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Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District « AFL-CIO
VOL 42
NO. 1
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JANUARY 1980
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George Meany
Dies at 85
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Another New Tug, Denia,
Joins JSIU inland Fleet
page 26
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Ocean Mining Bill Surges Thru Senate
Measure Contains Crucial Build American, Man American Requirements
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Law of the Sea conferees have
shipyards over the next several
• make U.S.-registered ore
VICTORY for the job
' tried unsuccessfully for years to
years.
rights of Ameriean sea carriers used for ocean mining
reach agreement on an interna
The House bill would not
men and shoreside workers came eligible for both construction and
tional accord governing the
require the vessels to be built in
last month when ah Ocean operating-differential subsidies^
mining,
processing a\id distribu
U.k yards at a cost of thousands
Mining bill containing key SIUtion of deep seabed minerals. The
of Jobs^ for U.S. shipyard
House Must Vote
backed "man American, build
U.^ has held off passing national
workers.
American" amendments breezed
X similar bill is now pending
Assuming the House acts legislation pending action by the
through the Senate.
before the House Foreign Affairs
favorably on the ocean mining Conference.
In an overwhelming voice vote committee, chaired by Rep.
bill, the two versions would have
on Dec. 14, the Senate voted to Clement Zablocki (D-Wisc.).
Supporters of U.S. ocean
give U.S. mining companies a
to
go
before
a
Joint
House/
mining legislation, including the
Support for the legislation, which
green light to begin retrieving the was passed overwhelmingly by Senate conference committee SIU, feel the United States has
trillions of dollars worth of
waited long enough for an
the House in 1978, is again where the differences between
mineral-packed nodules that
them
would
be
resolved.
international accord to bfe
reported to be very strong. But
blanket the ocean's floor.
reached.
there are several hurdles to
The bill is similar to heavily
Law
of
Sea
Involved
overcome before an ocean
American industry is heavily
supported legislation that never
mining bill could make its way to
Another snag to speedy House dependent on nickel, copper,
made it to the Senate floor for a
the President's desk.
action on the legislation came in cobalt and manganese, the four
vote last year.
While the House and Senate the form of a request from Elliot
basic components of the deep
The bill%ontains three "build
bills are closely akin, there are
Richardson, the U.S. Ambassa seabed's mineral nodules. If
American, man American"
some differences between them. dor to the U.N. Law of the Sea w Congress okays ocean mining
amendments which are of crucial
Primarily, the amend mem~-on Conference.
legislation the U.S. could be
concern, to labor.
mining and processing vessels in
Richardson asked House entirely self-sufficient in those
The three amendments would: the Senate bill says those vessels Foreign Affairs Committee four elements by the year 2000.
• require all mining and must be U.S.-built as well as Chairman Clement Zablocki to
In addition, through the "hire
processing vessels used for ocean U.S.-registered and manned. The hold up on the bill until after the American" clauses in the
mining to be U.S.-built, U.S.- House bill does not stipulate that next Law of the Sea Conference legislation, jobs for U.S. workers
the mining and processing vessels in February.
registered and U.S.-manned;
in the infant ocean mining
must be built in American
He's afraid that adoption of
industry would be created and
• require at least one ore shipyards.
U.S. laws on deep seabed mining
protected.
Nqarrier used to transport the
That difference is an important might jeopardize chances for the
mineral-rich nodules to process one for U.S. wqrkers. Under the Law of the Sea Conference's
The SIU will continue to work
ing facilities from each mining SlU-backed Senate bill, as many member nations to agree on an
for prompt Congressional action
site to be U.S.-built, U.S.-owned as 20 mining vessels and 60 ore international ocean mining on the deep seabed mining
and U.S.-crewed;
carriers could be built in U.S. treaty.
legislation.
SIU Supports Extension of War Risk Insurance for 5 Years
:Ar/
After urging by a cross section of
U.S. maritime organizations led. by
the SIU, the House Merchant
Marine & Fisheries Committee has
recommended an extension of the
provisions of Title Xll of the
Merchant Marine Act of 1936,
relating to war risk insurance until
September 30, 1984.
The House committee was pre
viously considering a permanent
extension of the bill. It is our
contention that extending the bill
for only the five year period will lead
to necessary "Congressional over
sight" of the bill.
The war risk insurance provisions
of Title XII gives the Secretary of
Commerce, with the approval of the
President, the authority to provide
insurance and reinsurance against
loss or damage by war risks to
American vessels and their crews
and cargoes when commercial
coverage is not available on reason
able terms.
Commercial insurance policies
usually have "acts of war" clauses
which ^rminate the policy just when
it is most needed.
In letters to Sen. Daniel Inouye
(D-HA), chairman of the Senate
Subcommitte on Merchant Marine,
and to Rep. John M. Murphy (DNY), Chairman of the House
Committee on Merchant Marine
and Fisheries, the SIU stated its
support for the war risk insurance
program. It is our position that war
risk insurance is "consistent with the
policies of most other major mari
time nations and absolutely neces
sary to maintain the steady flow of
United States' waterborne com
merce, including the maintenance of
essential transportation services for
the Department of Defense during a
national emergency."
The statement further noted past
SIU support of efforts "to limit war
risk insurance to American-flag
vessels."
It is the opinion of the SIU that
foreign-flag vessels would be of no
use to the United States in event of
war. However the SIU would
support the continuation of "regula
tions promulgated by the Maritime
Administration, which provide for a
case-by-case review of requests for
coverage by American-owned
foreign-flag ships," noting that
"these regulations should be ex
tended and vigorously enforced."
To insure that such a case-by-case
review of foreign-flag applications
continues the SIU feels that the Title
Xll provision should only be
extended for a five year period,
thereby guaranteeing periodic over
sight by the committees. House
Chairman Murphy, in proposing the
amended bill, echoes this feeling,
saying that "rather than granting an
indefinite extension (to H.R. 5784),
we can look at it again in five years."
Delta Re-Naming Ships
SlU-contracted Delta Steamships
has informed the Union that the
company has decided to change the
nahies of a significant number of
vessels now comprising the Delta
fleet.
Listed below are the current and
new names of those vessels affected
by this new policy:
Ships on the U.S. East Coast to
West Coast of South America:
Delta Colombia to Santa Clara:
Delta Bolivia to S^a Barbara:
Delta Ecuadory6^n7iJ<:c.uz:
Delta Panama to Santa Elena:
Delta Peru to Santa Isabel:
Delta Venezuela\o Santa Lucia.
-The names on the above vessels
will be changed in sequence of their
arrival in New York commpn.in
Change of address cards on Forhi 3579 should be sent to Seafarers International Union Atiantf/- rsaTiT
11^1 Published monthly. Second Class postage paid at Brooklyn.
Vol. 42, No T'dJ^ua.^ i980 (ISIN WTM
2 / LOG / January 1980
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The amendment was passed by a
unanimous vote of the House
committee. The Comm^ittee's second
ranking minority member. Rep;
Gene Snyder (R-Ky.) moved that
the bill, as amended, be reported.
The vote to approve the bill was
unanimous. It will now be up to the
full Houiie to approve the amend
ment.
with the S.S. DELTA COLOMBIA
on or about Ijb^January 1980.
U.S. Easf^Coast to Csnbbcan,
Venezuela, North Coast Colombia
Trade Route:
Delta Argentina to Del Mundo;
Delta Paraguay to Del Campo:
Delta Mexico to Dil Viento.
The name changes of the above
vessels will be implemented in the
near future pending fir^dlization of
required documentatim
U.S. West Coast to (West Coast of
South America Trade:
Delta Africa to Santa Aidela:
mericd to Santa )lumia.
U.S. 6ti]f Coast to West Coast of
Africa Trat
Delta Rmv/Ato DePMotttt^
Delta Urugueiy to
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Paul Hall Hospitalized: Membership Authorizes
Frank Drozak to Carry Out Duties of President
The membership of the
Seafarers International Union,
Atlantic, Gkilf, Lakes and Inland
Waters District, has instructed
Executive Vice President Frank
Drozak to carry out the
responsibilities of the Presidency,
until Paul Hall is able to return to
his duties.
The action was taken at the
January regular membership
meetings in all ports as a result of
the illness of President Hall, who
jias been hospitalized since
November.
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Paul suffered a fall on
November 8. Examinations in
the hospital revealed complica
tions requiring intensive care and
treatment, which the Union
President has been undergoing
since that time.
The Union's Executive Board
met on December 27 to consider
the circumstances of President
Hall's illness, along with the
constitutional provisions and
Hall's own wishes, for dealing
with such a situation. In view of
all of these factors, the Board
voted unanimously to recom
mend membership authorization
of the temporary assumption of
Hall's duties by Executive Vice
President Drozak.
Therefore, in addition to his
duti^ as Executive Vice Presi
dent, Drozak will also carry out
the duties of President.
The Board members who
unanimously voted to make the
recommendation were: Joe
DiGiorgio, secretary treasurer;
Angus "Red" CampBell, vice
president in charge of contracts
and contract enforcement; Leon
Hain vice president in charge of
the Atlantic Coast; Joe Sacco,
vice president in charge of the
Gulf Coast; Mike Sacco, vice
president in charge of the Great
Lakes and Inland Waters, and
Frank Drozak, executive vice
president and chairman.
The^embership meetings also
unanimously approved motions
giving Drozak a vote of support
and confidence in his ability to
discharge the duties of the office
of President until Hall's return.
garter Orders Halt Of Grain Shipments to Soviet
A MOVE of strong protest
against the Soviet Union's
military incursion into Afghanistain; President Carter suspended
the sale of 14.5 million tons of
American grain to the U.S.S.R.
early this month.
The cutoff involves the
shipment of all grain products .
over and above those which the
U.S. is committed to move to the
U.S.S.R. under the WashingtonMoscow grain pact, begun four
years ago.
The President said the U.S.
would honor its commitment
under the basic grain pact and
deliver the remainder of eight
million tons of grain contracted
for but not yet received by the
Soviet Union. The cutoff will
apply to the 14.5 million tons of
INDEX
wheat, corn and other feed grains
t;he U.S.S.R. has sought to
purchase above the base figure in
the aroord.
Freezing grain sales to the
Soviet Union will have an impact
on the U.S. merchant fleet.
About one-third of the Soviet
grain trade is reserved for U.S.flag vessels under a bilateral trade
agreement with the Russians.
A total of 28 SlU-contraeted
tankers were ruled eligible by the
Maritime Administration to
receive subsidies for carrying
Russian bound grain early this
month. An additional 14
American-flag vessels also
received MarAd's okay to
operate under the subsidy
program.
^
In addition to the grain
embargo, which the Administra
tion is terming a "suspension,"
Carter froze high technology
Legislative News
Ocean Mining Passes
S,enate
Page 2
SiU in Washington . Pages 9-10
NMC Wants S11B
for Maritime.:
Page 15
Union News
George Meany Dies —Page 5
Headquarters Notes —Page 7
Letters to Editor
Page 18
Brotherhood in Action .Page 35
At Sea-Ashore
Page 17
SPAD Checkoff .... Back Page
79 Was a Good Year.. Page 13
Great Lakes Picture ...Page 25
Inland Lines
Page 27
General News
Ship's Digest
Page 36
Dispatcher^ Reports;
Great Lakes
..Page 33
Inland Waters ...... Page 26
Deep Sea
..Page 28
Training-Upgrading
A" Seniority Upgrading Page29
Upgrading Schedule... Page 38
^ Membership News ,
New Pensioners ......Page 31
Final Departures ..... - Page 34
Tax Info
Pages 22-24
Special Features
Voyage of a
Bill in Congress. Pages 20-21
equipment sales to Russia and
curtailed Soviet fishing privileges
in American waters.
