bars. mRINFHS PRAISED Editor's Note: SIU pensioner Pe­ ter Salvo sent the following let­ ter to SEA HISTORY magazine, which had published a letter be­ littling merchant mariners' con­ tributions to WWII. Brother Salvo asked the Seafarers LOG to reprint his comments respond­ ing to the SEA HISTORY letter. To the Editor: In answer to the writer who criticized the recognition given our merchant marine of World War II, I have news for him. Having sailed on 25 ships from 1942 to 1955, I am aWare the American public was never in­ formed until January 19, 1988 of the role of American seamen in WW II, and that they were de­ nied veterans' status for 43 years. Many who survived be­ came street people of the 1940s Ed Turner In California, Brother Turner and his organization have been lobbying the state legislature to allow WWII merchant mariners the right to veterans' housing - benefits. If approved by the state, California WWII merchant mariners would become eligible for housing loans with 7 percent interest rates. Brother Turner reports that the Golden Gate American Mer­ chant Marine Veterans has been holding monthly membership meetings in the San Francisco SIU hall. "The men really ap­ preciate the hospitality the SIU has shown our group," said Turner. Former WWII mer|hant mari­ ners residing in the ^n Fran­ cisco area are welc^e to join the organization. Brother Turner says. �5 ;Sj- MY, 1989 Wiy// Merchant Marine Veterans Not Welcome in VFW Organization SIU retiree Eugene Hall and his wife attempted to join the Ohio Veterans of Foreign Wars (VFW), but the state chapter turned them down. The VFW's policy towards WWII merchant mariners was provided to Pen­ sioner Hall, and in turn. Brother Hall provided the LOG with a copy. (See Eugene Hall's letter to the editor on page 8.) According to the VFW mate­ rial sent to Brother Hall, the VFW national office told its local posts that merchant marine vet­ erans are "NOT ELIGIBLE FOR MEMBERSHIP IN OUR ORGANIZATION!!!!" (The em­ phasis is recorded as it appeared in the VFW document.) Furthermore, the VFW's di­ rective states that local VFW, groups who have "already ac­ cepted any of these Mdrchant Marines as members" into the Post should "remove them at once" in accordance with the or­ ganization's bylaws and manual of procedure. The VFW statements admit that merchant seamen who were in active oceangoing service dur­ ing U.S. involvement in World War II are now eligible to apply for veterans' benefits. The VFW's membership, how­ ever, is limited to honorably dis­ charged veterans "whose service is recognized as campaign medal service by the issuance of a campaign medal by the govern­ ment of the United States," states the headquarters commu­ nication. The directive contin­ ues, "merchant marine service does not meet the VFW mem­ bership requisite of honorable service with the armed forces of the United States as listed above." Pensioner Hall is disturbed by the contradictory tone of the Ohio VFW "saying we are vet­ erans but as we lack a certain medal we are not veterans." Brother Hall urges fellow mer­ chant marine veterans. "So, fel­ lows, if you care to write to your congressman, possibly some day we shall be rightfully blessed as veterans." VFIV Magazine Says Group Supports U.S.-Flag Shipping At the same time that mer­ chant mariners have been turned down for membership in the VFW, the organization acknowl­ edged the important role civiliancrewed, U.S.-flag merchant ships play in our current national de­ fense needs. VFW Magazine says, "VFW Resolution 448 puts the organi­ zation on record as supporting efforts to upgrade U.S. air and sealift capability . . ."the same resolution concludes that every effort must be made to ensure the "Congress and the Adminis­ tration approve funding needed to raise the U.S. merchant fleet from 14th place in the world to first." The issue also carries an arti­ cle by a former merchant mari­ ner, Vice Admiral Albert J. Herberger, deputy commander-inchief of the U.S. Transportation Command. Herberger points out that "... our ability to move men and material worldwide in sufficient time to be either a credible deterrent to war or to be available for combat in a ti­ mely manner is paramount to U.S. national strategy." Airlift and sealift infrastructurie, siays Admiral Herberger, are a vital component in our ability to meet global threats. "From a historical perspective, the hard lessons learned in World War II, Berlin, Korea and Southeast Asia have demon­ strated repeatedly the necessity for a strong, vigorous and re­ sponsive transportation sys­ tem ..." concludes the admiral. Herberger also cites the short­ age of trained mariners to man U.S.-flag ships and the nation's eroded ship construction and re­ pair facilities. The article, entitled "Strengthen U.S. Merchant Ma­ rine to Counter Global Threats," appeared in the Jan. 1989 issue of "VFW." The SIU received a copy from SIU retiree C. Maniaregina of Erie, PA. George McCartney Henry "Whitey" Disley Father Bartholomew Sea Unions Seek Recognition for 7 Seamen Killed in Vietnam Maritime unions and their al­ lies in California are working to pass a bill to honor seven sea­ men who were killed in the Viet­ nam War. State Senator Milton Marks introduced legislation (Senate Bill 43) which seeks to add the seven names to the state's Vietnam Veterans' Me­ morial. On May 19, 1966, the seven merchant mariners were sailing with military supplies aboard the S/S Baton Rouge Victory, when a Vietcong mine exploded in the Lung Tau Channel near Saigon. The explosion flooded the fire and engine rooms, killing five members of the SIUNA affiliated Marine Firemen's Union and two members of the Marine En­ gineers Beneficial Association. At the time oif the attack. States Line operated the vessel, which was in the Military Sealift Transport Service. Disley Testifies Henry "Whitey" Disley, pres­ ident of the Marine Firemen's Union, testified before the Cali­ fornia State Senate on Veterans' Affairs. He pointed out that the U.S. government "frankly ac­ knowledged the area . . . was a treacherous passage, subject to mining of the waters and shoreside artillery attacks." In Execu­ tive Order 11216, the president had designated these waters as a combat zone. Under the criteria established by California's Veterans' Me­ morial Commission, U.S. Navy seamen killed in the same way would have been included in the memorial. Disley testified that "there is an understandable sense of bitterness by American seamen who voluntarily enter into perilous war zones in the absence of any military compul­ sion, particularly when the risk is high." This was the case in 1966, when the Baton Rouge Victory entered an area over which the Vietcong had substantial control. Since the merchant seamen won no official government recogni­ tion for their sacrifices, Disley said, "We appear before the committee to request this recog­ nition." McCartney Urges Recognition Other witnesses joined Disley in making the seamen's case; George McCartney, SIU West Coast vice president; Rear Ad­ miral Tom Patterson (Ret.); Cap­ tain Carl Otterberg, U.S. Naval Reserve and Mar Ad, and Father Bartholomew, Greek Orthodox priest and three-war veteran. Although the American Legion invites WWII Merchant Mariners to apply for membership, the group opposed the proposed rec­ ognition for the seven Vietnam war seafarers. Representatives of the Ameri­ can Legion and other veterans' groups testified in opposition to including the merchant seamen in the memorial. American Legion invites WWII Merchant Marine Veterans to The Veterans of Foreign Wars (VFW) will continue to exclude merchant marine veterans from its ranks, but the American Le­ gion invites them to apply. The membership department at the Indianapolis-baSed organization told the, LOG that the American Legion was "happy to have" qualified merchant marine veter­ ans as members. Civilian mariners with honora­ ble discharge certificates from active service for the wartime period of 1941-1945 can apply for American Legion member­ ship. According to the Legion's Washington, DC office, the group has accepted World War II merchant marine veterans on a case-by-case basis. The Ameri­ can Legion's policy went into ef­ fect when the government ap­ proved veterans' status for WWII merchant seamen. Legloii Magazine Recalls Heroic Actions^ of WWH Seafarers The April 1989 issue of the American Legion's magazine •.{' ' i, carried a tribute to merchant sailors of WWII in an article en­ titled "Heroes of the High Seas." The author, James N. Sites, served for nearly four years in the merchant marine during WWII. Sites said there "are endless examples of how American mer­ chant mariners made uncommon valor a common virtue during World War 11." The author notes that 2.8 percent of the merchant seamen who were reg­ istered with the U.S. Maritime Service died. This casualty rate was second only to that of the U.S. Marine Corps, which suf­ fered a slightly higher rate of 2.9 percent. After describing the harrowing situations which confronted mer­ chant ship. Sites concludes his article with the following: "U.S. merchant seamen were marked men in thankless jobs. But their heroic service contrib­ uted significantly to America's victory at sea." SIU pensioner Myron Healman brought a copy of the American Legion magazine's article to the union's San Fran­ cisco hall. •>v' f: II mr �2d:<tiiajSe«3'.'tr a,aiaji;.i, i*ii—*1 SOfMERS 106 LAKES FITOUT CONTINUES SIU ships and Seafarers on the Great Lakes are in for one of the busiest seasons in memory, A big demand for steel will keep SIU Lakers on ore carriers working throughout the season. These job opportunities will greatly expand the job security for the union's Sweetwater sailors. •fit'-: v.. 7 r.' '•'••• •••" ' r.,%. Si-. ^ The H. Lee White is known as "a good feeder" and much of the cre^t for that reputation goes to the galley crew, from left, Robert Hedric, porter; Augustine Kuhl, second cook, and Salim Ali, steward. is:- vfc A It was morning coffee break, and the crew takes a breather from working on deck in a typical early spring snowstorm on the Great Lakes. From left are Saif Shagira, gateman; D. K. Witt, AB watch­ man; Lee Allen, AB wheelsman; Jeff Johnson, AB watchman; Rich­ ard Perry, bosun; Tim Bell, AB watchman, and David Morgan, AB wheelsman. See Great Lakes photo story on pages 11-14. H, Iff WH/TC ^The M/V H. Lee White sits ready for her first voyage of the season after wintering in To­ ledo. She left March 21 for Marquette, MI to load taconite for the blast furnaces in Ash­ tabula, OH. A Working together to keep the plant running smoothly and safely are QMED John Knopf, left, and Third Engineer Tim Brenna, a member of MEBADist. 2. PAUL THAYER Conveyorman Bill Truax and Able Seaman Robert Allen take a break from ''getting her ready" for another sea­ son. A Gateman Donald Mackell has one of the toughest jobs on a self-unloader: working in the tunnel as cargos of iron ore, stone or coal are carried on heavy belts from the ship's hold up to the offloading booms. It's noisy and it's dirty and it's dangerous. SB J. • TheMA^ Paul Thayer lies shrouded in mist and snow at her berth on the Cuyahoga River in Cleveland as fitout gets under way. �my, 1989 ?-vt • . • ': • . SIU Boatmen Kept Busy in Tampa Bay Area When crewmembers of a Tampa-bound tanker heard voices in the water, a search re­ vealed two men and three boys struggling in the water off the ship's stern. Immediately, the Tampa Bay Pilot's Association was contacted. The pilot's sta­ tion is manned by boatmen rep­ resented by the SIU. The SlU-affiliated boatmen re­ sponded and pulled the hypothermiated victims, who were still alive 14 hours after their power boat had capsized, and brought them to the shore and safety. Although that particular event happened six months ago, the boatmen never know when emergency calls will be added to pilots' station, an hour's trip in good weather. Complicating the boatman's decisions are inclement weather conditions and the approach to a ship. Avoiding a wake which would bounce the pilot boat against the ship is accomplished by running under the stern. A boatman also must properly ma­ neuver the ladder so a pilot can safely board the vessel. Track Ship Traffic At the pilots' headquarters on Egmont Key, the boatmen main­ tain the three 52 to 54-foot pilot boats—the Tampa Bay Pilot, Manatee and Tampa. The boat- Senior boatman Jerry Mammano (left) and a pilot head to a waiting vessel on the pilot boat Tampa. their routine duty of ferrying the Tampa Bay pilots to incoming or outgoing vessels. Working 12-hour shifts, two boatmen or relief boatmen at a time, the SlU-represented men take dispatch calls from all ves­ sels requiring pilotage in Tampa Bay. The boatman is responsible for obtaining all relevent infor­ mation: the vessel's speed, draft, berth time. Added to the boat­ man's calculations are tides and weather conditions. Bad Weather Complicates Job After providing the vessel with an arrival time and instructions on how to handle the ladder, the boatman takes the pilot to the vessel. For incoming carriers, the rendezvous point is a sea buoy located 13'/2 miles from the Boatman Jonathan Nye The Tampa Bay Pilot, one of the association's vessels, on its way to meet an inbound carrier. ends, however, hundreds of beach enthusiasts come to enjoy a day in the sun. Last year, the boatmen joined Sam Gibbons, the area's con­ gressman, in a campaign to clean up Egmont Key. Trash, left by the island's visitors, was scooped up in a weekend sweep by hundreds of volunteers. Rescue Storm Victims After storms hit the area, the boatmen find themselves rescu­ ing stranded vacationers. Some­ times they have more than peo­ ple on their hands. One storm last year threw more than 20 boats on the island's beach. Frequently, the boatmen are asked to rescue injured passen­ gers or crewmembers. A few weeks ago, the pilots' boatmen hastened to a foreign-flag cruise ship when a stroke victim was reported. The boatmen arranged for paramedics and an ambu­ lance to meet the pilot boat. Shift change for the Tampa Bay Pilots' Association boatmen and relief boatmen takes place on the public pier of Mullet Key's Fort De Soto Park. Mullet Key is connected to the main­ land by highway, allowing the boatmen from the two daily shifts access to their homes. SIU Since 1983 Tampa Bay Pilots Association boatmen and relief boatmen have been represented by the SIU since 1983, when crewmembers voted "yes" for union represen­ tation. Boatmen who are not pictured include Careran "Mac" McDougle, Mark Lewis (relief), Jerry Lane (relief) and Tim Baten. men eilso keep the station's log and track the comings and goings of vessels in the Tampa Bay area. • - Pictured on one of the Tampa Bay Pilot Association's boats are (L-R) relief boatman Matt Lester, a pilot, and boatman Randy Huth. i; Boatman Jim Heatherly sailed deepsea before joining the Tampa Pilots. The pilots' dispatching center has been on Egmont Key since 1886, making it one of the earli­ est occupants of the island. Now, what was once the island's garrison, is a collection of ruins—including a jail, officers' quarters and gun mounts. Sharing the two-and-a-half mile-long and half mile-wide key with the pilots and boatmen are Coast Guard lighthouse attend­ ants and a few naturalists from the federal wildlife reserve which dominates the island. On week- li. t. Boatman Charles Thompson (right) and SIU Patrolman Al Caulder. �SSAFARlRSlOG ' -vt:; 'p.| Pre-employment Drug Testing Works Smoothly in all Ports r •• ., • •''v. • I . 'KL ' JvV:^ V ' .^• -•-M-fer?'- :',5 -??' ^ i' he pre-employment drug test procedures mandated by the government's regulations issued last November, went into effect on May 1 for all SIU members. In the first few days of testing, no serious problems were re­ ported. Seafarers employed aboard U.S.-flag vessels are required to show proof of a negative drug test taken in accordance with the procedures mandated by the government. The SIU, while trying to over­ turn the regulations through a lawsuit in federal court, is none­ theless complying with the regu­ lations. Prior to registration for ship­ ping, SIU members can pick up a drug test appointment form at any union h^l counter. With the appointment form in hand, the member goes to a Seafarers Wel­ fare Plan clinic or contracted physician to provide a urine sample. The SWP clinic or physician, following the steps outlined in Coast Guard rule CO D 86-067, sends the sample to the labora­ tory. The laboratory tests the sam­ ple for the following substances: marijuana, cocaine, opiates, phencyclidine (PGP) and am­ phetamines. If a sample tests positive, a confirmatory test is run. Next, the Medical Review Of­ ficer (MRO) selected jointly by the union and employer, studies the test results. The MRO sends the negative results to the SWP clinic in Brooklyn. Anyone with a positive test is called directly by the MRO. Negative results are entered into the Registration and Ship­ ping computer system at the Brooklyn clinic. Approximately five days after the drug test is taken, the clearance will appear in the system. Thus, individuals with negative pre-employment drug tests will be cleared to reg­ ister and ship. r he joint union/management committee, the Seafarers Ap­ peals Board, has enacted Action Number 335, instituting pre-hire drug testing prior to registration for shipping beginning May 1, 1989. The action was brought about by the Coast Guard's drug test­ ing rules (CG-D-86-067) which took effect Dec. 21, 1988. The regulations state that no seaman is eligible for employment on a U.S.-flag vessel without possess­ ing verification that he has suc­ cessfully passed a pre-hire drug test. In addition, effective June 21, 1989, says the SAB action, no seaman can be shipped to a con­ tracted vessel without having passed the pre-hire drug test. The exceptions, according to the SAB, are seamen who pos­ sess permanent status aboard a specific vessel and are returning to the same vessel in the same job classification. This accords with the Coast Guard's interpre­ tation of its own pre-hire rule transmitted to the union and contracted-operators. Alyeska Establishes New Rules ;:';lfO;''.:r;;v;' •:- 'i/j ' • .,:-•1/:^: .-..'••ir • 't .•I- ::-|C tV:l. i''" fe' "../i-'k- Responding to the Exxon Valdez disaster, tUtomaior owner companies of th^klyeska Pipe­ line Service Co. announced that shipowners and operators using the Valdez terminal will be re­ quired to institute random drug and alcohol testing on all ves­ sels. The pipeline consortium . stressed that the policies of each vessel will be examined to en­ sure compliance with all federal regulations. This is part of a new program by the owner compa­ nies to improve their ability to prevent and deal with oil spills. Alyeska operates the Valdez terminal and the Trans Alaska Pipeline System on behalf of the major oil companies. No Test, No Entry All employees seeking entry to the Valdez terminal will have to submit to breathalyzer tests, the pipeline operators said. Those failing such tests will be denied entry. Alyeska will administer the tests on board tankers, in. the presence of the Coast Guard. At least one of the owner companies, BP, stated that Alyeska will not tell the police about failure to pass the test "unless the individual concerned becomes a nuisance at the gate." The pipeline owners promised Alaska Governor Steve Cowper that they would institute testing on all vessels loading out of Val­ dez. This will provide an early start on federal testing programs due to be introduced July 12. Early implementation also will involve pre-employment drug tests and periodic urine tests of all workers in the Valdez serv­ ice, Alyeska said. In addition to the drug and al­ cohol testing, the oil companies stated that tug escorts will be provided and pilotage will be re­ quested on all incoming and out­ going vessels to a point beyond Bligh Reef. Alyeska will ask the Coast Guard for additional radar responder capability to the exist­ ing Bligh Reef buoy and other points within Prince William Sound. Finally, Alyseka indi­ cated it will acquire more skim­ ming and booming capacity to supplement existing spill contin­ gency equipment. Inquiring Seafarer Question: What was your fa­ vorite trip? (Asked of Seafarers in the SIU union hall in Brooklyh, NY.) Hugh Woods, FOWT, W5729—The Con­ stitution. I was on her maiden voyage. I felt that I was part of something historic. The crew was really great, and George McCartney came out to service us. He ironed out a lot of problems so that the ship could run smoothly. Thomas Her­ bert, QMED, H-1357—I took one of the D-9's| over to the West Coast last year on the first leg of an around-the-world voyage. It was fantastic. We stopped off at the Mediterranean, Singapore, Japan and all the West Coast ports. Hazel Johnson, Steward, J-25— My last trip, which was on the Falcon Champion. The weather was nice—not too cold, just right. We hit Greece, Italy, Sardinia, Spain and France. Edward Collins, Chief Steward, C-1185—My fa­ vorite trip was to St. Croix—I love the is­ lands. I just got off the Golden Monarch in January. Besides, it was a short trip—11 days and you're home. Terry Mouton, QMED, M1669—You know how long I've been sail­ ing? Forever. I used to like the trips to Thai­ land during the Vietnam War. You're not going to put down my age, are you? Omar A. Omar, Oiler, 0-371— The one I took to Santo Do­ mingo, because it is close to home. That way, I can get to see the wife and family. Don Hicks, Bo­ sun (retired), H-694—The old Robin Line ships, I guess. But that was before I got married to the greatest woman in the world. The weather was great; the crews were terrific. George Alex­ ander, Chief Steward (Re­ tired)—A Rot­ terdam to Aus­ tralia run. But this was a long time ago. World War II. Fused to make big ship models and raffle them off for $300. Back then, these were long trips, and you had a lot of time on your hands. A! Austin, Bo­ sun, A-853— The time I went to Sri Lanka on the Golden Phoenix. Few boats ever get there; it was virtually untouched by tourists. We were tied up at an old World War II base. Capricorn Trip Wos One To Remember r he LNG Capricorn ship's min­ utes of January 29 contained a special message from one mem­ ber, who says: "I would like to report that this tour has been an educational experience in itself. Together, we have learned the true mean­ ing of brotherhood at sea as