The President's action against
the U.S.S.R. stopped short of
closing U.S. ports entirely to the
Soviet merchant fleet.
But the International Long
shoremen's Assn. launched a
boycott of aU ship-loading to the
Soviet Union as well as all cargohandling on Soviet ships in U^S.
east coast ports.
Jhe action by the ILA will
effectively close East and Gulf
Coast American ports to the
Russian fleet for the first time
since Oct., 1972.
In action related to the grain
cutoff, the government an
nounced it would buy, at the
going market rate, the 14.5
million tons of grain frozen by
the cutoff.
Agriculture Secretary Bob
Bergland told a press conference
the government had decided to
purchase the grain to prevent it
"from having to be dumped on
the market at disastrous prices."
Reaction to the economic
sanctions against the Soviet
Union was mixed. The European
Common" Market pledged to
back up the U.Srby refusing to
sell the Russians grain to make
up for embargoed American
shipments. Australia and Canada
indicated similar support.
But opposition to the use of
trade to accomplish political ends
has surfaced in Congress.
Senator Adlai Stevenson (D-Ml)
called the grain freeze "counter
productive." He plans to hold
hearings on the matter under theauspices of his Subcommittee on
International Finance as soon as
Congress reconvenes at the end
of January.
•h
W
Safefy Record of Foreign Crewed
Convenience Flaggers Pitiful
HE safety record of flag-of-convenience vessels manned by
substandard foreign crews would be
the laughing stock of the world
maritime community—if it was
funny.
The problem is it's not funny. In
fact, the miserable safety record of
these ships is a deadly serious issue
that becomes messier every day.
Last month was no exception. No
less than four major accidents
involvirig foreign crewed "flag-of„
convenience ships occurred around
the world in December.
Two of the incidents involved the
741-ft. ore carrier Lee Wang Zin.
which capsized the day after Christ
mas ill the freezing waters off''the
coast of British Columbia, Canada.
A Canadian Coast Guar^ cutter
reached the vessel within five hours
of receiving a distress signal. But
there w^ no sign of the 30-man
crew.
T
The Lee Wang Zin is Japanese
owned, registered in Panama and
manned by Taiwanese seamen. The
ship was enroute from Prince
Rupert to Japan with a load of iron
pellets. Canadian divers were doing
their best to locate crewmembers
that may have been trapped alive in
the capsized vessel.
*
/The second incident occurred off
the coast of Oman in the Persian
Gulf. Here, the Liberian flag super
tanker Energy Deierminaiion ex
ploded and broke in two. The aft
section of the ship, which housed the
crew quartersV sunk while the
forward section of the 321,000 ton
tanker
towed to Dubai. The
vessel had a hull insurance of S58
million. The vessel wa.s not loaded
when it exploded or the loss would
have been much higher.
The worst of the two incidents
that occured in American Waters
took place Dec. 19 when the 35.000
ton Liberian flag tanker Pina
rammed a tug with a tow of two
barges. The tanker was enroute to an
011 terminal at Good Hope, La.
when the crash occurred 25 miles
upriver from New Orleans.
There were no major injuries, but
five people sustained minor injuries
in the resulting spectacular fire on
the Pina. Also, 30,000 gallons of
crude oil spilled into the River. The
River was closed to traffic for nearly
12 hours.
The fourth incident occurred
Christmas Day when a' Pana
manian flag freighter limped into
Galveston after taking on water in
the Gulf of Mexico.
As the saying goes, "let the
record speak for itself." Let's hope
t'ongress takes note of the record
too and finally begins taking action
to keep these unsafe, poorly manned
vessels out of American waters.
January 1980 / LOG / 3
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�Congress Sets $227B Windfall Tax on Big Oil, But..!
joint House/Senate confer
ence committee has reach
ed agreement on a $227.3 billion
windfall profits tax on big oil.
The bill is designed to recoup
some of the exorbitant profits
raked in by the nation's oil
companies since the price of U.S.
domestic oil was decontrolled.
The conference committee
compromise came only days
before the first session of the 96th
Congress adjourned last month.
The agreement was an even split
between the windfall profits tax
voted by the House and the
Senate;
The House version, passed last
June, would have returned about
A
Ik
$277 billion to the U.S. Treasury
over the life of the bill.
After weeks of wrangling, the
Senate finally passed their
version of the bill in late
December. It would recoup only
$178 billion, or 38 percent of the
$1,000 billion the oil companies
are expected to realize in excess
profits over the next 10 years.
While the conference commit
tee was able to resolve the dollar
differences between the House
and Senate versions of the tax,
they .have yet to determine the
thornier issue of how to raise
that revenue.
When they reconvene at the
end of the month, the conference
SiU's Saltiest Dispatcher,
Barbara Bugghri, Retires
V.T"
SIU Headquarters' Dispatcher
year in Staten Island to be with their
Barbara Ruggieri retired Dec. 31, " daughter Pat and grandchildren
1979, closing out 22 years of service
Lisa and John. The other six months
to the Union and its membership.
(needless to say the winter ones) will
In a recent conversation, Mrs.
be spent in Margate, Florida with
Ruggieri recounted the story of how daughter Barbara and grandchil
she was "only supposed to work here dren Jimmy (presently serving in the
for two weeks," as a fill-in for Armed Forces in Korea)L Donna,
someone on vacation. Obviously, she Robert (a.k.a. "Rocky") a^Joey.
made a favorable impression on her
The Ruggieri's expect to lead an
employers who asked her to make active retired life and anyone who
her stay permanent, a decision knows them also knows they have a
neither she nor the SIU have ever bit of the gamble in them. They
regretted.
should have a fine time at the dog
Barbara made many friends dur- _races and jai alai frontons in
ing her years at the counter includ Florida, as well as the racetracks
ing contacts from SIU contracted both there and in New York. Mr.
shipping companies as well as many Ruggieri, by the way, recently
Seaforers. The membership was retired from the I.L.A. after nearly
especially fond of Barbara, many 40 years with the longshoremen.
having brought artifacts from all
BarlWra's sense of humor will
over the world in appreciation for certaufly be missed around the
the many favors she did for them. sec^d deck at 675 Fourth Ave. She
Barbara lamented that she "would had a great knack for telling a joke—
miss them very much," but quickly even if it was a little on the salty side.
added that she "hoped to hear from But, perhaps New York Port Agent
Jack Caffey summed up what
them from time to time."
Barbara and her husband Barbara Ruggieri has meant to the
Andrew, who have been married for SIU when he said: "Barbara was our
47 years, plan to divide their time Bosun...and she ran a tight ship."
equally between New York and
Smooth sailing Barbara, we'll all
Florida spending six months of the miss you.
Coast Guard Sets New
Regulatiions on Lifeboats
The Coast Guard, in respons^ to a
near tragedy at sea, has reviewed
and updated Federal regulations
governing the stowage of Uf^ats
and ilferafts onboard all vessels
engaged In ocean or coastwise
service. It has made those regi^
tlons much more stringent In the
||op(»nf Increasing what It calls"the
prdb^illty of survival In cases
where a ship has to be abandoned."
The Coast Guard's action was
prompted by the sinking of tbeM/V
Chester A. Poling. The vessel
contained a lifeboat and a liferaft at
t^e stern. When the vessel broke In
balf and sank, those crewmembers
on the bridge were stranded without
4 / LOG / January 1980
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any llfesaving equipment other than
their llfejackets.
While the crewmembers were
saved, It was clear to most people
that the safety standards governing
the carriage of lifeboats and Ilferafts
were InacMquate.
The new standards require that
ach vessel, or tankship, engaged
ocean or coastwise trade carry
iWflatable Ilferafts of a sufficient
n^ber to accommodate at least 50
percent of the persons onboard.
Those vessels and tankshlps that
have widely separated accommoda
tions or work areas must have at
least one liferaft In each such
location.
committee will have to find a
common ground between key
differences in the House and
Seriate bills, including:
• Taxing newly discovered oil.
The House voted to tax such oil
at a rat? of 50 percent. The Senate
amendment on new oil called for
only a 10 percent tax. (The
original Senate bill, reported out
of the Finance Committee, had
exempted new oil from the tax
entirely).
• Independent oil producers.
The Senate bill granted indepen
dent oil producers who don't
refine or market their oil an
exemption from the tax. The
House gives no such special
treatment to independents.
• Life of the bill. Under the
House version of the bill the
windfall profits tax on new oil
wdls would be discontinued in
1990. But the House bill would
have kept the tax on oil discoV-
ered before 1979 until those wells
run dry.
The Senate's method of deter
mining the life of the windfa:ll
profits tax is entirely different.
Under the Senate bill, once $214
billion in excess profits has been
recovered, the tax ceases.
That total is supposed to be
reached around 1990 if, as the
Senate assumed, the price of a
barrel of oil goes no higher than
$30 at the end of 1980.
If the price of oil runs above
the Senate estimate, the oil
companies would be able to
pocket even more money. But the
Government would never be able
to take more than $214 billion of
it.
«
Among the other differences to
be ironed out by the conference
committee are creation of trust
funds for mass transit grants, fuel
assistance and an assortment of
corporate tax credits.
^ WANTED
'
m
steward Department TJpgraders
Enroll now!
Job Opportunities in the Steward Department have never
been better. Make these opportunities your own.
.y''
Upgrade in the Steward Department at HLS
Assistant Cook—throughout March
Cook and Baker—throughout March
Chief Cook—throughout March
Steward—throughout March
Fill out the application in this issue of the Log.
or contact
Vocational Education Department,
Harry Lundeberg School,
Piney Point, Maryland 20674.
�Meany, Labor's Great Man, Is Dead at 85
G
Out
EORGE MEANY, who ded
icated his life to bettering
the lives of American workers,
died on January 10th at George
Washington Hospital in Wash
ington, D.C. He was 85.
It was just two months ago that
Meany retired as president of the
13.6 million member AFL-CIO,
a post he held since the birth of
the Federation in 1955.
When he retired, he had just
recovered from one of the many
bouts of ill health that had
plagued him during the past year.
He was confined to a wheelchair
during the Convention.
But if his health apd strength
were flagging, his spirit, his wit
and his ability to captivate his
audience remained strong.
"Today," Meany said in his
final speech to an AFL-CIO
gathering, "the American tradeunion movement is vital,
dynamic and growing. It is strong
and unified.
"Labor's agenda and labor's
platform are the issue of human
concern," he continued. "Labor's
goals are economic and social
justice and, because human
beings are fallible, achieving
those goals requires ever new
horizons and commands all of
our energy."
For more than half a century,
the American labor movement
was blessed with all of the energy
at the command of the street-wise
plumber from the Bronj^.
Meany began his climb in the
labor movement in 1919 when he
was elected business representa
tive of the Bronx Plumber's
Union local out of which he
came.
In 1923 he became secretary of
the Building & Construction
Trades Council. Eleven years
later he was voted president of
the N.Y. State Federation of
Labor.
As the Federation's chief
lobbyist Meany pushed more
than 60 labor-backed bills
through the N.Y. state legis
lature.
Meany became secretarytreasurer of the AF of L and
succeeded to AF of L jPresiderit
on William Green's death in
1952.
[;
For the next three years Meany
headed up merger t^ks between
the AF of L and the CIO, the two
powerful labor organizations
which had been warring for 17
years.
On Dec. 5, 1952, Meany and
CIO President Walter Reuther
cemented the merger. Newspaper
George Meany labor's great man Is dead at
headlines announced the creation sit by as long as those rights are
of "the most powerful labor force denied to any portion of the
in the United States history...." population of this great country."
Through the Federation's
But back in 1955, when his
long-cherished goal of an AFL- Committee on Political Educa
CIO merger was realized, Meany tion and through his own
considerable influence, George
was just getting started.