well as ashore. We've shared good times together ashore, wining and dining and having fun—al­ ways looking out for one an­ other. We've niade good friends and shared good times—a tour to remember," The LNG Capricorn crewmembers' meeting was held while sailing between Bontang, Indonesia and Tobata, Japan. Reporter Calk Crew of Robert f. lee 'Best in Business' M n article in the Athens, Ala#1 bama Post Courier reports the crew of the Robert E. Lee as "among the best in the busi­ ness." The reporter rode aboard the Waterman vessel to collect ma­ terial for a series of articles on the U.S. merchant marine. He wrote that crewmembers wereJ'well-rounded, well-read and well-aware of what is hap­ pening in the world," and added this important note: "All are union members. Patriotism runs deep with these men." The article said that conditions onboard the vessel were "clean and comfortable . . . meals are well prepared and varied." The Post Courier series dis­ cussed the decline of the U.S. merchant marine, and empha­ sized that the lack of sealift ca­ pacity has endangered the stra­ tegic security of the nation. SIU members on the Robert E. Lee provided the Seafarers LOG with a copy of the article along with the ship's February 12 ship's meeting minutes. �r MAY, 1989 SIU am JOINS CAPE HORN IN PORT OF SAN FRANaSCO M former Barber Line ship, " the Cape Horn has been broken out for a voyage to Indonesia. On the way she will stop in Portland, Hono­ lulu and Subic Bay for load­ ing. The Cape Horn will then spend five weeks in Sattahip, Thailand. Crewed by 31 merchant mariners, the Cape Horn's current trip is her first in two years. The vessel has been docked at Hunters Point Shipyard in San Francisco. The Cape Horn is operated by Inter-Ocean Management, a Philadelphia-based ship management company. The company handles several commercial vessels and a number of military contracts. Pictured on this page are SIU members who joined the Cape Horn in San Francisco. Not pictured is Chief Steward James Venables. Business Agent Gentry Moore lis­ tens to Master Charles Shaw. Oiler Warren Wright at work in the engine room. Steward Assistant Oiga "Connie' Velasquez at work between meals. Electrician John Harlan relaxes with Oiler Gary Mitchell. AB George Kirksey, OS Louis Sorito, OS Salvatore Reinosa, Bo­ sun Howard Gihhs, and AB Ron­ ald Dailey take a break from deck duty. Chief Cook John Chaney with Steward Assistant Winston Wal­ ter, the fourth Piney Point gradu­ ate on board. • .."'4 J •: ^ SIU San Francisco Business Agent Gentry Moore looks on while AB's Fred Knappman, Roy Oliphaht, and William Capps enjoy a meal. Steward Assistant Olga "Connie' Velasquez serves lemonade to Wiper John Grisler and Electri­ cian John Harlan. ' f j • . Ordinary Seamen Salvatore Reinosa and Louis Sorito stand with Business Agent Gentry Moore, while Bosun Howard Gibbs and AB Ronald Dailey sit at table. i' i.'.'i m-- 'i'',? • Chief Cook John Chaney readies the meat for the oven. i Fire drill exercises aboard the Cape Horn. The Cape Horn was docked at Hunter's Point in San Francisco when SIU Business Agent Gen­ try Moore paid a visit. A former Barber Line vessel, the Cape Horn recrewed at San Francisco en route to the Far East. .1 . .• , r. • •j' i, t ; ;k" fs- A • ii: J �•-• ••. -''Y-V'':";" ,' ,;' SUFAKCItSiOG -M-l iimNE iumm mnmma ciM After participating in classroom learning and practical training, seven SIU members were graduated from the Lundeberg Schoors Marine Electrical Maintenance class. Curriculum covered by the students included: electrical theory, power circuits, schematics, test equipment and maintenance and trouble-shooting of AG and DC motors and controllers. Pictured left to right are graduates (back row) Robert Zientak, Don"the Machinist" Malozi, (middle row) Rikk Parker, Owen ^ufify^ (fix^ Hans Kogler, Gary Praitts and ^Ben Conway.'• Celestial navigation class graduates join instructor Jim Brown (left) after completing a course which included: latitude observations by sun and Polaris; celestial running fixes by sun, star, planets; compass error by amplitude and azimuth; star identification, and care and use of a sextant. Graduating students are Roger A. Foote Jr. (second from left), James R. Stinson Jr. and Johp T. Thompson. - COOirilMD AllffV a4ss Chief Cook Learthur Jordon (left). Cook and Baker Wilmer Jack Jr. and Chief Cook Tanya Walker. The Cook and Baker class gradu­ ates display the products of their class work. While learning the Cook and Baker skills, students help prepare more than 650 meals a day at the Lundeberg School. f:>v: •.V • "iH "v . •• EK:;-' ; .-r^T • • ' . A QUAUHED MEEEBER OF WE EHGIHE DEPmMEHT CiASS Completing an intensive 12-week training course are: (back row) Frank Bemer Jr. (left), John J. Thomas, Matt McGeehan, John Hoskins, Thomas Neuwiller, Lonnie I. Carter, Herman Best, Ocie Jones III, Nathan Hollander, Mike Novak, (front row) Randal Firestine (left), Charles Mispagell, Pedro Santiago, Jerry J. Thomp­ son and Sonja M. Clements. The Lundeberg SchooPs curriculum aimed at QMED certification and endorsement leads to many ratings in the engine department. Pictured above are Sherman Anderson (top) and Patrick Rawley.. , Upgrader Alvin Johnson (left) with instructor Jim Moore. Brother Johnson learned aban­ don ship procedures, hypother­ mia prevention, helicopter res­ cue procedures, emergency radio and distress signals and other survival techniques. Dim EH&HE TECHMOIOOY CIASS All aspects of diesel engine technology were studied by (back row, left to right) Mark G. Lawrence, Rikk Parker, Charles Polk Bob Layko, B. Hutching, Chris Doyle, Instructor Eric Malzkuhn Michael Scardma, (front row, left to right) Steve Miller, Willie Franks, Frank Jaworski, Mike Harat and George Lindsay Fellow class member Frank "The Chief Foster is not pictured, tlie course covered theory, construction, operation, maintenance and repair of low, medium and high speed diesel engines. , �IN AUn 1989 New Red Cross Procedures Added to Lundeberg Training Programs I V..iS CPR is demonstrated by a Lundeberg instructor. I^hen the Red Cross updated If If its first aid and cardiopulmo­ nary resuscitation (CPR) courses, Lundeberg School in­ structors Jim Hanson and Jim Moore were among the first in the state of Maryland to learn the new material. As a result, SIU members taking first aid and CPR classes are learning the newest techniques developed by the Red Cross. Instructors Hanson and Moore have been certified in three new areas: upgraded standard first aid, community CPR and basic life support for the professional rescuer. Community CPR Respiratory and circulatory problems in persons of all ages are discussed by Lundeberg School instructors in this portion of the class. The kind of aid that should be administered in the event of choking, heart attacks and cardiac arrests is learned by course participants. The most common childhood injuries and their prevention also are covered. Basic Life Support In addition to reviewing mate­ rial from the previously men­ tioned courses, a student is pro­ vided with more detailed information on the respiratory and circulatory systems. Stu­ dents also are taught the proper method of performing two-per­ son CPR and how to use resusci­ tation masks. Rescue breathing for drastic situations such as near drowning, electric shock, traumatic injury and hypother­ mia is taught. Upgraded Standard First Aid New material covers one-man CPR, rescue breathing and aid to a choking person. The instructor also teaches how to detect the difference between cardiac arrest and a heart attack and what aid is necessary in each case. The curriculum includes what to do in the event of any of the following medical emergencies: bleeding, shock, fractures, bums, diabetic attacks, stroke, seizures, effects of extreme heat or cold, poisonings, bites, stings, eye and nose injuries. Chief Mate Ron Chavers. Brother Santana works in Crow­ ley's San Juan operation, while boatmen MacKnight, Weikert and Chavers are based in Phila­ delphia. Former Trainee Says Instruction Excellent In class, Ray MacKnight charts a course. Brothers Chavers, a trainee graduate of the union school and the recipient of the 1983 Towboat Scholarship, expressed full satisfaction with the course. He said, "The instmctors should be commended for their constant and diligent attention to the needs of each student." Chavers noted that despite the busy schedule, each course participant had spent a great deal of time with the instructors. The class participants learned radar theory, including observa­ tion, operation and use, interpre­ tation and plotting, collision avoidance. Navigational exer- M fter accumulating 62 college n course credits, SIU member Albert Jules Schmitt graduated from the Lundeberg School's college program with an associ­ ate in arts degree in nautical sci­ ence, inland concentration. Brother Schmitt, employed aboard Crescent Towing and Salvage Company equipment in New Orleans, first attended the union's school in 1979 when he enrolled in a diesel engineering technology course. What made the degree possi­ ble, says Schmitt, is the spirit of cooperation and assistance an enrolled student receives from the college program faculty . In a letter to the school. Brother Schmitt said, "My heartfelt thanks go out to all those in­ volved in creating the business­ like atmosphere of the college program. I encourage everyone to take advantage of this great eductional opportunity." •• ' -:'V, i • ?=i-. if: l- I The inclusion of the Red Cross's upgraded first aid and CPR techniques in the Lunde­ berg School's curriculum pro­ vides SIU members an opportu­ nity to be among the most knowledgeable and trained Sea­ men in the world. Four Seafarers Earn Radar Endersements at Union's School sistant Boat Captain Ray Macour inland division SIU mem­ bers completed the Radar En­ Knight, Assistant Boat Mate fdorsement course at the Lunde­ Mike Weikert and Linehaul berg School. The Seafarers sail on vessels of the Caribbean and North Atlantic divisions of the Crowley Transportation and Towing Company. Graduating with their radar endorsements were: Assistant Boat Captain Julio Santana, As­ SIU Member Graduates from Union's College Degree Program Jullo Santana (right) and Radar Endorsement candidate Pete Ryerson review a radar reading. cises were conducted on simula­ tion equipment. Working on the Lundeberg School's simulator, students practiced plotting a course and safely manuevering their "vessel" without jeopardiz­ ing the safety of others. Congratulating SIU member Al Schmitt (pictured third from the left) are: College Program Coor­ dinator Tracey Foley, Port Agent Nick Celona. (left), Lundeberg School Vice President Ken Conklin. Boatman Schmitt acquired the necessary credits by taking vo­ cational and college courses at the Lundeberg School and trans­ ferring credits from Louisiana State University and Nichols State College. He also was awarded credit for work experi­ ence upon documentation of his knowledge. The Lundeberg School began its college degree program in 1986. The program is open to all SIU members. Courses are of­ fered in eight-week sessions, five times a year. Jnstruction is avail­ able in the following subject matters: English, mathematics, social sciences, physical science and physics. K: F' •1 •• a .. Marine Electronics Course Dates ., : CI ••t September 4^November 24 November 13-February 2 On next page is a clip-andsend for more information. r -h 1- m n- �SEAFARERS 106 TWO LIFEBOAT CLASSES School's Marine Electronic Technician Classroom Is Open for Business y • ''jyyy- !r,; • • ^ ' Vi'. lilii <T., . -•'•>:>' ; . yy e-'-.yx'' • '" ;;" :s,;; Participating In the rIbbon-cuttIng ceremony of the new Marine Elec­ tronic Technician classroom are: Liindberg School Vice President Ken Lonklln (left), SIU Secretary- r he recently constructed Ma­ rine Electronic Technician course classroom was officially open for business after a ribboncutting ceremony at the Seafar­ ers Harry Lundeberg School of Seamanship. The classroom was built for the new course to assist mem­ bers in learning to use the in­ creasingly complex electronics found onboard today's vessels. The classroom, located in the Charles Logan Vocational Build­ ing on the grounds of the Lunde­ berg School, is equipped with state-of-the-art electronic train­ ing aids. * - §l.> Treasurer Joe DIGIorglo, Instruc­ tor Russ Levin, Course Advisor NIck Marrone, Sr. and Vocational Director BUI Egllnton. Course instructor Russ Levin says students perform a mini­ mum of two hours a day in lab work. Trouble-shooting exercises give students an opportunity to use the electronic training aids and provide close to real-life ex­ perience, reports Levin. The Marine Electronic Techni­ cian course covers 480 hours of instruction over a twelve-week period. Students who complete the course, says Levin, should be able to sit for the Federal Communications Commission's exam for General Radiotele­ phone Operators' License with Radar Endorsement or a Second Class Radio Operators License. , '• *r^- Graduating from the Lundeberg School's lifeboat classes are: (pic­ ture above, back row, left to right) Frederick Mills, Allen "Dutch" Noltensmeier, Samuel Cox Jr., Robin B. Anderson, (front row, left to right) Darwin Peguese, Kevin Hare, Victor F. Weber and Sam Minor, (picture below, third row, left to right) Fred L. Colston Sr., Eric D. Johnson, John W. Bertrand, Bob Omilanowicz, Chris Maye, Kevin "Cash" Starkey, Earl Hargraves, A1 Schmitt, Adrienneh Ev­ erett, Curtis L. Small, Todd Ruffin, Instructor Jim Moore, (second row, left to right) Patrick Legg, Lawrence Israel, Eric Selberg, Sean Ryan, David Bailey, Ed Aldrete, (front row, left to right) Robert Zepeda, Michael S. Gomes, Anna F. Buyvid, Kelly A. Wood and Ronald Corgey. Explaining course material to SIUNA Vice President Angle Tellez (left) are Marine Electronic Technician course students Danny Johnson (center) and Joe McGee. On the desk sits the electronic training aids used for class lab work. I Am Interested in The Marine Electronics Course 1 Please put me on your list as interested in future enrollment in the 1 new Marine Electronics Technician course. 1 I 1 Name Date of Birth (Last) (First) mo/day/yr (Middle) 1 I Address _ 1 I Telephone (area code) 1 I Soc. Security No. Seniority _ Book No. 1 I Dept — Home Port 1 I Date available for training I 1 RETURN COMPLETED COUPON TO: 1 Director Vocational Education 1 Seafarers Harry Lundeberg Upgrading Center I I Piney Point, MD 20674 I 1 .'r'UW'-j-'- '1 I 1 1 I 1 ABLE SEAMEN CLASS Deck seamanship, liiles of the road, marlinspike seamanship, helmsmanship, safety, fire fighting, emergency procedures, first aid, underway and vertical replenishment, crane and fork truck opera­ tions were subjects covered by the graduating Able Seaman class. Pictured above are: (back row, left to right) Frederick W. Mills, Eric D. Johnson, Marshall A. Boice, Frank E. Vogler, Reginal D. French, Robert Murray, Samuel Cox Jr., Steve Welder, (second row, left to right) Instructor Jake Karaczynski, N. Allen Orrmins, Allen "Dutch" Noltensmeier, Norman K. Armstrong, Victor F. Weber, Robin B. Anderson, Sam Minor, Rodriguez Gonzales, (first row, left to right) Darwin Peguese, Paul Bird, Devin Hare, John D. Caron, Noel Lau and Juan Melendez. I.. - -'"v ' . . ^ . 5,' , I <,7.. . ,4 �MAY,J989 Twenfy-eight Seafarers Retire The Seafarers Pension Plan approved monthly pensions for 28 deepsea and inland members. These monthly pensions, which each member will receive throughout his lifetime, will help these dedicated linion men enjoy a secure retirement. Deep Sea BIN AHMAD Bin Ahmad, 60, shipped out of New York as an AB. He retired effective October 1, 1988, and makes his home in New York, NY. WALTER E. BAUER Walter E. Bauer, 61, joined the union in 1951 in the port of New Orleans, LA. He sailed in the deck depart­ ment. Brother Bauer now lives in Marrero, LA. TRAVIS H. BREWER JR. Travis H. Brewer Jr., 65, retired as an oiler, effective March 1, 1989. His home port was Houston, and he lives in Texas City, TX. HOWARD COLE Howard Cole, 64, of Houston sailed as an OS and AB in the deck department. Bom in McKinney, TX, he joined the union in 1959. Previously an aircraft sheet metal worker. Brother Cole worked on such vessels as the Achilles and the Aleutian. 1.; t i' if/ •\ I -• JAMES E. CONNOR James E. Connor, 65, retired as an AB, effective February 1, 1989. A resident of Cheektowaga, NY, he shipped out of New York. ARTHUR DE CHAMP Arthur De Champ, 72, of Seattle, WA worked in the steward department. Brother De Champ sailed as a second cook/baker and a chief cook. A native of Massachusetts, he joined the union in 1962 and received his "A" seniority book in 1970. He had numerous voyages with Colmar, Isthmian, Waterman, and Sea-Land. * EDWARD ELLIS Edward Ellis, 65, of Jacksonville, FL sailed as an AB in the deck department. Born in | Georgia, Brother Ellis joined the union at Jacksonville in 1962 following 19 years in the Navy. He had voyages with Suwannee, Halcyon, and Empire Transport. Ellis served as a ship delegate for the SIU, and the union thanked him for staying in frequent touch with headquarters. FRANK FLYNN JR. Frank Flynn Jr., 65, of Norfolk, VA sailed as an OS, a fireman/ watertender/ oiler, and a deck engineer. An Ohio native. Brother Flynn worked for the Transoceanic Cable Ship Co. JOSEPH A. GIBBONS Joseph A. Gibbons, 60, of Huntingdon, PA worked in the steward department. Previously a meatcutter, he sailed as a messman and later as chief cook. Brother Gibbons joined the union in 1960, and had voyages with the Robin Line and the Bull Line. GILBERT GONZALES Gilbert Gonzales, 59, of San Antonio, TX sailed as a chief cook. His home port is Houston. GARLAND JACKSON Garland Jackson, 62, of Seattle, WA shipped out as a chief cook. PAUL G. LUTEMAN Paul G. Luteman, 62, of San Francisco sailed as an OS and AB in the deck department. Bora in Cumberland, MD, he joined the union in New York in 1958. Seafarer Luteman had voyages with Waterman, Victory Carriers, and Sea-Land. He completed an AB course in 1979. DONALD E. MURPHY Donald E. Murphy, 64, of Jacksonville, FL sailed from 1951-59 before joining the SIU. A native of Norfolk, VA, he worked as an electrician, an oiler, and then a QMED. Brother Murphy had Voyages on 'K' • ..-7^ •; siich vessels as the New York and the Mount Vernon. GAETANO MATTIOLI Gaetano Mattioli, 65, of Toms River, NJ retired from deepsea sailing effective February 1, 1989. His home port was New York. CHARLES W. PALMER Charles W. Palmer, 68, sailed as a third assistant engineer. He makes his home in Mobile, AL. WILLIAM L. PETERSON William L. Pe­ terson, 61, started sailing in 1961 out of the port of Philadel­ phia, PA. He shipped out in the engine de­ partment. Bora in Brooklawn, NJ, Brother Peterson is a vet­ eran of the U.S. Army from 1945 to 1947. He makes his home in Seminole, FL. VICTOR F. PLACEY Victor F. Placey, 65, worked in the deck department as an OS and an AB. His book was issued in New York in 1943. A resident of Youngwood, PA, Brother Placey is a graduate of the SHLSS LNG upgrading course. He had voyages with the Del Caribe, the Del Sol, and the Ft. Hoskins. HUGH W. RILEY Hugh W. Riley, 68, worked as a messman in the steward department. He joined the union in Wilmington in 1962. Brother Riley sailed with such major companies as Waterman, Isthmian, and Sea-Land. A native of Virginia, he makes his home in San Francisco. RICARDO RODRIGUEZ Ricardo Rodriguez, 59, sailed in the deck department as an OS. He joined the SIU in Houston in 1957, and shipped out with Bloomfield, Waterman, and Cities Service. Brother Rodriguez resides in Galveston, TX. CHARLES ROSS Charles Ross, 65, retired from deep sea shipping on February I, 1989. A resident of Bothell, WA, he shipped out of Seattle. TROY D. SMITH Troy D. Smith, 61, of Moncks Corner, SC sailed as a wiper and FOWT. He received his book in 1950 in Tampa, FL. Brother Smith's career included voyages with the Sea-Land Consumer, the Humacao and the Ponce. HAROLD V. WALKER Harold V. Walker, 69, joined the union in 1952. He sailed as a steward/baker and chief steward. He worked on all company vessels of Cities Service from 1953 through 1975, and also sailed with Interocean Management Corp. He holds a certificate in marine fire fighting from the Military Sealift Command School, and attended the steward recertification program as a steward at Piney Point in 1981. Brother Walker lives in Knoxville, TN. Inland COLBOURNE H. AUTRY Colbourne H. Autry, 62, retired as an assistant engineer. A former carpenter's helper, he sailed aboard the Holly S with Steuart Transportation. Brother Autry received his book in Baltimore in 1970, and resides in Tangier, VA. STEPHEN BIONDO Stephen Biondo, 62, retired as an AGLIWD fisherman. He makes his home in Gloucester, MA. FRANCESCO P. BRANCALEONE Francesco P. Brancaleone of Gloucester, MA, retired after ye^s of service as a member of the AGLIWD fishermen's union. ROBERT GILES Robert Giles, 65, sailed as a senior captain. Born in Kansas City, MO, he served in the Navy before joining the SIU in Baltimore. At the SHLSS in 1973, he upgraded to ocean operator-inland waters. A resident of Sanford FL, Brother Giles worked for Interstate Oil Transport and Gulf Atlantic Towing. EDWARD GOETZ Edward Goetz, 62, of Sault Ste. Marie, MI sailed as a tug deckhand. A native of Marquette, MI, he worked previously as an operating engineer. Brother Goetz's employers were Massman Construction and Peter Kiewit Sons. u- "I''/J/ "'••s' r'. • 'r'' vs.-' • JOHN A. HOWLAND John A. Howland, 58, sailed as a chief engineer for Curtis Bay Towing. A Boston native, he received his book in Baltimore in 1957. Brother Howland lives in Timonium, MD. • �," '!• -• tV" iv"' • i. • •'•yt' yy y>y: u SEAFARERS LOG St. Louis Port Council Honors Three Community Leaders The Port Council of the Greater St. Louis Area and Vicinity honored a labor leader, a businessman and an elected official at its April dinner dance. The St. Louis affiliate of the Maritime Trades Department, AFL-CIO, presented its Labor Man of the Year Award to Gerald T. Feldhaus, business manager of Asbestos Workers Local 1. A union member since 1965, Feldhaus joined the local's executive board in 1977. He was elected business agent and financial secretary 1985 and business manager in 1986. Feldhaus serves on the executive Michael F. Shanahan attorney. Westfall is former assistant prosecuting attorney for St. Louis County and past special prosecuting attorney for the City of St. Louis. He was elected to his current position in 1978, and was re-elected unopposed in 1982 and 1986. Dinner speak­ ers included Richard Mantia, president of the Port Council George "Buzz" and Robert Westfall Sansone, an executive board member of the Port Council and president of Teamsters Joint Council 13. Robert Sansone • :-|.y; •; iKyy't.