Meany kept up the fight for
Elected the first and, until his economic and social equality for
retirement serving as the only all, throughout his life.
AFL-CIO President in the
He bucked heads with no fewer
Federation's history, Meany than seven U.S. Presidents. He
went on to fight the battles that was once asked what he thought
needed to be fought.
of President Ford. "I have a very
He was the champion of all fine relationship with President
American workers, struggling for Ford," he quipped. "The trouble
legislation that would allow any is, he won't do anything I ask him
American, regardless of race, sex, to do."
He didn't always get what he
or religion to work at any job; to
earn a decent living wage; to join wanted from Presidents and
a labor union. But once those politicians but nobody under
rights were guaranteed through estimated the importance of
law, Meany directed the muscle organized labor. Or of George
of the mighty AFL-CIO towards Meany.
"The life wor^ of this valiant
making them living reality.
In his keynote speech to the man," said his successor as
first AFL-CIO convention, Federation President Lane
Meany said that the job of Kirkland, "would do honor to a
breathing life into the nation's dozen men, if divided among
was the traditiop^ of their histories. He is living proof
of how much difference one
America.
"We speak of our freedom," he person, armed with his qualities,
said. "We speak of the Constitu^ can really make in the course of
tion and the Bill of Rights. I think human events."
When George Meany opened
we have some right to be proud of
those things, to be proud of our the 13th Biennial AFL-CIO
Convention in November^ l;be
tradition and our heritage."
. "But I think we have no right," hundreds of people packed into
he continued, "to complacently the Convention hall were fully
aware of the difference he had
made to their lives.
Convention delegates, states
men, Federation staffers and
long-time friends of Meany rose
to pay tribute to the man who had
dedicated his life to them.
But the most eloquent tribute
of all came from George Meany
himself.
"And to my God go my
prayers," he said, "prayers of
thanks for granting me more than
one man's share of happiness and
rewards, and prayers for His
continued blessing on this nation
and on this movement and on
each of you."
George Meany was married for
59 years to the former Eugenia
McMahon who died last March.
Surviving their parents are three
daughters.
Close friends say that Meany's
own physical decline paralleled
his wife's death.
A wake was held for Labor's
Great Man George Meany on
Jan. 13 and 14 at AFL-CIO
headquarters in Washington and
a requiem Mass celebrated at St.
Matthews Cathedral in Washing
ton on Jan. 15.
Mr. Meany's family requested
no flowers. Contributions may be
made to the Leukemia Society of
America, 1625 I Street, N.W.,
Rm. 928, Washington, D.C.
20006.
P)
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January 1980 / LOG / 5
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39d,000 Ton UST Pacific Crewed
390,000 dwt Ultra Gulf for her |irst load of
Large Crude Carrier crude oil.
' The SIU has provided the
(ULCC) tfSTPacific,
crewed up last month, is now unlicensed crew for both the
on her way to the Persian UST Pacific and her older
T
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The new SlU-manned ULCG L/ST Pac/7/c is now on her way to the Persian Gulf
for her first load of crude oil.
(by nine months) sistership,
the UST Atlantic.
The mammoth ULGCs
were built at the Newport
News Shipyard in Virginia
and are the largest ships ever
built in the Western Hemis
phere.
The ships are owned by
United States Trust and are
operated by Interocean
Management Corp. Shell
Oil holds a long-term lease
on both of the ULCC's.
Delivery of the UST
Pacific last month set a new
record for large tanker
construction, reported New
port News Shipbuilding.
The time from keel laying to
delivery was just 11 months
—three and a half months
better than the previous
record.
The UST Pacific, as her
sistership, is one of the most
sophisticated ships ever
built. Measuring 1,187 feet
in length, and having a beam
of 228 feet, they each have a
capacity for carrying nearly
3 million gallons of crude
oil.
The crewmembers of the
UST Atlantic have already
won high praise from com
pany officials for the highly
professional and ^ficient
manner in which^lj^ship has
been operated.
Seafarers have long had a
reputation for being highly
skilled professionals, a fact
attributable to the emphasis
the SIU has put on educa
tion, training, and training
facilities throughout the
years.
We are confident the UST
Pacific will soon establish its
own reputation as a well run
ship. Because it's an SIUmanned ship.
TOP MAN...
HE EARNS TOP
Murphy Wants Bill to Extend
USPHS Use to Retired Seamen
^'v
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USPHS facilities have histori
cally been the places for seamen
to receive medical care. The
hospitals and clinics were
established over 200 years ago to
serve specialized groups—most
importantly, maritime personnel.
What is illogical about the
USPHS system is that medical
care is cut off when a seaman
retires because of age or
disability.
Now a bill has been introduced
into the U,S, House of Repre
sentatives that would reverse that
policy.
The legislation, which is
supported by the SIU, would
allo#^tired seamen to use the
Public Health Service hospitals if
^hey wish to,
^Numbered H,R, 6176, the bill
was offered last month by Rep,
John M, Murphy (D-N,Y,), Also
sponsoring the bill were: Barbara
Mikulski (D-Md,); Joel Pritchard (R-Wash,), and Michael
Lowry (D-Wash,),
In his argument for the bill.
Murphy stated, "The PHS
6 / TOG
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,
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hospital system was established
to provide health care to a
segment of the population which
serves our country as its fourth
arm of defense,"
As Rep. Murphy put it, "It is a
peculiar quirk in the law that
these institutions ,,, cannot
continue to care for merchant
seamen once they retire,"
He pointed out that these
hospitals "are unique repositories
of that expertise necessary to
treat seamen's injuries and
diseases,"
Murphy further noted that
some of the disabilities causing a
seaman to retire are directly
related to the sea. To then cut off
care for those people at hospitals
that are capable "of serving a
unique population group," seems
odd. Murphy pointed out.
The legislation provides that
anyone who is part of a medical
insurance plan must reimburse
PHS for treatment. Murphy said
that in this way, added costs will
not be imposed on the operation
of "these vital hospitals;"
-
Pumpman
You can be top man, too,
Take the Pumproom Maintenance and Operations Course at
HLS.
It's your ticket to the top.
'
It starts March 31.
^
To sign up, contactHarry Lundeberg School
Vocational Education Department '
Piney Point, Maryland 20674 v
Phone: (301) 994-0010
.
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Crew Saves Fishermen From
Sturgeon Boy Storm
The SlU-contracted Mj V Buffalo
(American Steamship) was on her
way to Sturgeon Bay on Dec. 3 when
she received a call from a tug that a
Deep Sea COLA
Clarification
The December issue of the Log
cfurried a complete rundown on the
new wage rates for deep sea mem
bers as a result of a 4 percent cost of
living adjustment, wUch went into
effect Dec. 16, 1979 under terms of
the Standard Freightship-and
Tanker Agreements.
However, several inquiries have
been directed to Headquarters to
clarify exactly what is effected by the
4 percent COLA.
The 4 percent COLA increase in
the deep sea contract is applied to:
• the Base Monthly Wag^^ate;
• the Overtime Rate, excess of 8
hours Monday through Friday;
• the Premium Rate, Sat., Sun.
id Holidays;
• the Penalty Rate, off watch
Monday through Friday;
• the Vacation Rate.
. f.
fishing boat in the area was m
trouble. The^ 40-foot fish-tug Seabird II encountered rough weather
north of Green Bay. "The big seas
broke a bunch of ribs in the Seabird," said Jeff Weborg who coowns the boat with his brother. "She
had an eight-foot hole in her side."
The Seabird was nearly swamped
when the Buffalo got the call. Even
though the 638-foot self-unloader
had already passed the Seabird on
her way to Sturgeon Bay, the laker
returned to help the fish-tug.
The Buffalo swung alongside the
boat shielding the small vessel from
the high seas and escorted the fishtug to the calmer waW^ of the
mainland bluffs.
A grateful Jeff Weborg said "it
wouldn't have taken much more
before the entire side would have
gone and she'd have been swamped "
Weborg added that anytime the
BMJ5QJ/O'S captain (a MEBA-District
2 member) and her SIU crew was in
his vicinity he'd "have a mess of
whitefish waiting," to say thanks.
Look to
Future
If you can handle navigation and fyierate radar, you
can look to a better future. You can move up in the
deck department. You can work aboard the most
advanced ships in the U.S. fleet, yfu can be a
Quartermaster.
Sign up today to tal^ the
Quartermaster Coursi at HLS
Fill out the application in this issuVof tl^og or
contact,
Lundeberg SMOOI
Vocational Education Department
Pifiey Point, Maryland 20674
^
iteadquarierN
/iT"
by SlU Executive Vice President
Frank Drozak
E have come through a decade in which the entire face of the
American maritime industry was drastically altered.
The decade of the 70s was marked by an incredible high
powered shift to automation and innovation in our industry.
The ships were built larger and larger to carry ever increasing
volumes of cargo.
Dynamic new ideas in shipping also became a reality as the
LNGs, LASH vessels, RO/ ROs and other new concepts made their
marks on the industry.
As the decade was coming to a close, we just began to experience
the ever growing shift from steam to diesel powered engines.
It would almost be an understatement to say that the changes of
the 70's had a tremendous impact on our Union and the jobs of SIU
members.
In fact, the decade of the 70s presented us with one of the
toughest and most important challenges in our history.
It is with a great deal of pride, thati can say that the SIU and this
membership met that challenge head on. And we did it through
education. That is, training and upgrading.
The Union did its utmost to provide the necessary educational
programs with the help of the Lundeberg School.
We developed programs of upgrading for LNG, automation,
diesel, refrigeration, pumproom maintenance, and a wide range of
other programs dealing in all aspects of new technology in all
departments.
However, these programs would have been worthless if (he SIU
membership had not taken advantage of them and participated in
them fully.
Thanks to these programs and the membership's particlpatibh m
them, we have been successful in building the best trained, most
reliable pool of seagoing manpower in the world.
SIU crews are recognized throughout our industry as highly
competent professional teams, as well as being the best suited crews
for the new high technolo^ vessels of today's merchant marine.
Believe me, brothers, this solid reputation has paid off for us.
Top quality reliable manpower is the SIU's best selling point when
dealing with prospective new shipowners.
The record in this regard speaks for itself. The SIU has succeeded
in bringing under contract virtually eveiy new major ocean
shipping concern to come down the ways since 1970.
Probably our most important breakthrough was with the LNGs,
the highest technology ships afloat. SIU members have manned 14
LNGs in less than three years. Three of these LNGs were formerly
manned by Norwegian crews. However, the company. El Paso,
removed the Norwegians for SIU crews simply because our crews
have proved themselves the best in the world on LNGs, or any other
ship. W
JA,
My point simply is this. The momentum we achieved in regard to
training in the 70s must carry over into the '80s. I
the trends toward automation that took root in the
continue to grow and grow in the 80s.
The SIU succeeded in building a sound, secure job base oyer the
past decade because SIU members were willing to invest their time
and effort to upgrade their skills. As a result, we have a product that
is in big demand—skilled manpower.
We simply cannot afford to let up in our efforts in the area of
training and upgrading.
Education must continue to be a major thrust ofthis Union. And
each and every one of you must continue to participate fully and
actively in these programs, both for the good ofShe Union and for
your own job security.
A half hearted effort will not do, because half speed just doesn t
cut it in today's maritime industry.
So make a resolution to take an upgrading course this year or as
soon as you can. You'll be doing yourself a big favor.
.V
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January 1980 / LOG / 7
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Sm«>oth Sailing on Newly Crewed
LNG
Sonatrach
n ._
" American. The brothers onhn;
onboard
T HAS BEEN a hectic, yet rewarding, two months for the
SIU crew of the El Paso LNG
carrier Sonatrach.
I
\9n November 28, 1979, the
Sonatrach became the first of
three El Paso LNG ships—
formerly crewed by
Norwegians
bv Nc
—to take on her SIU crew. The
owners of the vessel made the
switch from Norwegian crews to
SIU crews for one reason, and
one reason alone. They wanted to
protiect their multi-million dollar
investment by employing the
most efficient sailors they could
find.
Events have borne out that
assessment. The SIU crew has
had little difficulty in adjusting to
life onboard the former Norwe
gian vessel. If anything, the
Sonatrach is running more
smoothly than ever before,
thanks to the special LNG
training that is available to
members of the SIU at the Harry
Lundeberg School of Seaman
ship,
As if playing an active role in
the history of the maritime
industry wasp't enough, the new
American crew of the Sonatrach
was treated to a particularly
impressive Christmas dinner by
members of their Steward
Department. It was, by all
accounts, a veritable feast.
If a crewmember didn't feel
like eating roast young Christmas
turkey, he could choose from the
following entrees: roast sirloin of
beef, baked Virginia smoked
ham, broiled halibut steak. If that
crewmember didn't like
"whipped snow flake potatoes'
he could order "baked jacket
Louisiana yams." For dessert,
there was a mine-field of
scrumptious goodies; mince
meat pie with rum sauce, special
Christmas fruit cake, pumpkin
pie with whipped cream, apple
pie with chejddar cheese.
And there was more, nmch
more, like smoked kippers,
shrimp cocktails, and table wine,
to mention just a few of the items
that appeared on the Christmasday menu.
The crewmembers onboard the
Sonatrach are very much aware
of the role they are being asked to
assume. If they remain as
productive as they have been,
other owners of foreign flag
vessels may decide to ship
the Sonatrach seem willing to
meet this challenge. Shortly after
their Christmas dinner, they sent
the following note to the Log:
"... With hard work and enough
experienced men we took a
strange foreigri built ship to sea
six hours after boarding. All
hands were where they were
needed and all pitched in to get
the quarters ready, meals served,
and vessel secured. It was real
harmony. The bos'n, Chief Cook,
QMED's and Quartermasters
handled their departments well.
Compliments to Master Captaiq
H.B. Sumrriey. French and
Norwegian have not been spoken
since we left Savannah, but the
ship understood she was in good
hands and performed accord
ingly."
3 SIU fugs Free LibeHan Ship Hard Aground m BalHmore
Three SlU-contracted harbor
tugs, the Cape^ Henry, Cape
Romaine and the Henelopen,
(Curtis Bay Towing) worked
around the clock last naonth to
free a Liberian-flag freighter
which had run aground off
Chesapeake Bay.
The normally routine rescue
was complicated by high winds
which ripped across the eastern
seaboard on Dec. 17, disrupting
activity in several ports.
Trouble for the Liberian-flag
Serajin Topic began at 5:00 A.M.
when her master first radioed the
Coast Guard that she was"bumping bottom."
A short time later high winds,
gusting at a 34-knot clip, had
forced the vessel hard aground.
The three SIU captains, Capt.
Bryant of the Cape Henry, Capt.
Fred Deiss of the Henelopen and
Capt. Thompson of the Cape
Romaine, told the Coast Guard
they would "work through the
night to free the freighter which
had been forced up onto a
sandbar.
The three SlU-manned tugs,
among the largest iil Curtis Bay's
10-boat harbor fleet, accom
plished their mission the morning
of Dec. 18.
There were no injuries to the
Serafin Topic's crew and the
frei^ter herself was undamaged.
The day after the grounding she
was able to load a cargo of com at
the Canton Marine Terminal
grain pier arid continue on her
way.
Captain B.i. Beck, manager of
Curtis Bay's Baltimore opera
tion, said the company's fleet of
harbor tugs is used to rescues of
this sort.
"We do hundreds of these jobs
everyday," said Capt. Beck. But
he added that the unusualy high
winds "made the job very difficult. The winds kept forcing the
ship onto a sandbar off Kent
Island."
The stiff winds forced the
suspension of other activities at
east coast ports. The Maryland
Port Administration suspended
crane operations for part of the
day and several vessels were
unable to dock at the Sparrows
Ft., Md., ore piers.
SmeHmes you're fueetl
. .--•Vv
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Waterman Looking to Up LASH Fleet to 8
SIU contracted Waterman
Steamship Corporation has taken
steps to expand its fleet of LASH
vessels, from the three it presently
has in operation to eight hy the end
of 1982.
Two LASH vessels are already
under construction in the Avondale
Shipyards in New Orleans. They
should be completed and delivered
to Waterman by the end of next
year.
In addition. Waterman has
reached a tentative agreement to
charter three LASH vessels from
Gulf Lines, the company which a
decade ago had the first LASH
vessel built. Waterman has asked the
Maritime Administration to
approve the agreement, as well as to
rule that the proposed charter would
fulfill certain vessel replacement
obligations that Waterman incurred
as a result of receiving operating
differential subsidies on Trade
Route 18 (U.S. Atlantic/Persian
Gulf/Red Sea).
The Maritime Administration has
not yet ruled on Waterman's
request.
Netke toMwAersikJat OHIPnuedive
When throwing in for work dur
ing a job call at any SIU Hiring
Hail, members must produce the
following:
• membership certificate
•
• registration card
8 / LOG / January 1980
• clinic card
• seaman's papers
INLAND
wetf iMy m mer
At MLS, we'll help you get the job seci^^pnd the higher pay
you need to keep your head above watelr^pbw? We'll help yo"
get the skills you need for your FOWT endorsement. Better skills
mean a better job and more security. Enroll in the FOWT,Course
now! Courses start on March 13 and April 10.
To enndl, contact HLS or fhl out the application in this issue of
the Log.
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Seafarers International Union of Nortli America. AFi.-C'K)
On the Agenda in
Congress...
Congress is presently in adjournment.
Both the House and the Senate are
scheduled to reconvene on Jan. 21 to open
the second session of the 96th Congress.
' A number of maritime matters will be
awaiting Congress when it reconvenes.
OCEAN MINING
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The Deep Seabed Hard Mineral Re
sources Act of 1979, also known as the
Ocean Mining Bill, has been winding its way
through Congress for more than two yearsi^
Jt has been strongly supported by the
American labor movement, and by U.S.
industry. During the past year and one-half,
the bill has been studied in depth by no less
than 10 Congressional committees in both
the House and Senate.
Before Congress adjourned, the Senate
passed the bill by voice vote.
But, opposition from the State Depart
ment has prevented the full Congress from
voting on this bill. The bill will come before
the House Foreign Affairs Committee when
Congress comes back into session later this
month.
The purpose of the bill is to provide
certain legal protections for the American
companies which will be investing many
millions of dollars into the mining opera
tions, and to insure jobs for American
workers.
Among other things, the bill will also
require the use of U.S.-flag ships in the
recovery and transportation of ores mined
from the deep seabeds.
WAR RISK INSURANCE
The House Merchant Marine and Fish
eries Committee completed markup Dec. 19
on legislation to extend the war risk
insurance program of the 1936 Merchant
Marine Act. The bill was reported out with
an amendment submitted by Committee
Chairman John Murphy (D-NY) which
would extend the program for only five
years.
. We will continue our efforts to exempt
U.S.-owned foreign-flag ships from being
eligible for the insurance guarantees, except
in a case by case basis.
SPAD is the SlU's political fund and our pdHicai arm m
Washiaiefon. D.C. The SIU asks for and accepts voluafary
roatribotioss onh. The Uaion uses the momty doaated Co
SPAD to support the elecfioa caaipa^ of kfislafors who
have shown a pro«marfHme or pro-labor record.
SPAD enables the SIU to work effectively oa the vital
maritime issues in the Coiqeress. These are hsues timf have
a direct Imjwct on the iobs and job security of all SIU mem
bers. deep-sea.inland, and l^akes.
The SlU^wfcs its members to conlinne their fine record
of support for .SPAD. A member can contiibnte Co the
SPAD fund as he or she .sees fit. or make no contribution at
all without fear of reprisaL
A copy of the SPAD report is filed with the Federal Flec
tion Commission. It b available for purchase from the FFC
in Washincton. D.C.
January 1979
Legislative. Aclministrative anJ Regnlatorv Happenings
INLAND WATERWAYS
Legislation which would extend the
deadline for preparing a master plan for
improvement of the Upper Miss. River
system was introduced last month by
Senator Gaylord Nelson (D-Wisconsin).
Existing law requires publication of a
preliminary plan by Jan. 1, 1981 and
submission of a final plan to Congress by
Jan. 1, 1982.
The program for development of a
comprehensive plan for the Upper Missis
sippi River system Was originally inserted in
legislation authorizing rebuilding of Lock
and Dam #26 at Alton, 111. That legislation
was not signed into law until October 1978—
two years after it was proposed. This new
legislation would extend the deadline for
filing a master plan by 19 months to make up
for the earlier time lag.
SIU Seniority Upgraders Visit Washington
For Briefing on Seafarers Political Program
As a part of the SlU's cont|nuing education
program for upgrading the professional skills of
Seafarers as well as broadening! their inteiiectual
horizons, tl>e Union brought 10 m ire "A" Seniority
Upgraders to Washington last mon h for a first-hand
look at the Seafarers Union's legisk tive and political
action programs.
While they were ip Washington, the Upg'rading
Seafarers visited the Transportation institute, the
AFL-CIO Maritime Trades Department, and they had
an opportunity to meet with Congressman William
Clay, a Democrat from Missouri and a long-time
friend of the SIU.
During their visits to T.I. and the MTD, the group
was briefed on the status of maritime-related
legislation pending in the House and Senate, and
they heard a detailed explanation of how their Union
works in Washington to promote^and^rotect their
jobs and job security.
During their visit to Congress, the Seafarers posed
on the.steps of the Capitol for this photo. Participating
in the Washington visit were James Flynn, David
Campbell, Larry Ivanauskai, Roger Elder, Scott R.
Phillips, David Papas, Richie Wilson, Randall Story,
Scott Wenneson and Ismael Wala. With the Seafarers
on their tour of the Congress were SIU Washington
Legislative Representative- Betty Rocker, and
Lundeberg School Director of Industrial Relations
Joe Wall.
Victory Carriers Joins New NMC Bulk Council
SlU-contracted Victory-Carriers of New
York has become the sixth shipping
company to join the National Maritime
Council's new Bulk Carriers Council.
David D.C. McKenzie, vice president of
Victory Carriers, has been named to the
NMC board of governors. He is also a
trustee of the Transportation Institute.
C. William Neuhauser, executive secre
tary of the NMC, noted that bulk carriers
are the last remaining segijient of the
American maritime industry to join the
Council, which also includes American-flag
liner companies, shipyards, and waterfront
and maritime labor unions.
In addition to Victory Carriers, NMCs
Bulk Carriers Council includes Apex
Marine Corp., Lake Success, N.Y.; Moore
McCormack Bulk Transport, Stamford,
Conn.; Ogden Marine Inc., New York; OSG
Bulk Ships Inc., New York, and Seatrain
Lines, New York.
At the present time, American-flag ships
carry less than 2 percent of this country's dry
bulk trade. Only 15 dry bulk ships are still
registered under the American flag, most of
them being more than 30 years old.
January 1980 / LOG / 9
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(ri|( SIU ill tonsliiiitilii^^^ yitlCTlC
Industry
News
U,S. Tankers Now Carry Only 2.8% of Our Imported Oil
Two yiears have passed since the defeat of
SlU-backed legislation calling for 9.5
percent of U.S. imported oil to be carried by
American-flag vessels.