-:-;:"-; rT- n . Gerald T. Richard Mantia Feldhaus board of the Missouri State Building and Construction Trades Council. Michael F. Shanahan, chairman and CEO of Engineered Air Systems and chairman of the St. Louis Blues Hockey Club, accepted the Port Council's Management Man of the Year award. Shanahan serves on the boards of numerous educational and charitable organizations, including St. Louis University and the American Heart Association. The maritime group gave its Able Helmsman award to George "Buzz" Westfall, the St. Louis County prosecuting Rescue at Sea {Continued from page I) A Coast Guard helicopter then transported Cruz from the BaltL more to the port of Norfolk where a waiting ambulance took him to a local hospitkl. He re- mained there for a day and a h£il^ before being transferred to a IStew York hospital. Dr. Joseph SanFelippo, medical director of the SIU Welfare Plan, who was kept informed of Cruz's ^ condition, arranged for the injured ? scAFjam mum FLAN Nona COBRA: Continuation Hoaith Covongo f you or your dependents lose your eligibility for health care coverage under the / Rules and Regulations of the Seafarers Welfare Plan, you and your dependents may be eligible to purchase, at a premium. Welfare coverage directly from the Plan.. If you find that you have lost your eligibility for Plan coverage, you must notify the Plan office immediately to find out whether or not you or your dependents may elect to continue your benefits under this program. If you want more information concerning this program you can call the membership services office. I-800.CLAIMS-4 (1-800-252-4674) or write COBRA Program Seafarers Welfare Plan 5201 Auth Way Camp Springs, Maryland 20746 NOTE: A detailed article explaining this program appeared in the April 1989 issue of the "LOG". You may want to refer to it. , Seafarer's personal physician to meet him in the New York hos­ pital emergency room when Cruz arrived. Following consultations, specialists prescribed physical therapy treatments', which are continuing at the present time. Cruz is profuse in his praise of his M/V Baltimore shipmates. "I really have to thank the whole crew. They saved my life," he said. He had special praise for Captain Bise who, he added, "did a fabulous job. His sense of humor and his knowledge of what had to be done made me feel a lot better." Everyone had a hand in caring for him, Cruz said. He gave high marks to Bosun Kahn, Chief Steward DeBoissiere and said, "the deck department took care of me around the clock. With the engine department's special sip­ ping straw and the steward de­ partment's special food, I was able to retain some strength. "The teamwork is what pulled me through," said Cruz. Liberty Ship Home (Continued from page 6) During the war, with the ship­ yards working full-tilt, workers used to joke, "We build 'em by the mile and cut them off by the yard." Baltimore's Bethlehem , shipyard, where the Brown was constructed, turned out 32 miles of ships. After the last line was secured and the gangway lowered, Capt. Herb Groh, the Brown's skipper for the day, said he was im­ pressed with the day's turnout and the support the John W, Brown has received. ' '< "You look around here and see all kinds of people. They're not all seamen or veterans. This has brought a lot of people to­ gether. You don't want them to forget what the merchant marine contributed to the War, and you don't want them to forget that today the merchant marine is a valuable asset," he said. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Account­ ants every three months, which are to be submitted to the membership by the Secre­ tary-Treasurer. A quarterly finance commit­ tee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Mem­ bers of this committee may make dissenting reports, specific recommendations and sep­ arate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees ip charge of these funds shall equally consist of Union and management represen­ tatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employ­ ers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this IS: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to pro­ tect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—THE LOG. The Log has traditionally refrained from publish­ ing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publish­ ing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may del­ egate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memberpay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLI­ GATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately no­ tify headquarters. EQUAL RIGHTS. All members are guar­ anteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no mem­ ber may be discriminated against because of race, creed, color, sex and national or geo­ graphic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquar­ ters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with im­ proved employment opportunities for sea men and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contrib­ utes to political candidatesfor elective office. All contributions are voluntary. No contri­ bution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and re­ fund, if involuntary. Support SPAD to pro tect and further your economic, political and social interests, and American trade un-on concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Mi­ chael Sacco at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Wayand Britannia Way, PrinceGeorges County, Camp Springs, Md. 20746. �ii ^lE^' HUY, m t Dispatchers' Report for Deep Sea KHembership Reelings Deep Sea, Lakes, lulaad Waten APRIL 1-30, 1989 TOTAL SHIPPED All Groups Class A Class B Class C *TOTAL REGISTERED All Groups Class A Class B Class C Port New York Philadelphia Baltimore Norfolk Mobile New Orleans JBfck^dnviliig San Francisco Wilmington Seattle Puerto Rico Honolulu Houston St. Louis Piney Point Totals Port New York": Philadelphia Baltimore . Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston St. Louis Piney Point Totals Port •New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville 1 San Francis iTOninj "Seattle Puerto Rico Honolulu I Houston' •iSt. Louis''.;f iSiWjSssI Totals Port I New York = r I Philadelphia II i Baltimore Norfolk MobUe New Orleans Seattle Puerto Rico Honolulu |Hpu$ton ISt. Loiiis Kney Point Totals **REGISTERED ON BEACH Trip All Groups ReUefs Class A Class B Class C DECK DEPARTMENT 9 4 4 ' 4 6 8 10 16 7 7 2 10 9 1 7 104 21 0 8 5 11 12 28 14 12 6 2 24 0 5 ISO 4 1 3 . 7 3 3 3 5 4. •5 0 10 57 33 1 3 18 10 27 19 19 16 37 2 3 0 7 5 15 3 9 3 6 1 5 6 2 5 72 3 0 n 7 28 0 , H *' ^ ft 229 • 16 2 .4,:s^ 4 5 15 9 6 0 2 7 9 5 4 7 ZS.' 8 2 12 3 i:l' ^ 75 ' 3 3 0 9 1 5 i 1 1 1 T'. 9 mi 3 ••••••" 14 2 5 3 0 10 3 2 0 9 4 1 4 k-sm y'-m:>sSi'19 ' . yi 0 11 2 0 ' 0 6 4 53 120 3 9 13 10 26 28 43 25 22 2 49 3 10 1 1 0 28 7' 3 39S 0 4: 272 0 0 28 ?62 2 7 2 8 8 5 5 11 0 9 a-30 rf' 2 0 5 6 10 4 3 0 11 1 4 78 56 STEWARD DEPARTMENT r-': 4 6 3 15 16 2 6 17 0 0 139 • Piney Point Monday, June 5 New York Tuesday, June 6 Philadelphia Wednesday, June 7 Baltimore Thursday, June 8 Norfolk Thursday, June 8 Jacksonville TTiursday, June 8 Algonac Friday, June 9 Houston Monday, June 12 New Orleans Tuesday, June 13 MobUe Wednesday, June 14 San Francisco Thursday, June 15 Wilmington Monday, June 19 Seattte Friday, June 23 San Juan Thursday, June 8 St. Louis Friday, Juiie 16 Honolulu Friday, June 16 Duluth Wednesday, June 14 Jersey City Wednesday, June 21 New Bedford Tuesday, June 20 'kr • •".V,/ • f'. i' *' i CI' H'm --V: I .Jf. :1 'OV /'i'Vv 3^n'-'2 IOSSDSUK, 0 27 1 1 12 76 Personals ENTRY DEPARTMENT 0 0 0 0 0 0 30 1• • 3 • 5 3 ' 20 55 13 21 11 5 17 1 192 26 2 5 10 ^4 15 15 2 1 7 1 27 20 19 15 14 80 10 29 8 1 137 1 fsmmmm 232 261 0 Totals AU Departments 639 374 346 546 278 321 203 1,212 551 437 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of AprU was up from the month of March. A total of 1,348 jobs were shipped on SIUcontracted deep sea vessels. Of the 1,348 jobs shipped, 546 jobs or about 40 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 203 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 9,897 jobs have been shipped. Bob Carroll IV A good friend is looking for you. Please write Vittoria John­ son, Rt. 5, Box 155, Savannah, TN 38372. Thomas L. Dodd Please get in touch with your family. They're worried about you. Write Doris Hamaker, 413 E. Bradford, Marion, IN 46952. Benjamin Porter Todd Johnson would like to know your whereabouts. He would also like to hear from anyone who knows where you are. Johnson identified you as a galleyman who sailed aboard the S.S. Walter Rice in 1978. Todd Johnson can be reached at 6054 Laurel Street, Apt. 8, New Orle­ ans, LA 70118, Terry Sniifh Please get in touch with Beiilah Farmer, Rt. 3, Box 150-4-5, Buna, TX 77612 (tel. #409/9945837). She has your photo al­ bums. •-.V-T : , i.-j-uJ-VI �m SOfARCKS 106 20 •kW' Dispatchers* Report for Inland Waters Seahnn lateniatiottal UnmdinOoif APRIL 1-30, 1989 i: •TOTAL REGISTERED All Groups Class A Class B Class C Port pew YOTk iPhU^elphy iBaltimore Norfolk^ Mobile New Orleans Jacksonville |San Francisco ^Wilmington Seattle Puerto Rico Houston lonac 5t. Louis ^ *iney Point ® Totals i.,i,'• •. •. Port ^nw Yorii., TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT Mtchael Sacco, President Joseph Sacco, Executive Vice President Joe DIGiorgio, Secretary-Treasurer Angus "Red" Campbell, . Vice President of Contracts Jack Caffey, Vice President Thomas Giideweil, Vice President George McCartney, Vice President John Fay, Vice President Roy A Mercer, Vice President Steve Edney, Vice President ••REGISTERED ON BEACH All Groups Class A Class B Class C ENGINE DEPARTMENT ^0 0 0 0 ^ 0~T7r^ Q- |p)uladelphi^ ^Baltimore koifolk^ Mobile New Orleans Jiacksonville'" San Francisco Wilmington Seattle Puerto Rico Houston Algonac St. Loiiis [Piney Point j Totals : If. IIS: "I--'' ;• i: • . V: '.•^' • ••' -"• .•; i::: Port • STEWARD DEPARTMENT ll^wTOTk V ' iBdtinn^ Norfolk Mobile New Orleans p^ksonvflle |San Francisco iWilmington Seattle Puerto Rico Houston plgonac :v,-^ |St. Louis i^ney Point Totals Totals All Departments 104 44 56 48 11 38 178 83 103 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Dispatchers* Report for Great Lakes CU-Company/Lakes L—Lakes NP—Hon Priority •TOTAL REGISTERED APRIL 1-30, 1989 All Groups Class CL Class L Class NP ••REGISTERED ON BEACH TOTAL SHIFFED All Groups All Groups Class CL Class L Class NP Class CL Class L Class NP Port DECK DEPARTMENT 0 19 1 0 32 2 0 25 4 Algonac v Port ENGINE DEPARTMENT 0 16 3 0 13 5 0 13 2 Algonac STEWARD DEPARTMENT Port 0 4 1 0 10 4 0 7 1 Algonac ENTRY DEPARTMENT Port 0 19 27 0 0 0 0 35 43 Algonac Totals All HqMurtments 0 58 32 0 55 11 0 80 ^ •"Total Registered" means the number of men who actually registered for shipping at the port last nionth. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. , A'.:.;' .'{"r-wV i. HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301) 899-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 (313) 794-4988 BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 (301) 327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (218) 722-4110 HONOLULU 636 Cooke St. Honolulu, HI 96813 (808) 523-5434 HOUSTON 1221 Pierce St. Houston, tX 77002 (713) 659-5152 JACKSONVILLE 3315 Liberty St. Jacksonville, PL 32206 (904) 353-0987 JERSEY CITY 99 Montgomery St. Jersey City, NJ 07302 (201) 435-9424 MOBILE 1640 Dauphin Island Pkwy^ Mobile, AL 36605 (205) 478-0916 ^ NEW BEDFORD 50 Union St. New Bedford, MA 02740 (508) 997-5404 NEW ORLEANS 630 Jackson. Ave. New Orleans, LA 70130 (504)529-7546 NEW YORK 675 Fourth Ave. Brooklyn, NY 11232 (718)499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 (804) 622-1892 PHILADELPIHA 2604 S. 4 St. Philadelphia, PA 19148 (215)336-3818 PINEY POINT St. Mary's County Piney Point, MD 20674 (301)994-0010 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415)543-5855 SANTURCE 1057 Fernandez Juncos St. Stop 16 :: Santurce, PR 00907(809) 725-6960 SEATTLE > 2505 First Ave. Seattle, WA 98121 (206)441-1960 ST. LOUIS 4581 Gravois Ave. St. Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (213) 549-4000 • ; fV:s- �'V' mm mirn MY/im IMB MRUS (Energy Transportation Corp.), February 5—Chairman Wil­ lie Mitchell, Secretary Dana Para­ dise, Educational Director G. Lindsey. Deck Delegate John Wells, Engine Delegate Dasril Panko, Steward Delegate Robert Brown. No beefs or disputed OT reported. There is $534 in the ship's fund. A new exercise bike was purchased with some of the money, and a Christmas gift from Burma Oil was added to the account. The treasury will be turned over to the new stew­ ard upon arrival in port. The chair­ man reported that a new dryer for the crew's laundry is expected this trip. The secretary informed those members getting off at the end of the voyage that he has all vacation, up^ading and other union forms available. The mate is cataloging the videotape library, all members were asked to cooperate by rewinding the tapes after use and returning them to the storage shelves. There will be a big changeover of crew this trip. The chairman reminded everyone to leave a nice clean room and a set of linen for the next crew. The steward thanked his gang for a good tour, and a vote of thanks was given to the steward department for a job well done and for all the great pool parties. Next ports: Osaka, Japan and Arun, Indonesia. illliliniCSFWfr(PRMMI), February 5—Chairman Donald Wagner, Sec­ retary R. Mora, Deck Delegate G. Israel Bonefont, Steward Delegate Roberto Feliciano. No beefs or dis­ puted OT reported. The educational director noted that crewmembers would like the company to purchase a new VCR. It was requested that the oilers call the wiper by knocking on his door. The patrolman will check about time off for the messman, eight hours relief every 30 days. The importance of contribut­ ing to SPAD was stressed, as was the recommendation that all eligible members upgrade their skills at Piney Point. FMLCOH aUUUnOH (Seahawk Manage­ ment Co.), February 5—Chairman John Chermesino, Secretary M.P. Cox, Educational Director Haywood Green, Deck Delegate John Thomp­ son. No disputed OT reported. The balance in the movie fund is $175.72 to be used to purchase additional videotapes. Tfos is the first time the ship has been back to the United States in five years. Payoff is sched­ uled for Feb. 8. The educational di­ rector suggested the SIU start ship­ board educational programs for its members. The captain has been asked to contact the union for per­ mission to pay off at sea this voyage and to have a patrolman bo£U'd the ship on arrival in port. A recommen­ dation was made that another wash­ ing machine be put aboard and that copies of new contracts be furnished to all crewmembers. the steward department was given a vote of thanks—with a special thank-you to Hazel Johnson from Haywood Green for feeding him so well. Next port: Mobile, AL. mCOH DUCHBS (Seahawk Manage­ ment), February 26—Chairman Leo Paradise, Secretary Richard Gracey, Steward Delegate David Bond. Everything is running smoothly in all departments. Some beefs were noted in the deck department which will be brought to the patrolman's attention. The chief engineer is very happy with the DEU and said he's the best he's ever had. The pump­ man called a safety meeting on Feb. 19. A motion was made and sec­ onded to have an emergency clause put in the contract whereby if a man must get off the ship due to sickness or a death in the family, he can get his job back. It was suggested that someone from the union check the stores. The ship seems to be running out of a lot of items, and no bulk ice cream has been loaded. Crewmem­ bers also would like a new washing machine to be put aboard. fALCOU IBIDER (Seahawk Management Co.), February 5, 19 and March 5— Chairman Clarence Burgo, Secretary William Justi, Deck Delegate Theo­ dore Bush, Engine Delegate Archie Bligen, Steward Delegate Philip Liv­ ingston. No beefs or disputed OT reported. The Falcon Leader is again running in the Far East. The vessel has left Guam heading toward Kwajalein in the Pacific and went to Japan. There may be a lay-up in Malaysia. Until it is known whether the ship will get a charter, there is no ship's fund. The crew would like to have more items for sale onboard, especially cigarettes. Crewmembers also would like more fresh fruits and vegetables, and better soap to wash clothes with. The soap in use now bums the hands and makes them itch. The steward department was given a vote of thanks for a job well done. IMG UO (Energy Transportation Corp.), Febraary 19—Chairman F.A. Pehler, Secretary Henry Jones Jr., Deck Delegate C.H. Kahn, En­ gine Delegate R. Robertson, Stew­ ard Delegate George Taylor. No beefs or disputed OT reported. There is $281 in the ship's fiind and $40 in the SIU communications fond. The chairman spoke about the days to reclaim their jobs. The next payoff will take place in New York Feb. 17. OMI MISSOURI (OMI Corp.), Febmary 23—Chairman John Picciolo, Secre­ tary Johnnie B. McGill, Educational Director/Engine Delegate R.J. Baumgardner, Deck Delegate Fred Collins, Steward Delegate Jay An­ derson. Everything aboard the OMI Missouri is running smoothly with no beefs or disputed OT reported. All previous disputed OT in the en­ gine department has been resolved. Estimated arrival in Portland, OR. is early Saturday, Feb. 25. Payoff will be around noon. Arrangements will be made by the patrolman in the Portland area for layup and payoff. OMI WMBMSH (OMI Corp.), February 14—Chairman J. Hasson, Secretary P.L. Shauger, Educational Director J. Spell, Deck Delegate L. Ramirez, Engine Delegate R. Rodgers, Stew­ ard Delegate A. Algazzali. Some disputed OT was reported in the deck department. A payoff is sched­ uled in Houston this voyage. A pa­ trolman has been requested. A new dryer for the crew laundry was or­ dered. And a suggestion was made to have an arrival pool or request donations in order to build up a fund for the purchase of video movies. Next port: Houston, TX. RMHGBt (Ocean Cairiers), Febmary 25—Chairman Jerry Bomcki, Secre­ tary Vemon Ferguson Jr., Educa­ tional Director/Engine Delegate Jon Digest of Ships Meetings The Mhwing ships minutes are just a sampling of the many meeting reports the SIU receives each month from its ships around the world. Ships' minutes are reviewed hy the Union's Contract Dopartment. Jhose issaos requiring attention or resolution are addressed hy the Union upon receipt of the ship's minutes. need for all seamen to participate in SPAD, noting that contributions to SPAD give the union a voice in Washington and give every member job security. The upgrading program at Piney Point is another way to get job security since better jobs mean better pay. The educational director stated that new books have been or­ dered and should be received this voyage. A letter from headquarters was received onboard ship regarding the fact that mail from the company office of ETC is three to six weeks in coming to the vessel. The re­ sponse was that the mail is sent out from the office twice a month by regularly scheduled courier service. Crewmembers were reminded that there is to be no dumping of plastics overboard. The company and the Japanese ports are working together to come up with a plan to offload all plastic from the ship until they in­ stall a special plastic bumer in the shipyards. A vote of thanks was given to the crew for keeping the rec room clean. A vote of thanks also was directed to the steward depart­ ment for the great meals and clean messhalls. Next ports: Himeji, Ja­ pan; Bontang, Indonesia; Osaka, Ja­ pan, and Amn, Indonesia. UBERIY SSM (Liberty Marine), Febm13—Chairman Cesar A. Gutierez. Secretary James Tucker, En­ gine Delegate Leroy C. Williams, Steward Delegate Anthony St. Clair. It has been a good trip with no beefs or disputed OT. The vessel will en­ ter the shipyard in Malta. Crew­ members will be called back in 15 P. Beard, Deck Delegate Michael Moore. No beefs or disputed OT. The deck department was particu­ larly proud that during the last trip, the ship passed inspection of the tanks with a grade of "A." The ship received a new ice machine. It should now produce enough ice for everybody. Thanks go to the SIU rep for his quick action in getting this for the crew. There is $450 in the ship's fond. The money was raised from the pilot pool. All crew and officers were thanked for their support of the pool. A few men will be getting off in Singapore. They were reminded to sign up for up­ grading courses at Piney Point. While getting an education at the school in Piney Point, members still have time to relax at the beautiful facilities and partake of some of the best food around. The chief mate gave the deck department a video cassette about underway replenish­ ment. Everyone can now watch that film in the crew TV room. Should the Ranger be involved in refueling at sea, this tape wUl help refresh members' memories. One minute of silence was observed in memory of our departed brothers and sisters. This ship's meeting took place at sea enroute to Okinawa, Japan. Next ports: Kuwait and Singapore. ROBCRT L Iff (Waterman Steamship Corp.), February 12—Chairman John Kelso, Secretary Bennie J. Guarino, Educational Director Mi­ chael Frizzel. Some disputed OT was reported in the deck depart­ ment, but it's been a very good voy­ age with no beefs. The ship's chair­ man suggested crewmembers take advantage of upgrading at Piney Point and read the Seafarers LOG as much as possible to keep up with the latest news on what is going on with the union. Mike Sacco was congratulated on his election as president. The captain is holding all the money to the movie and ship's fond for safekeeping. The chief engi­ neer will be asked to check why the water is so hot in the shower. Also, the laundry room drains need to be unclogged. One minute of silence was observed for our departed brothers and sisters. Next port: Newport News, VA. ROVSR (Ocean Carriers), February 