At that time, U.S.-flag tankers carried
approximately 3.5 percent of this nation's
imported oil. Approximately 57 percent was
carried by so-called "flag-of-convenience"
vessels, which are American-owned but
registered in tax-haven nations such as
Liberia, Panama and Hondur^.
The opponents of the proposed legislation
were the big oil companies. These are the
same companies who own and operate the
foreign-built, foreign-manned and foreignregistered vessels. Spokesmen for the oil
industry claimed at the time that enactment
of this legislation wOuld not only impose
unnecessary and significant cost burdens on
the American consumer, but would also
have a serious and adverse inflationary
impact on the U.S. economy.
Who ultimately benefited from the defeat
of the oil cargo preference?Certainly not the
consumer and certainly not the U.S.-flag
merchant fleet.
The consumer is burdened with trying to
keep up with ever-rising fuel prices. The
price of leaded regular^gas has risen from
$0.56 per gallon in March 1977 tq $1.01 per
gallon in November 1979. The U.S.-flag
merchant fleet is carrying" even less—
approximately 2.8 percent—of our im
ported oil requirements, down from 3.5
percent two years, ago.
Yet, at the same time, oil companies
continue to prosper and reap recordbreaking profits.
Third quarter profit reports for the major
oil companies raised many eyebrows. Six of
the top 13 oil companies reported profit
Pack New Seatrain Head
Howard M. Pack has been elected board
chairman of Seatrain Lines, succeeding
Joseph Kahn who died last December.
Pack has been vice chairman of the line
and chairman of the executive committee.
He will continue as executive committee
chairman.
Mr. Pack has been with Seatrain since
1965 when Transeastem Associates Inc., a
company owned principally by he and Mr.
Kahn, acquired 93 percent of Seatrain's
stock. He started his career in the shipping
industry in 1950 with Transeastem, a
company engaged chiefly in non-subsidized,
American-flag ocean trjmsportation.
•1:
gains of more than 100 percent over 1978.
The Energy Department has prepared
$1.1 billion in fines for alleged petroleum
pricing violations against two of the major
oil companies. This raises the total amount
of such fines against the 15 major oil
companies to $8.9 billion.
While the oil companies have continued
to prosper, the past two years clearly
illustrates that neither the consumer
American-flag vessels have benefited from
the defeat of the cargo preference legislation.
The U.S.-flag tanker fleet now carries only 2.8 percent of the nation's imported oil. That's down from
3.5 percent in 1977.
. . ..
U.S. Maritime Serving
Key Role in Iran Boycott
Ogden Marine Buying
2 More Tankers
Since the seizure of the American
Embassy in Teheran by Iranian, militants,
U.S.-Iranian trade has been reduced to
nothing. Shortly after the embassy takeover.
President Carter announced:
• The U.S. would no longer purchase oil
from Iran.
• Iranian assets in the United States
would be frozen.
• The U.S. would halt the export of
military parts and machinery to Iran.
U.S. longshoremen's unions on all U.S.
coasts have imposed their own boycott of
Iran by refusing to service vessels with cargo
from or destined for Iran. Currently,
thousands of tons of agricultural products
intended for Iran are piled up in U.S. Gulf
and Eastern ports.
Ogden Marine Inc. is purchasing two new
medium-sized oil tankers from Sumitomo
Heavy Industries Ltd.
The vessels will range from 60,000 to
80,000 deadweight tons and total cost of the
ships will be from $45 million to $55 million.
Delivery is scheduled for the third quarter
ofI981.
The new vessels will be fitted with low-fuel
consumption diesels and are to be of a
shallow draft, wide-beam design.
The announcement points out that with
the delivery of the ships, along with the two
U.S.-flag product tankers now under
construction at Avondale Shipyards, the
Ogden fleet will consist of 33 vessels having
an aggregate dead-weight of 1,887,000 tons.
NMC Hosting Forum To Discuss Maritime Reform
A one-day review program in which
industry leaders will discuss the status of
maritime reform bills being readied in
Congress will be sponsored Feb. 4 in New
York by the National Maritime Council.
Scheduled to participate in the session are
Reps. John M. Murphy and Paul N.
McCloskey Jr., chairman and ranking
minority leader, respectively, of the House
Merchant Marine and Fisheries Committee.
Also invited to take part are Sen. Daniel
K. Inouye, chairman of the Senate Subcom
mittee on Merchant Marine, and Sen. John
Warner, ranking minority leader.
Thomas W. Gleason, president of thb
ILA will be luncheon speaker.
US Fleet Declines; But Overall Capacity Hits Record Tonnage
The privately-owned deep-sea fleet of the
U.S. merchant marine climbed to a new
record of 22.9 million deadweight tons
(DWT), according to the latest statistics
released by the U.S. Maritime Adminis
tration.
Compared to a year ago, the total number
of ships in the U.S.-flag fleet decreased by 11
vessels, but the overall capacity increased by
1.2 million tons. Once again, the large
increase in capacity despite the loss of 11
ships reflects the larger sizes of the new ships
added during the last 12 months, and the
comparatively small sizes of the older vessels
scrapped or sold during that period.
A number of U.S.-flag vessels are in layup or in yards for repair work, according to
the MARAD report, so that the active
ocean-going fleet stands at 689 ships with a
combined capacity of 21.6 million DWT.
The MARAD report also revealed tl^
another 56 merchant ships—tota^g
nearly 2.6 million DWT—are presently
under construction or on order in privatelyowned American shipyards. These new
additions to the U.S.-flag fleet include ten
tankers, six liquefied natural gas (LNG)
carriers, 12 intermodal vessels, II dry-bulk
carriers, three cargo break-bulk ships, and
eleven special-type vessels.
10 / LOG / January 1980
C
\
^
3
.n
�51.U 's . 1 .4 th LNG, 'lirgo, Is
T
'
I
.
HE SIU is now manning 1 4
LNG carriers w�th highly
trained and qualified crews.
The newest is Energy Trans
portation Corp.'s LNG. Virgo.
She was named for the zodiac
sign of the virgin; but the Virgo,
Energy Transportation's $ 1 00
million baby, is ready for action.
The 936-foot Virgo is the
eighth a,nd final addition to
Ener:gy Transportation's LNG
fleet. Like her seven sisters, she
has the most s o p histicated ,
technological equipment built
into every part of her, from her
engine room console to her cargo
control room.
By the end of 1 980, Seafarers
could be aboard 1 7 LNG's
pending shipyard completion of
three more gas carriers fo r El
Paso.
·
'
The firgo has a dual fuel
system, making itpossible for her
to run on the boiloff from ' her
cargo of LNG when loaded, or on
bunkers.
Along with the rest of Energy
Transportation's astrologically
dubbed .J;.N G fleet, the Virgo will
be making a regular Indonesia
tcrJ apan run. SheJll haul 1 25,000
cubic meters of liquid natural gas
at minus 265 de�rees Farenheit in
her five mammoth storage tanks.
She'll be able to on- or off-load in
only 12 hours. And she'll be
l o�ded with safety features.
Those safety features include a
double bottom. hull; a collision
avoidance system and extensive
on-deck firefighting capability,
all standard equipment for an
L N G vessel. Because when
you're moving a cargo 4s volatile
·
eady_ for Acti
n
farers who ship in any . depart
ment on an LNG vessel have a
solid worl9ng knowledge of both
the cargo and the equipment
aboard shfp. That know-how
comes fro� the special training
courses every member of an SIU
LNG crew is required to take at
HLS.
That . . spebial training is the
ticket an individual · Seafarer
�eeds to sail as part of an LNG
crew. And it's the. ticket that will
enable the Union to keep doing .
what we said we'd do: , provide
skilled, capable crews for the
most modem equipment :the U.S.
maritime industry can come up
with.
as LNG, you take maximum
safety precautions to minimize
the possibility of an accident.
Clean Safety Record
Maximum safety is the reason
Energy Transportation crews
their eight LNG, vessels with SIU
crews.
The SH.J's safety record aboard
LNG carriers has been top-notch.
In the two and one half years
since Seafarets boarded the first
LNG vessel ever built in the
Western hemisphere, there hasn't
been a single mishap of note due
to human error.
There's one reason the SIU's
, safety record is so good. Sea-
Ogden Champi on C�mm ittee
'
• .... ••
• '* * * * '* * - · · ·
• When . Stars Come Out at Ni ht, •
g
• * * * Your Pay Goes Up! * * *
•
,
:
Sl U A
Rec r
Te d Babkowski (2nd le I) m 1
out ·
n
T Ogden
d Bosun Elmer. Baker (2nd r h ) ship 's cha rman o
Cnamp1qn \Ogden Marin� ) at a payoft 'The rest of the Ship Corr'l'mitt e are
1!1
(I. to r.) C h i ef Stewa rd N ick A rd rews. secretary-reporter; E ngine Delegate Ray
Sc hwartz and Deck Delegate F rank Rediker. The tankship paid off at Stapleton
Anchorag e , S I, N Y
·
Deep Se� Pact Sets 9 Holidays
The deep sea membership should ·
be awa re tbat a t<ltal of nine days in
1980 are d esignated as holidays, as
per the Standard Freightship and
Tanker Agreements. Following is a
run down of the designated holidays:
January 1
New Year's Day
February 1 2
Lincoln's Birthday
Febru ary 1 8
W ashingt on 's Birthday
·
Notice to Members
.\' You're 1kilkd in Celestial Navigation. •
¥ So en roll in the Celestial Navigation co urse a t H LS I t 'll help ¥
..\' you learn what yo u need to .know to earn the Ocean Opera- ..\'
.. tor Over 200 Miles L icense. And that m ea ns a better job arid k
T"
m ore m o n ey!
..\' Con tact the L u n deberg School or fill o u t the applka tion
. th is· iss ue of the Log. Co u rse sta rts March 1 7.
!
in
-¥
..\'
!
The teachers at H LS give every student all t h e individual h e lp
_
So H LS is the place to team celes tial T"
na viga t ion. The staff is there to help you get ahead.
T" h e n eeds to s ucceed.
..\'
•
.il · · · · · · · · · • • -tr · ··· · . ..
rif-i'i"'pij::
·ijfif.lii"iQJif•:5z:-:
$ - .. �,-- ·""r- ·
&
ii-X
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t'iii4i4r4iii,'
ai
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;z
t.o"1.1ii--------:
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;
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"'"'-·; -:;--,·;::;=•.;"'··�:;.:::�:.'.;..::.oo��;:·�\·.:.:.�.:. :·•.-,
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:.:...-:����::'.'.::
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_
given to all seamen who possess
Lifeboatman · endorsement by the
United States Coast Guard. The
S eafarers Appeals Board may
waive the preceding sentenc e
when, in the �ole judgment .of the
Board, undue hardship will result
or extenuating circumstances .war
rant. such waiver."
Also, all entry rated members
must show their last six months
discharges.
Eurther, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and '
sail as ·entry . ratings in only one
.
membership certificate
• ,registration card
•
clinic card
-•. seaman's papers
•
valid, up�to-date passport
In addition, when assigning .a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
•
·
·
Rules:
"Within each class of seniority
rating in every Department, prior·
ity for entry rating. jobs shall be
;;.:.:c:�: :_-_...
;:�
�!;... -�.;;;;-;
""'
On Skipping Procedure
When throwing in f�r "·ork ciur
ing a job call at any SIU Hiririg
Hall, members must produce the
following:
May 26
Memorial Day
July 4
Independence Day
September 1
Labor Day
N ovember 1 1
A rmisti ce Day
November 27
Thanksgiving D ay
December 2 5
. C hristmas Day
.
depa rtment "
January 1 980 I LOG I 1 1
. :.. :·::,-_-...:.
..:..='"..:....:
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'r.:"::-'<=-'�''"'"-'""'"""';;:.::!:�:=-'::�-��"".;c;�:.::;;,•;;:;.;:.:::=::=:;.:
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.
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•
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•
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-. .r' y' y -.
SlU Plans Paid Out Record $39 Million in 1979
,j-,-
,i
In 1979, the Seafarers'Welfare, Pension and Vacation Plans paid out over $39 million in
benefits to SlU members—ileep sea. Great Lakes and inland waters—and their dependents. The
total figure is $39,055,121.27. These figures printed below demonstrate once again that lob
security is only one aspect of the overall security provided the SlU membership.
- ^ ^ 'f' •-
Seafarers Welfare, Pension, and Vacation Plans
Cash Benefits Paid
Number
of
Benefits
SEAFARERS WELFARE PLAN
' l;.'
!•,
ii
-f.!
«•
t
• t
i-,.
ELIGIBLES
Death
In Hospital Daily @ $1.00
In Hospital Daily @ ^.00
Hospital & Hospital Extras
Surpicol.«•••'«••*
Sickness & Accident @ $8.00
Special Equipment
Optical......
Supplemental Medicare Premiums
DEPENDENTS OF ELIGIBLES
Hospital & Hospital Extras
Doctors'Visits in Hospital
Surgical
Maternity.....
Blood Transfusions
Optical
Special -Equipment
Amount
Paid
137
1,970
2,566
265
-48
61,771
22
1/373
487
^
....
PENSIONERS & DEPENDENTS
Death....
Hospital & Hospital Extras
Doctors'Visits & Other Medical Expenses
Surgical
Optical
Blood Transfusions
Special Equipment
Dental
Supplemental Medicare Premiums
5,936
2,310
2,339
441
12
1,119
"
MEDICAL EXAMINATION PROGRAM
SCHOLARSHIP PROGRAM.....
BLOOD BANK PROGRAM
SPECIAL SERVICES DEPARTMENT
TOTAL SEAFARERS WELFARE PLAN
2,365,593.18
150,204.01
449,252.03
1^
^
2,059.40
44,158.41
~
^
211
3,496
3,069
283
811
10
38
65
27,736
866,981.61
1,970.00.
7,698.00
65,204.65
,17,958.05
494,168.00
6,020.75
55,401.90
28,903.07
\
727,460.46
621,693.68
260,039.20
59,057.19
32,513.29
1,216.20
11,317.15
13,796.41
260,980.70
_
94
_
_
116,690
974,715.96
4^22.88
TlC727.24
^3,661.88
9,000,389.81
SEAFARERS PENSION PLAN
Pension
TOTAL SEAFARERS PENSION PLAN
35,682
35,682
9,597,585.52
9,597,585.52
SEAF^ERS VACATION PLAN
l^®®P 3ea
i.
Great Lakes District
Inland Boatmen's Division
TOTAL SEAFARERS VACATION PLAN
9,246
1,517
3 663
14,426
TOTAL WELFARE, PENSION & VACATKM .
12 / LOG / January 1980
,
.. .
v~7
166,717
^
16,336,178.53
1,684,883.48
2.436.083.93
20,45^145.94
-$39,055,121.27
�1
^
The year 1979 was a
d^ficult one for many peopie, both in the U.S. and
around the world. The eco
nomic and political turmoil
of the last few years con
tinued, and the prospects for
1980 aren't much brighter.
But for SIU Seafarers and
Boatmen, it was a good year.
New ships and boats
brought more jobs and
better Union, ben^ts
brought more securityS
Following are some of the
significant events that
benefitted SIU members
over the past year.
I-
,
tSPHS Made Optional
jobsg increased benefits
for SlU members
Great Lakes Association of.
Marine Operators and Kinsman
Lines received four Cost of
Living Adjustments. This raised
their hourly rate for 1979 by 82
cents.
And in the inland field many
SIU members received Cost of
Living Adjustments under their
contracts.. For instance, SIU
Boatmen employed by Sabine
Towing and Transportation
received a COLA of 5.7 percent
in July. It was retroactive to May
1.
Currently, about one third of
the SIU's inland contracts" have
COLA clauses.
Pension Increases
Board of Trustees of the
Vacation Plan reduced the
employment eligibility for
Boatmen from 125 days to 75
days. The Trustees felt that the
125-day rule was restrictive on
Boatmen because of their work
schedule.
Welfare Plan Eligibility, Benefits
Initial eligibility requirements
for both Seafarer^ and Boatmen
were also reduced last year by the
Board of Trustees of the
Seafarers Welfare Plan.
In order to better meet the
needs of the members, especially
new Boatmen and Seafarers, the
Board reduced initial eligibility
for
the Welfare Plan from 125
Another item that reflects the
Union's constant attempt to days to 75 days.
Last year, also, more and more
improve contracts, occurred
early last year. The first of two beneficiaries began to feel the
deep sea pension increases went results of the graduated death
into effect on Jan. 1,1979 raising benefit negotiated in 1978 as part
the pension from $350 to $400. of the Seafarers Welfare Plan.
By the end of 1979, 28
As negotiated in June 1978, the
normal deep sea pension will be beneficiaries of SIU members
raised, in two stages, from $350 had been awarded the maximum
death benefit of $20,000.
to $450.
Another occurrence that
Also in 1979, the first Early
reflected
the Union's concern for
Normal Pension checks were
issued to inland members. members' dependents took place
Boatmen had not been eligible in February of last year. That's
for the Early Normal Pension in when the decision was made to
the past. But in 1978 the Union expand Family Day at the
negotiated such a provision into Headquarters' Medical Clinic
from one day a week to two days.
11 inland contracts.
Probably the most impor
tant and historic benefit for Sea
farers and Boatmen occurred
near the end of the year. In
November the Board of Trustees
of the Seafarers Welfare Plan
voted to allow SIU seamen dnd
boatmen the choice of using
a USPHS hospital or a private
facility.
Historically, American seamen
and boatmen have used the
USPHS facilities. And that has
been the rule eyy since the
inception of fh^HSeafarers Wel
fare Plan in 1951. But the SIU,
ever mindful of its members wellInland Vacation Benefits
being, realized that the USPHS
Another benefit for inland
alone isn't adequate today to
members
took the form of a rule
meet the needs of all of the
change concerning vacation
menlbers.
eligibility.
Effective May 1, 1979 the
Deep Sea Wages Up ll*/2%
Bettering USPHS Services
In ah effort to improve health
care for maritime workers at
USPHS facilities, the Union
began its participation l^t year
in a newly formed group called
the Seamen's Health Initiative
Plan (SHIP).
Started by the USPHS itself,
the program involves a number
of studies that are very important
to seamen, such as, "Safety
Aboard Ship."
One of the results of SHIP has
already come about.- In October,
a new USPHS Hospital dental
clinic for seamen was opened inSan Francisco at the SIU
Medical Center. Seamen on
today's fast turnaround Ships will
now be able to get quicker dental
treatment.
New Ships & Boats
More job opportunities
opened up for Seafarers and
Boatmen as new ships and boats
came under SIU contract.
One of the biggest develop
ments was the crewing by the SIU
of seven more LNG ships. This
included three ships that El Paso
Company switched over from
Norwegian crews^ to American
crews.
Seafarers also crewed the
largest ships ever built in the
Western hemisphere. They're the
39,000 dwt tankers, USTAtlantic
and UST Pacific.
A number of inland companies
added new boats to their fleets.
Among others, they include
Higman Towing Company's boat
the Joe M. Powell; three of
G&H's 11 new tugs; Interna
tional Oil Transport's boat.
Diplomat, and Curtis Bay's
shipdocking tug, Ccpe Romain.
On the Great Lakes, the 1,000foot SlU-contracted ore carrier
Indiana Harbor was christened.
Over the past year the wages of
deep sea members have gone up
IV/2 percent. On June 16, Sea
farers received a
percent
wage increase as per the Standard
Freightship and Tanker Agree
ments negotiated the year before.
Six months later^y on Dec. 16,
deep sea members received an
other increase as per the con
tracts. This time it was a 4 percent
Cost of Living ^Adjustment
(COLA). Besides base wages,
both increases also applied to the
overtime, preidNhaJ and penalty
rates off watosK^^Mbn. thru Fri.
The increases applied to the deep
sea vacation benefits as well.
- •>
f
.. V •.. 1:
Lakes, Inland COLAs
Also on the Great Lakes,
Seafarers under contract with the
\.
.
'4^.
The LNG Libra, was just one of many new ships and new tugs hnd tow boats crewed by SIU menibers in 1979.
^
January 1980 / LOG / 13
o
sttae
Ififtiit'ii
m-'
�imKRonsRwanranoBRK^
"?f 'i- ;
•;iik
- .
';• ir
fl-
^1;.
•kil
'• •',
^•f|.
1 .•! '.
SlU Representative John Dwyer (right) visits with three'SlU pensioners at Staten
Island's USPHS Hospital; they are (I. to r.): Ralph Spiteri. Harry McDonald and
Jack "Saki Jack" Dolan,
.1-K
1
':•.
James R. McPhaul (i.)Jprmer Chief Steward on the ST Worth, exchanges
Season's Greetings with rep Dwyer.
Some Good Cheer for the New Year for Drydocked Seafarers;
In keeping with the SIU's Christ
Passing out Christmas Cards, hospitalized during the yuLetide.
ffs Tradition
John regularly makes visits to the
mas tradition, SIU representative cartons of cigarettes or cigars and
John Dwyer visited with members
who were conflned to sickbeds over
the Christmas and New Year's
Holidays at the USPHS hospital in
Staten Island, New York.
the customary extra $25.00 which
SIU members are entitled to only
during the holiday season, Dwyer
helped to spread a little Christmas
cheer among the brothers who were
USPHS facility to issue the daily
benefits eligible members are en
titled to under the normal sickness
and accident provision of the
Welfare Plan.
i 'vo
'- 'i ' j;''
'i!^.i '•
• ^'
!
. :i^ •
•!..
r :-,,-
i\
r' •;
!":•
r ,.
1 . •'( '•
f -I
AB Harvey Richards, who last sailed on the Oversea Alaska, gives John Dwyer
the necessary information for in-hospital benefits.
.1'• i"-'"i
A MESSAGE FROM YOUR UNION
y 'i
i
•I
Leo Gallagher (left) holds up his $25.00 Christmas Bonus check; while Steve
.Homka displays a Christmas card he received from the SIU. Both Leo and Steve
are recertified bosuns.
DONT
^HACKLED
TO ,
DRUG^/
THEVleE
•
DUMB
DANGEROUf
DESTRUCTIVE
DEADLY
\:t
... AND YOU
za/s voua
AAP£iff ,,
£OR l/P£.'-'
fe: - -•
-..A
,f„..
14 / LOG / January 1980
. 4 •
�NMC Proposes $1UTB for Maritime in '80s
L
ABOR unions, shipping com/ panics, and shipbuilders
have all contributed to an
innovative package of Ideas to
strengthen and modernize the
U.S. merchant marine.
The views of these groups.
Including the SIU, were pre
sented last month to Congress
as part of a 50-page report by
the National Maritime Council
(NMC). Founded in the early
1970's, the NMC Is a non-profit
organization composed of
maritime labor and management.
Its purpose Is the encouragement
and development of a strong and
healthy U.S. merchant fleet.
The package of suggestions by
the NMC comes as a response to
the proposed legislation entitled
the "Omnibus Maritime Regula
tory Reform, Revltallzatlon, and
Reorganization Act of 1979".
Numbered H.R. 4769, the
legislation was Introduced Into
the U.S. House of Representa
tives by Congressmen John
Murphy (D-N.Y.) and Paul
McCloskey (R-Callf.).