12—Chairman Hugo Dermody, Sec­ retary Ernest E. Harris, Educational Director/Engine Delegate J. Parkhurst, Deck Delegate Robert Clif­ ford, Steward Delegate J. Robinson. No beefs or disputed OT. There is $156 in the ship's fund, but members were asked to please contribute to the fund so that another VCR can be purchased for the crew. A new cap­ tain is aboard. A repair list will be prepared. The vessel will arrive in Subic Bay early on Feb. 13. Crew­ members were advised to keep their rooms locked at all times since there will 6e 20 shoreside workers on­ board the ship around the passage­ ways. After Subic Bay the ship will sail on to Bahrain via Singapore to replace some crewmembers. Crew­ members were urged to always prac­ tice safety first. A suggestion was made to have larger tables in the crew mess so that four people can eat comfortably without bumping el­ bows. There will be an extra crewmember onboard to and from Bah­ rain who will sougee each room. Everyone was asked to make sure their rooms are made available to him. A vote of thanks to the steward department was given. Following stops in Singapore and Bahrain, the ship will sail to Pohang, Korea. SCM-IAHD MMCHORMGC (Sea-Land Serv­ ice), February 22^—Chairman John Ballentine, Secretary James Wright, Educational Director A. Jaramillo, Deck Delegate D. Brown, Engine Delegate A. Aguiar, Steward Dele­ gate J. Lubach. No beefs or dis­ puted OT. Everything appears to be running smoothly aboard ship. The chairman mentioned that Sea-Land has acquired eight new ships, for a total of 39. The crew requested a hot water pot ifor coffee and tea. A discussion was held concerning the cleaning of the crew lounge. It was decided that all three departments would take turns. A vote of thanks was given to the steward department for a fine job. Next port: Tacoma, WA. Sa-IAMD BIPRCSS (Sea-Land Service), March 3—Chairman J.M. Ard, Sec­ retary Louise Martin, Educational Director A. Bell. No beefs or dis­ puted OT. The educational director said that the union should find- out what the paymaster has to do with the crew's time off. Members thanked the radioman for the use of his videotapes. [Editor's note: The patrolman in­ formed the crew that the paymaster has nothing to do with time off for SIU crews.] SSM-IAND llimRIJY (Sea-Land Serv­ ice), Febniary 19—Chairman" E.F. Wallace, Secretary Pedro Laboy, Steward Delegate Sergio Morales. Everything is running smoothly with no bfeefs or disputed OT. A vote of thanks was given to the steward de­ partment for being such a good feeder. Next ports: Boston, Mass. and Elizabeth, N.J. •ri i-j' A'. <1 'I'yV-W "t • • Hi-r''UrSi •-i: f.%' �22 SCAFARCRS LOG Final Departures Deep Sea PASQUALE DI NINO Pensioner Pasquale Di Nino passed away on January 27, 1989. A Pennsylvania native. Brother Di Nino joined the union in Seattle in 1965. He sailed as an OS and an AB on such ships as the Seafair (Colonial Company), the Cottonwood (Oriental), and the Steel Navigator (Isthmian). He retired in 1981. JOHN GENER Seafarer John Gener, 30, died on March 3, 1989 in West wood, NJ. A resident of River Edge, NJ, he attended the Seafarers Harry Lundeberg School in 1983. Brother Gener worked in the engine department. He sailed as a wiper, fireman and oiler on the Constitution with American Hawaii Cruises. WILLIAM GOFF Pensioner William Goff, 59, passed away on February 17, 1989. A resident of Gray, ME, Brother Goff received his book in New York in 1947. He worked in the steward department, and sailed last aboard the Overseas New York in 1988. He is survived by his nieces, Bonnie and Patricia Bruns, also of Gray. HOBART LEE GARDNER Pensioner Hobart Lee Gardner, 60, died March 7, 1989 of congestive heart failure. Born in North Carolina, Brother Gardner received his book in New York in 1952. Gardner served as chief steward on such vessels as the LNG Aries, the Delta Panama, and the Merrimac (Ogden Marine). He retired in 1983. He is survived by his wife, Marie, of Trussville, AL. JOHN KACKLR Pensioner John Kackur, 74, passed away on February 20, 1989, following a cerebrovascular accident. A resident of Schellsburg, PA, Brother Kackur joined the SID in Baltimore in 1943. He worked in the steward department as a chief cook and baker on the X •: Anji, the Gateway City, aind the Olga. was cremated, and his ashes were committed to the sea. GEORGE MELTZER Pensioner George Meltzer, 74, died December 23, 1988. Born in. New York, Brother Meltzer was a U.S. Army cook before he joined the merchant marine. An SIU member since 1944, he sailed as a cook/baker on such vessels as the Ft. Hoskins, the Atlantic, and the Bradford. STANLEY R. YODRIS Stanley R. Yodris, 80, died of heart failure in Baltimore on March 10, 1989. The Maryland native joined the union in Mobile in 1938. He sailed as an AB and a bosun. Brother Yodris served on such vessels as the Monticello Victory and the Alcoa Pilgrim. GEORGE MEADEN Pensioner George Meaden, 63, died in Weyrnouth, MA on March 25, 1989. A retired chief pumpman. Brother Meaden sailed with Seatrain, Isthmian, Hudson Waterways and Cities Service. Before joining the SIU, he was a member of the Painters Union. Brother Meaden is survived by six children. ALVIN O. PAGAN Seafarer Alvin O. Pagan, 28, died in Bayamon, PR on December 29, 1988. A former resident of the Bronx, NY, Brother Pagan worked in the steward department. He sailed last in October 1988 aboard the PFC Dwayne T. Williams (American Overseas). His mother, Margarita, and his son, Alvin, survive hini. JOHN RENSKI Pensioner John Renski, 74, died of heart failure in Philadelphia on October 26, 1988. A Pennsylvania native. Brother Renski joined the union in Philadelphia in 1954. He sailed as a fireman/watertender on such vessels as the Merrimac, the Over Travel, and the Philadelphia. BILLY RAY SCOTT Brother Billy Ray Scott, 60, of Gardena, CA, died of a heart attack aboard the M/V SeaLand Patriot on February 1, 1989. The vessel was at sea near Yokohama, Japan. Born in Texas. Bosun Scott started sailing in the merchant marine in 1944, and joined the union in 1970. Seafarer Scott sailed as a bosun. He is survived by his wife of 40 years. Donna; a son, Richard; a daughter, Kathleen; seven grandchildren, and one great-grandson. Brother Scott if ,•5;: 'I'" ' . i-. • •• Lakes GORDON E. AIKENS Pensioner Gordon F. Aikens, 78, passed away February 22, 1989, in Ossineke, MI. He had been suffering from upper gastro­ intestinal bleeding. A native of Alpena, MI, Brother Aikens joined the union there, and sailed the Lakes in the steward department. A porter and second cook, he worked last for National Gypsum in 1983. Brother Aikens is survived by his sons, Ron and David. HOWARD J. BARSEN Pensioner Howard J. Barsen, 79, died of a heart attack in Long Rapids, MI on March 7, 1989. Born in Leer, MI, Brother Barsen joined the union in Alpena in 1956. He sailed the Lakes as a wheelsman, and served on the J.A. Fnglehardt for Huron Cement. He is survived by his wife, Mary. BERNARD H. BAKER Pensioner Bernard H. Baker, 73, died March 18, 1989 in Marine City, ML He had suffered from cancer. Born in Michigan, Brother Baker joined the union in 1952. He served in the deck department as a wheelsman. Brother Baker worked on the Niagara for Erie Sand. His wife predeceased him. FRANK E. MAY Pensioner Frank E. May, 71, of Crystal City, MI died on January 22, 1989. A Michigan native. Brother May joined the union at Frankfort-Flberta in 1953. Employed by the Ann Arbor Railroad, he sailed as an AB in the deck department of railroad car ferries. He is survived by his wife, Zelda. Inland ROBERT M. SMITH Pensioner Robert M. Smith, 67, passed away in Melbourne, FL on March 16, 1989. He had cardiovascular collapse. An inland boatman. Brother Smith joined the union in Baltimore in 1972. Following a naval career, he worked as a tankerman for the Steuart Transportation Company. The Illinois native sailed on the STC 007 and the Papa Guy. His wife, Beverly, survives him. RUSSELL E. SNOW Pensioner Russell F. Snow, 72, died in Bavon, VA on March 28, 1989. He had congestive heart failure. The inland boatman joined the union in Norfolk, and worked as an oiler and engineer for the Virginia Pilot Association. He is survived by his wife. Hazel. VINCENT VILLA Pensioner Vincent Villa, 85, died in Honolulu on February 1, 1989. Born in the Philippines, Brother Villa suffered from a respiratory disease. A cook on inland waterways, he worked for G & H Towing. He retired in 1965. Brother Villa is survived by his wife, Lorifa. Corrections PAUL M. WUORI In the obituary of Pensioner Paul M. Wuori (April 1989 LOG), it was incorrectly stated that he had one sister surviving. Brother Wuori is survived by ive brothers; Giva of Maple, WI; Sam of Seattle, WA, Ernest of New Richmond, WI; Ray­ mond of Wentworth, WI, and John of Superior, WI, and three sisters: lija Larsen of Eugene, 3R; Alice Walimaki and Ellen Hill, both of Maple. �23 MAY, 1989 1989 UPGRADING COURSE SCHEDULE .V,'h' . June through September 1989 The following Is the current course schedule for June—December 1989 at the Seafarers Harry Lundeberg School of Seamanship. The course schedule may change to reflect the membership's and industry's needs. PLEASE NOTE: All members are required to take firefighting when attending SHLSS. Completion Date June 26 July 21 Automation September 18 December 8 QMED—Any Rating June 12 July 21 Fireman/Watertender and Oiler September 1 July 10 Marine Electrical Maintenance September 8 July 31 Pumproom Maint. and 0|K. October 27 September 18 October 27 September 18 Variable Speed DC Drives August 21 September 15 Hydraulics July 17 Limited Assistant/Chief Engineer September 8 *AII students in the Engine Department will have two (2) weeks of Sealift Familiarization at the end of their regular course. Deck Upgnding Courses 1989 Adult Education Schedule Completion Check-In Date Date July 10 August 18 Able Seaman September 4 October 13 July 10 October 13 Third Mate Open-ended, 3 days Radar Refresher/Renewal (Contact Admissions for starting date) Open-ended, 1 day Radar Recertification (Contact Admissions for starting date) September 8 July 17 Limited Inland Licenses August 4 Lifeboat July 24 September 1 August 21 September 18 September 29 (This course: is not offered as a LNG—Self-Study separate course,but may be taken while attending any of the regu­ larly scheduled courses.) *Upon completion of course, the Sealift Operations & Maintenance course must he taken. Cbeck-ln Completion Date; Date Course The Adult Educatiqn Courses for 1989 will be six weeks in length. August 14 July 3 High School Equivalency (GED) October 16 September 4 December 11 October 30 August 12 Adult Basic Education (ABAE) July 3 October 14 September 4 December 9 October 30 August 12 July 3 English as a Second Language (ESL) October 14 September 4 December 9 October 30 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. June 9 Developmental Studies (DVS) June 5 (Prior to FOWT) August 18 ABE/ESL Lifeboat Preparation Course July 31 October 13 September 25 Check-In Date Course Pngnms Geared to Improve Job SfuHs And Promote <1.5. Maritime ladustry "• i'A - ' Engine Upgrading Courses 'SiMi • Course Steward Upgrading Courses Completion Cbeck-ln Date Date Course Assistant Cook, Cook and Baker All open-ended (Contact Admissions Chief Cook, Chief Steward. Office for starting date)* *AII students in the Steward Program will have two (2) weeks of Sealift Familiarization at the end of their regular course. This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. Recertification Programs Completion Date November 6 July 3 Check-In Dafe^ Course Bosun Recertification Steward Recertification September 25 May 29 Do you hold a letter of completion for Lifeboat : • Yes Firefighting: • Yes NoQ CPR: • Yes Date Available for training Upgrading Application Primary Language Spoken Date of Birth- Name. (Ust) (First) Address. Mo./Day/Year (Middle) .