Since Its Intfpductlon several
months ago, there have been
many hearings on the measure
IL-
before the House Subcommittee Inc., these 300 ships would be
on. Merchant Marine. Interested divided between 135 liner vessels
parties, such as the NMC, have and 165 bulk carriers.
been making their opinions
Of the $11.7 billion, $7.9
known on this extensive and billion, or an average of about
important piece of maritime $720 million per year, would go
legislation.
to the CDS program. An average
To expand this country's of about $203 million per year, or
commercial fleet, the NMC $2.2 billion over the decade,
proposed that $11.7 billion be would go toward the ODS pro
made available by the U.S. gram.
government. Most of this money
The rest of the money would go
would go for the Construction to other NMC proposals de
Differential Subsidy (CDS) signed to keep the U.S. merchant
program for new ship construc marine competitive with cheaper
tion and the Operating Differen foreign fleets.
tial Subsidy (CDS) program.
One would be a five percent tax
These subsidy programs help credit for the use of U.S.-flag dry
keep the American fleet competi bulk vessels.
Another would be the fuel
tive with cheaper foreign fleets.
The money proposed by the conservation program. Under
NMC would cover the period of this plan, ships would be repow1980 to 1990.
ered to use more efficient fuel.
Coupled with other NMC
Amoss said that the prime
proposals, the Council feels that candidates for repowering are
this subsidy money will help ships under 15 years old with
build 300 new ships over the engines over 20,000 shaft horse
decade^
power. He cited a study that
As^xplained to the Subcom identified about 70 ships for
mittee by W. James Amoss, repowering.
chairman of the NMC's Board of
Amoss noted that"... repower
Governors and president of ing is crafts intensive low volume
Lykes Brothers Steamship Co., work. Under these conditions,
U.S. yards can be much more
competitive^ith foreign yards.
The other advantage of this
program is that contracts for
repowering can be placed fairly
quickly and provide near term
work for the yards until the new
building program can provide
long term stability."
Other NMC proposals in
Take the Diesel Engines Course
cluded:
at HLS
• Elimination of the 50 per
cent
ceiling on CDS.
It's Four Weeks Long
• Permission for a ship to be
It Starts March 31
built foreign and still be eligible
for ODS. However, the ship
could only be built foreign if
To enroll, contact HLS or fill out the application in this
there are no CDS funds available.
issue of the,Iog.
^
Provision of a per diem (daily)
subsidy for any new bulk vessel.
Ships Are Powered
Differently Today
Cash In On The Changes
except a tanker over 60,000 dwt.
• Allowance of bilateral bulk
shipping agreements with statecontrolled economies. Also, the
acceptance of such agreements in
trades where the U.S. trading
partner initiates or reserves bulk
cargoes for its bulk fleet.
• An easing of restriction on
the entry of subsidized carriers
into domestic trades.
• Permission for CDS-built
vessels to be sold foreign after ten
years. Proceeds from the sale
would be put into a fund for the
construction of an equivalent
vessel in the U.S. within two
years.
• Strengthening of the Secre
tary of Commerce's authority to
administer cargo preference
laws.
• Preclusion of the Military
Sealift Command from provid
ing service where a privately
owned U.S.-flag operator is
giving point-to-point ocean
transportation service.
• Elimination of the 50 per
cent duty on overseas repairs for
foreign-to-foreign bulk vesseUj--emergency repairs abroad, or in
cases where repairs in the U.S.
would involve extreme economic
loss.
• Provision of a five-year tax
depreciation schedule for a U.S.flag ship built in America, and a
ten year tax depreciation sche
dule for a U.S.-flag vessel built
foreign.
Meanwhile, in the Senate
Commerce Committee, Senator
Daniel Inouye (D-Hawali) has
introduced and held hearings on
various maritime bills.
It's expected that there's a long
way to go before the full House
and the Senate agree on a
maritime bill for the 1980's. But
the SIU will monitor all develop
ments to make sure the interests
of its members are protected.
Point Judy Committee
• 1V:
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The Ship's Committee of the ST Point Judy (Point Shipping) are shown here at a
payoff recently at Pier 12, Brooklyn, N.Y. They are (I. to r.) Deck Delegate George
Oberle, Bosun E. Odom, ship's chairman; Engine Delegate Barry Kiger and
Steward Delegate Roy Miller.
January 1980 / LOG / 15
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�The practical instruction is given on desk top pieces of
equipment, osciiioscopes and osciiiators. Seafarers pan
make a circuit and test it during their training.
The Electronics course attracts seafarers who work as elec
tricians. The students iearn the basic operations of circuits
and transistors.
Marine Electronics
Jack Funk, one of the graduates of the Electronics
course, directs a signal into the circuit of modules he
Just made. With the oscillator, he can see what is happeiiing to the signal as it goes through the circuit.
Seafarers
the Challenge
The vessels of today are much
more advanced than those of thirty
years ago. New pieces of equip
ment are showing up. The job of
every seafarer is to be able to work
on this equipment. Some of the
equipment, however, is controlled
by electronic circuits which are
very new and unknown to most of
us.
We can tackle this problem just
like we learned automation. The
Lundeberg School is now offering
an Electronics course for seafarers
who have worked as electricians.
The course is six weeks long
and prepares seafarers to work on
equipment controlled by elec
tronics. The instructor for the
course is Terry Connor. He has had
many years of experience working
with teletype machines and air
borne communications platforms.
He said, "Electronics is not an area
to fear. Anyone who has been
working with electricity has been
exposed to electronics without
knowing it. Electronics is just
refined electricity."
The firstX Electronics course
began on November 5. During the
course, the students reviewed the
theory of electricity and learned
how to apply the knowledge they
have to electronics.
The practical instruction is
done with'oscilloscopes. They are
desk top pieces of equipment that
can be used to make and analyze a
circuit. The students also use the
Sine Square Oscillator to direct a
signal into the circuit. Through the
use of the oscilloscope, the
students can actually see what is
happening to the signal as it
passes through the circuit.
John Chivars, one of the
graduates of this new course, has
worked about four years as an elec
trician. He said, "The Electronics
course is a real eye-opener. I have
really learned a lot. It is amazing
what one of those transistors can
do. All you do is turn a button and
the little modules do all the work. I
have enjoyed the challenge of the
course."
Jack Funk, also a graduate of
the course, feels that all seafarers
who are experienced electriciani;
should come to the Electronicji
course. He commented tha "
through the class field trips, the
students learned that there is a
lack of qualified help to work on
electronics systerns. 'The only
way to be qualified to do the job is
to come to the Lundeberg School."
Instructor Terry Connor and the
Lundeberg School want you to take
advantage of the Electronics
course. The next course begins
February 11. To enroll, fill out the
application in this issue of the Log
or contact the Vocational Educa
tion Department of HLS.
The Electronics course helps seafarers like John
Chivars to add to their knowledge of electrical and
electronic equipment aboard a vessel. With this new
knowledge, they are becoming skilled in a new and
important area of shipboard operations.
16 / LOG / January 1980
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At Sea ^ Ashore
SS Santa Paula
The SS Santa Paula (Delta Line) this month carried 34,000 of cargo for
the U.S. Military Sealift Command (MSC) to ports in California,
Oregon, Washington, Hawaii and Alaska.
VLCC Massachusetts
V
The VLCC Massachusetts (lOM) got the green light last month from
MARAD to enter the Alaska-Panama oil trade for six months; Exxon
was to get the first charter. The 264,073 dwt supertanker was built in 1975.
Nev/port News Shipyard
MARAD also last month okayed the financing worth almost $25.5
million for the Ariadne Co. (Berger Group) to build here a 39,700 dwt
tanker by June 1981.
The 16 knot, 644-foot vessel will use the stern of the 1956-built ST
Cities Service Norfolk.
SS United States
Set to make a comeback early next year in the nation's passenger trades
is the SS United States (U.S. Cruises) laid up for the last 10 years.
The liner is now in a berth at the Newport News (Va.) Shipyard.
She will sail on Feb. 15-18 to the Norfolk (Va.) Shipyard
drydock for modernizing (four swimming pools and tennis court) and
refitting costing $35 million.
When she resumes service she'll have a crew of 450 and 1,300
passengers in 650 luxury staterooms and six restaurants. The United
States will cruise six months between Los Angeles and her home base,
Honolulu, Hawaii. Cruises to other isles are also anticipated. U.S.
Cruises is based in the port of Seattle.
On Nov. 15-6, President Carter signed a law allowing operation of the
United States, SS Santa Rosa, SS Independence, SS Monterey and the
SS Mariposa in the domestic trades.
It's Your Move
Port Everglades, Fla.
Sea-Land began last month to operate this port's first permanent,
speedy, shoreside crane—a $2.6 million, 30-ton gantry.
Before, a rented mobile crane moved the containers here off the weekly
calling SL-18 containerships.
The North Europe-bound S-L Consumer was the first ship loaded by
the new crane last month.
Washington, D.C.
More than 200 U.S. shipping company bigwigs and safety directors
have until Feb. 22 and Apr. 18 to send in thein 1979 hero rescue and safety
entrants picks to the American Institute of Merchant Shipping (AIMS)
Jones F. Devlin and Ship Safety Achievement Awards Contests.
Also sponsored by the National Safety Council, the ship safety awards
go to those vessels (and crews) who during last year did outstanding feats
of rescue and seamanship. Entries close Feb. 22. The Devlin Awards go
to the ships which for two and four consecutive years are accident-free. A
crewmember must not have lost a full turn at watch because of an
occupational injury. Entries close Apr. 18.
Seattle
The Boeing Airplane Co., maker of the B-17 Flying Fortress, B-29
Superfortress and 747 Jumbo Jet, is going into the shipping business.
In a joint venture, Boeing plans at a cost of $I billion to build four new
U.S. 350,000 dwt tankers burning three fuels to carry coal to the Far East
from a new terminal and new 650-mile slurry pipeline.
The 10-milliori tons of coal a year of Emery, Utah coal would go to
Japan, Taiwan and Korea for 25 years from the Oxn^^, Calif. Terminal,
50 miles north of Los Angeles.
X
The tankers, if built in U.S. yards, would cost $600 million—half paid
by MARAD. They would burn, in port, natural gas to avoid air
pollution, low sulphur fuel five hours after leaving port and coal
afterwards. The double-hulled tankers could also carry oil.
Boeing hopes the project could get off the ground by 1987.
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Buffalo, N.Y.
The American Steamship Co. is having b^vo diesel bulk carriers built.
One is a 32,100 dwt ship worth $28.8 million set for delivery in March
from the Bay Shipyard, Sturgeon Bay, Wise. The other due in October is
a 23,825 dwt vessel worth $31.5 million, also from Bay Shipyard.
New York
MARAD has let Farrell Lines, under NMU contract, trade in to the
Gq^empent eight of its 17-20-year-old breakbulk C-3s and CT4S for a
$20.3 million credit toward the cost of a newly-delivered 27,340 dwt
containers hip, the SS Austral Pioneer worth $73.3 million.
Turned in to the U.S. Reserve Fleet (now 21 ships) at James River, Va.,
were the SS African Comet, Mercury, Meteor, Neptune and Sun and SS
Export Adventurer, Agent and Ambassador. Farrell turned in four
vessels to the fleet in mid-1979 and may turn in eight more ships in mid1980.