(Street) Telephone. (City) (State) (Zip C^e) " (Area Code) Deep Sea Member • Lakes Member • Inland Waters Member • Pacific • If the following information is not filled out completely your applica­ tion will not be processed. — No • : ^ i . With this application COPIES of your discharges must be submitted ishowing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE Book #- Social Security #. Seniority : No • . !• DepartmenL • Yes Veteran of U.S. Armed Forces: DATE- SIGNATURE. • No Home Port Ehdorsement(s) or License(s) Now Held. I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed Are you a graduate of the SHLSS Trainee Program: • Yes DECK •No (If yes, fill in below) Trainee Program: FromLast grade of school completed. to (dates attended) Have you attended any SHLSS Upgrading Courses: • Yes •No (if yes, fill in below) Course(s) Taken. si3srjSic-vi;'!2£ciaaaDEs®4gB!iaJir'.,iii5 • ,AB/Sealift • 1st Class Pilot • Third Matt • Radar Observer Unlimited • Master Inspected Towing Vessel Towboat Operator Inland Celestial Navigation Simulator Course ENGINE • FOWT • QMED—Any Rating • Variable Speed DC Drive Systems (Marine Electronics) • Marine Electrical Maintenance • Pumproom Maintenance & Operation : sf "-" • Refrigeration Systems Maintenance & Operation • Diesel Engine Technology • Assistant Engineer/Chief Engineer Motor Vessel • Original 3rd Engineer Steam or Motor • Refrigerated Containers Advanced Maintenance • Electro-Hydraulic Systenis • Automation • Hydraulics • Marine Electronics Technician STEWARD • Assistant Cook Utility • Cook and Baker • Chief Cook • Chief Steward • Towboat Inland Cook ALL DEPARTMENTS • Welding • Lifeboatman (Must be taken with another course). ADULT EDUCATION DEPARTMENT • Adult Basic Education (ABE) • High School Equivalency Program (GED) • Developmental Studies (DVS) • English as a Second Language (ESL) • ABE/ESL Lifeboat Preparation COLLEGE PROGRAM • Associates in Arts Degree • Certificate Programs No transportalion will be paid unless you present otriginal receipts and successfully complete the course. RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center. Piney Point. MD. 20674 ' I.'-;;; �Panel Annountes 1989 SlU Scholarship Winners (fi, Tlie two Seafarers and four dependents of SIU mem­ bers who won the union's scholarships have expressed an interest in a variety of careers. The awards were announced by the impartial panel of educators who reviewed each applicants' documentation. Five of the scholarship winners will receive a total of « $10,000 over a four-year period and one individual will || receive a total of $5,000 in a two-year span. The union's scholarship program was established in 1952 by former SIU head Paul Hall. Since then 185 awards have been granted to Seafarers and children of SIU members. Brief sketches of the award winners follow. S,V in West Lawn, PA, Costango is the editor of the school's literary magazine, vice president of the school's chapter of the Natioi^l Honor Society and a key memb^ of the debate team. "When I see John debate, I see evidence of extensive research, the ability to use logic and a ma­ ture deportment which never per­ mits him to belittle an opponent in a match," his debate coach wrote in a letter of recommenda­ tion. His parents are Seafarer George Costango and Barbara Synder. GLENN GONTHA WILLIAM McREE V r. _•; • »•: • ' SIU member William McRee did not give up after being se­ lected as an al­ ternate for a union scholar­ ship two years ago. Instead, he followed the union's urgings and kept reapply­ ing. This year he succeeded, win­ ning a four-year $10,000 scholar­ ship. He attended the University of New Mexico for a year, but was forced to leave and return to sea to earn money for his education. McRee, who last sailed on the Spirit of Texas, is a graduate of the Seafarers Harry Lundeberg School of Seamanship and earned his AB ticket there. "On a ship at sea, there is plenty of time to think. As I contrasted my shipboard life and my life at the university, I realized how much I enjoyed the scholastic achieve­ ments I had accomplished. I truly enjoyed learning," McRee wrote in his scholarship application. McRee is back at the University of New Mexico where he is study­ ing physical therapy with the goal of specializing in rehabilitation of severely injured patients. it. •.? •?• li\ • (; LAURA MORGAN ^• i- ;• Laura Kay Morgan, an SIU member who is currently sailing as an AB aboard the LNG Virgo, received a twoyear $5,000 scholarship. SIU member Morgan intends to study civil technology and surveying and plans to matri­ culate to the University of New Hampshire. The 1984 graduate of SHLSS has been shipping out on the LNG vessels for the past five years. Her interest in surveying started, Morgan said, after she shipped out and began learning about celestial navigation. "From those twink­ ling specks in the far, far distance the navigators were able to deter­ mine exactly where we were on the charts." Morgan said her reading led her to discover that similar techniques and math were used in navigation and surveying. "Surveying is important in the development and use of the Earth's resources. A way of organizing, cataloguing and planning what we have around us to make intelligent and sensible decisions that will affect all of us in later years," Morgan said. SANDRA CHEW Sandra Chew will use her scholarship to help pay her tu­ ition at the Uni­ versity of Cali­ fornia's Berk­ eley campus. She plans to earn a degree in architecture. During her high school career, she was active in community and school groups. Chew has been a tutor to many recent immigrants, teaching social studies, math and English. "The most rewarding moment is watching their f^ces light up after they realize the answer," she said. She has also been active in the Shield Honor Society, the Cali­ fornia Scholarship Federation, the Architecture and Engineering Club and the Chinese Club. She is the daughter of Tak Lim and Yim Ching Chew. Her father retired in 1987 and last sailed in the steward department aboard APL's President Cleveland. Glenn D. Gontha is a sen­ ior at the highly competitive Brookjyn Tech­ nical High School, where his interest in ar­ chitecture has blossomed into a career goal. He plans to use his scholarship award to further his architecture goals at one of three schools, the Rhode Island School of Design, the Cooper Union or the Univer­ sity of Buffalo. Active in the school's architec­ ture club, Gontha is also president of his church's youth organiza­ tion. He also has been a member of the Parks' Shakespeare Com­ pany, an after school program sponsored by the New York City Department of Parks and Recre­ ation. Last year he won the role of Sebastian in Twelfth Night. "My desire is to attend a college that will stretch my design capa­ bilities and constantly challenge me," Gontha wrote in his schol­ arship application. He is the son of deep sea mem­ ber Edward J. Gontha and Sientje Gontha. TAMARA GREENE Tamara Greene said her interest in sci­ ence started when she re­ ceived a micro­ scope for her ninth birthday. "I thought it was really neat to see tiny bugs and plants close up." Ten years later, that interest in science has turned into a tough chemical engineering major for the freshman at Valdosta State Col­ lege in Georgia. She is in a special program there that will allow her to transfer to Georgia Tech, one of the finest engineering schools in the country. Greene won awards for the highest chemistry grades in her junior and senior years at Thomasville High School in Thomasville, GA. She has carried that type of achievement to college. She is one of only eight freshmen admitted to the 50-person special engineering program and the only freshman with a perfect 4.0 grade point average. Her parents are Ray E. Greene and Paula A. Pena. Her father currently ships aboard the dredge Dodge Island. REVISED DATES FOR RADAR CERTIFICATION AND SHIPHANDLING COURSES Following are the revised dates| set for the Radar Certification ^d Shiphandling courses for the remainder of 1989. The Radar Certification course has shortened to five days, with approval of the U.S. Coast Guard. July September November 1989 Radar Certification Course Schedule 10-14 11-15 (Follows Limited License Course) 13-17 May June July August September October December 1989 Shiphandling Course Schedule 15-26 19-30 24-August4 21-September 1 { 18-29 0 23-November3 4-15 JOHN COSTANGO In Septem­ ber, John Costango will use his scholarship to begin studies in international re­ lations/law and language studies at, Georgetown University, Bucknell University or Dickinson Col­ lege. A senior at Wilson High School fmiiiiiinr SPAD Means Security Contribute Now! • ^ V- � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1989 Description An account of the resource HEADLINES SEAFARERS, DEPENDENTS WIN SIU SCHOLARSHIPS NEW INLAND COURSES SET SIU-MANNED T-AGOS PACIFIC VESSELS HONORED BY NAVY FOR ‘SUPERB OPERATIONS’ ANY AMOUNT OF DRUGS LEADS TO VESSEL SEIZURE, SAYS GOVERNMENT INDUSTRY FIGHTS TO KEEP MARITIME OUT OF TRADE TALKS COMMERCIAL SHIPS NEED NEW LIFESAVING EQUIPMENT, USCG SAYS MTD URGES TRADE REP. TO PROTECT SHIPPING HOUSE PANEL OK’S SHIP $ BILL UNION, INDUSTRY SEEK ANSWERS TO DRUG TESTING PROBLEM COURT SETS JUNE 14 HEARING FOR DRUG TESTING LAWSUIT SIU ‘CREW’ AND TUGS GETS LIBERTY SHIP UNDERWAY GOAL- A LIVING NATIONAL MONUMENT SIU-CREWED RIVER QUEENS: THE DELTA LOOMS AS HISTORIC LANDMARK WHILE THE MISSISSIPPI GETS A BRAND NEW LOOK LOG EDITOR SVENSON RETIRES ABOUT THE RIVERBOAT QUEENS SIU GOV’T DIVISION WELCOMES VESSEL AFTER 14 YEARS AT SEA NOT WELCOME IN VFW ED TURNER ACTIVE IN VET GROUP BENTLEY SAYS NIX CANAL PACT WWII MERCHANT MARINE VETERANS NOT WELCOME IN VFW ORGANIZATION SEA UNIONS SEEK RECOGNITION FOR 7 SEAMEN KILLED IN VIETNAM AMERICAN LEGION INVITES WWII MERCHANT MARINE VETERANS TO JOIN SIU BOATMEN KEPT BUSY IN TAMPA BAY AREA PRE-EMPLOYMENT DRUG TESTING WORKS SMOOTHLY IN ALL PORTS ALYESKA ESTABLISHES NEW RULES REPORTER CALLS CREW OF ROBERT E. LEE ‘BEST IN BUSINESS’ SIU CREW JOINS CAPE HORN IN PORT OF SAN FRANCISCO NEW RED CROSS PROCEDURES ADDED TO LUNDEBERG TRAINING PROGRAMS SIU MEMBER GRADUATES FROM UNION’S COLLEGE DEGREE PROGRAM FOUR SEAFARERS EARN RADAR ENDORSEMENTS AT UNION’S SCHOOL SCHOOL’S MARINE ELECTRONIC TECHNICIAN CLASSROOM IS OPEN FOR BUSINESS ST. LOUIS PORT COUNCIL HONORS THREE COMMUNITY LEADERS PANEL ANNOUNCES 1989 SIU SCHOLARSHIP WINNERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1989 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 51, No. 5 1989 Periodicals Seafarers Log