' ^-•
Stonewall Jackson Committee
•
••I
MAKE IT IN THE RIGHT DIRECTION—
Make your move toward good pay, excellent working con
ditions, a secure future. Enroll now in the LNG Course at
HLS. Next class starts March 31. Contact the Harry
Lundeberg School, Vocational Education Department,
IPiney Point, Maryland 20674, or fill out the application
in this issue of the
(
Making out a dues receipt for Chief Cook Wheeler Washington (seated Left) last
month is SlU Rep Teddy Babkowski (seated right) at a payoff aboard the LASH
Stonewall Jackson (Waterman). The remainder of the Ship's Committee^and a
crewmember are (standing I. to r.) Recertified BoSun Carl Lineberry, ship's
chairman: Engine Delegate Tony Cruz. AB Stanly La Grange, Deck Delegate;
OS Gerard Lyons, Steward Delegate Felix Caban and Chief Electrician David
Alleyne, educational director. The LASH paid off at Pier 7, Brooklyn, N.Y.
January 1980 / LOG / 17
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LETTERS
TO THE EDITOR
He Did Right By Schotarship
As we all know a college education is a necessity in today's world.
Whether it be in business, medicine or engineering there is a great
demand for educated men and women. Unfortunately in this time
of financial stress, the expense of such an education is immense.
Most Americans do not have the financial capacity to send their
children to college without a great deal of sacrifice.
I am forever in the SIU's debt for giving me the opportunity to be
one of those educated people. The Union allowed me to get a well
rounded education in the process of becoming a mechanical
engineer thanks to my $10,000 Scholarship.
This engineering field encompasses an unlimited range of work.
Its scope ranges from nuclear and conventional powWplants tdlhe
design and construction of submarine support systems. As you can
see the opportunities for learning and for advancement facing me
are countless.
The scholarship program has assisted me and others to achieve
goals which otherwise would have been beyond our grasp. I
sincerely hope the SIU can continue and enlarge this program to
aid its members and their families. As a recipient of this scholarship
I consider it a great honor and will strive to reflect this honor in my
future work.
Again I wish to thank the Trustees of the "Charlie Logan
Scholarship Program" for the opportunity to gain the education
needed to achieve my personal goals. Without the assistance of the
Seafarers Union my future would not look as bright as it does right
now.
Very truly yours,
Edward V. Gilabert
Brooklyn, N.Y.
/
Loved Delta Bolivia Crew
•iu-
I have just read the completed passenger questionnaires from the
most recent voyage of the SS Delta Bolivia whereby the passengers
unanimously praised our service.
Over the years the SS Delta Bolivia has developed a reputation
for outstanding passenger service and it is a pleasure to see these
high standards being maintained.
It is also significant to note that half the passengers are sensitive
to the fact that we are a U.S. flag operator and this point is an
important factor for them. The good will generated by the actions
of the ship's crew contributes immeasurably to Delta Line and the
U.S. flag merchant fleet.
The passengers have identified three of the ship's force for
individual recognition, the Master, Capt. E. J. Howie; the Purser,
Mr. b. Coleman; and the passenger B.R., Mr. P. Siems. The efforts
of the crew were well received by the passengers and by those of us
in New York.
We commend the officers and crew for maintaining the best
traditions of the U.S. merchant marine.
Very truly yours,
Thomas V. Mac Ewen
CfoMnd Manager of t^ieratioiis
Delta Line
New York, N.Y.
Here's a pix of Memory Lane Troubadours Joe and Genevieve McAndrews.
Joe is an SIU Pensioner.
Memory Lane TroubtidfHtrs
Hi there from Texas!
So far my wife and I are really enjoying retirement. For our
hobby we are dancings We enjoy going to dances anyway and we
are with the Senior Citizens Recreation Group; We call ourselves
the Memory Lane Troubadours (about 30 of us).
We dress sort of Gay '90s. My wife dances in a chorus line that
does a dance to "Carolina in the Morning," and I'm in with the
Dancing Grandfathers. We dance to "When My Baby Smiles at
Me."
We put on our dancing programs at nursing and retirement
homes five or six times a month. Our show is about I '/^hours. Then
we ask the audience to dance. If they are in wheelchairs, we wheel
them to the music. They do enjoy it a lot. And we come away with a
great feeling that we've brought some sunshine into some
unfortunate peoples' lives.
Fraternally,
Joseph & Genevieve McAndrews
Houston, Texas
Top Notch Services
I sincerely wish to thank everyone associated with the Union and
the Seafarers Welfare Plan for the help given to my husband and I
during his illness. I will long admire the ability of the Union to
handle the medical claims of my husband, quickly and efficiently
during his illness in June 1978 and again in October 1979.
^ I am proud to say that my husband has been a member of the SIU
since 1942. My husband still wishes he could be sailing.
My husband and I would just like to let the.SIU know that it has
been a privilege and pleasure to have sailed with this great union.
We wish all our Union brothers and sisters smooth sailing with the
best union around. ,
With Sincere Thanks
Mrs. Victor Menor
VIsaUa, Calif.
Early Pension Checks Helped
I believe I speak for quite a lot of SIU pensioners in thanking the
Seafarers Pension Plan for its thoughtfulness and compassion in
getting us our pension checks early for Christmas and the holidays.
It certainly came in handy.
It makes me feel veiy good to know that my. son and two
grandsons are also members of this great union.
Fiatcmaily,
John R. Shaw, Sr.
Dehona, Fla.
/ LOG / January 1980
�•J
Mid-East Crises Focus Need for Beefed up U.S. Fleet
T
HE New Year is barely off
the ground but it already
looks like 1980 won't go down in
the history books as a time of
international harmony.
The crisis in Iran is already into
its third month and the Admini
stration doesn't expect any reso
lution in the near f^uture.
President Carter is seeking a
United Nations-backed blockade
of all exports to Iran except food
and medical supplies. If the U.N.
doesn't sanction such a trade
cutoff, the U.S. is expected to act
unilaterally.
International relations have
been further strained by the
Soviet Union's recent military
intervention in Afghanistan.
Calling Russia's action "the
greatest threat to peace since the
Second World War," the Presi
dent ordered a freeze on grain
anjd high technology equipmentsales to the U.S.S.R.
It's important to note that the
common denominator linking
the recent grim events in the
Moslem world is maritime. In
commerce as well as in times of
national emergency, a strong,
capable merchant fleet is indispensible.
The SIU has repeated over and
over again the vital importance of
building up our domestic mer
chant fleet so it is capable of
serving the needs of the nation in
peacetime as well as in time of
crisis.
to carry only one quarter of
A build-up of the U.S. flag fleet
U.S. military and domestic
would, of course, mean more jobs
requirements.
and improved job security for the
If the United States had to rely
members of this Union. But our
exclusively on our national fleet
efforts on behalf of a revitalized
for the bulk of our foreign trade
U.S. merchant marine go way
we'd be in big trouble. The U.S.
beyond our own interests. Recent
flag fleet today is able to carry a
world events make it crystal clear
scant five percent of our overall
that a strong American-owned,
imports and exports.
American-manned, AmericanThe United States has al
flag merchant marine is in the
best—and most pressing—inter lowed our national merchant
fleet to deteriorate to a level
ests of this nation.
Right now, the fortunes of the where that fleet can no longer
U.S. merchant fleet are at their answer our own trade needs. In
lowest ebb in history. Our diy time of peace such neglect is a
bulk fleet carries only two per disgrace. In time of war or
cent of U.S. dry bulk trade today, national emergency it would be a
even though 40 percent of all U.S. disaster.
The House Merchant Marine
oceanbome foreign trade is dry
& Fisheries Committee recently
bulk.
Last year, Americaiv5lag tank held hearings to determine
ers carried only 2.8 percent of our whether the U.S. fleet would be
liquid petroleum imports. And able to operate a military sealift
those are peacetime oil require when 95 percent of U.S.
ammunition, fuel, equipment
ments.
and
supplies would have to move
If the United States were
involved in a military conflict by sea. The answer, from witness
today the nation's petroleum after witness, was a resounding
needs would increase. The U.S. "no/
Military and maritime indus
flag tanker fleet, currently the
strongest segment of the U.S. try experts told the Committee
merchant marine, would be able that the nation's ability to
; •:
conduct a sealift depends heavily
on two variables: commitments
for assistance from our allies and
the participation of the merchant
vessels which are U.S.-owned but
sail under flags of convenience.
Our NATO allies have already
indicated an unwillingness to
make firm naval commitments.
And several witnesses before the
House Committee questioned the
wisdom of relying on vessels
which, though U.S.-owned, are
registered under foreign flags and
crewed by foreign seamen.
What witnesses, armed with
facts and figures, <old the Com
mittee comes down to the simple
rule of survival: the only one to
count on when It counts Is
yourself.
Right now, the U.S. can't
count on herself for seapower.
And we won't be able to count on
ourselves unless Congress and
the Administration give the
highest priority to increasing the
size, performance capability and
military relevance of the U.S. flag
merchant marine.
The stakes are too high to do j":
less.
Offfidol PubUcoHon of tho Sooforori Intornotionol Union of
North Amorico. AHonlk, Gulf, Lokot ond Inlond Walmt Dhtrid,
AFl-OO
Jonuory/ INO
=:
Hi
Vol. 42, No. 1
Executiv* Board
Paul HaU
President
Frank Drozak
Executive Vice President
Joe DiGiorgic
Cal Tanner
Secretary-Treasurer
Vice President
James Gannon
Editor
Ray Bourdius
Edra Ziesk
. Assistant Editor
Assistant Editor
Don Rotan
Marietta
letta Homa
Homayonpour
Mai^Siegel Hall
West Coast Associate Editor
Assistant Editor
Assishmt Editor
Frank Cianciotti
Dennis Lundy
Writer / Photographer
Photography
.oseitub
ive Assfsitant
Administrative
George Vana
Production!Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN mi60-2047)
January 1980 / LOG / 19
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The Long & Often Turbulent Voyage of a Bill Thru
Congress
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^ iT ORE than at any other time
iVl in our history, we seamen
are affected by forces outside our
immediate control. The most
important of these forces can be
summed up in one word:
Congress.
During the past half century.
Congress has greatly expanded
its influence over the day to day
activities of private citizens. It
has, for example, become in
volved in almost every aspect of
the maritime industry. That
involvement has important rami
fications for individual sailors.
To give just one example: many
seafaring Jobs are funded in part
by Congressional subsidies.
Without these subsidies, the
number of jobs available to
members of this Union could be
drastically reduced.
Since Congress plays such a
prominent role in the lives of
seamen, the question arises: how
does Congress operate? How
does a bill become law?
To understand how a bill
becomes law, one must be aware
of the nature of Congress.
Congress responds, it seldom
leads. People who want some
thing from Congress must speak
up, loudly.
More often than not, ideas for
legislation come from groups
outside of Congress. Most
Congressmen are generalists who
are forced to rely on the knowhow of others. Their staffs are not
large enough to keep abreast of
every development affecting this
nation.
In presenting an idea to a
Congressman for consideration,
an organization or individual
should be as specific as possible.
The one thing that Congressmen
and their staffs lack is time. They
can't be bothered with vaguely
worded proposals.
Relating this to the maritime
industry, the key issue confront
ing our Union is job security. It is
not enough, however, for repre
sentatives of the SIU to go to a
Congressman and say, "Give my
people job security!" They would
get nowhere.
Rather, to be effective, which
they are, representatives of this
Union approach Congressmen
with caref^ully worded proposals
dealing-with particular issue^ (e.g.
the revitalization of the passenger
ship industry).
Approaching a Congressman
with an idea for a bill is not easy,
for the nature of his job makes
him highly inaccessible. It is one
of the greatest ironies of our
political system that legislators
who are dubbed representatives
of the people have little or no
time for the people that they
represent.
To remain politically visible to
the voters, a Congressman must
make frequent trips to his
Congressional district, at least
until he becomes an established
figure on the scale, say of Mount
Rushmore. His weekdays are
filled with Congressional debates '
and Committee hearings. Nights
are spent studying issues or
attending political functions.
Job of a Lobbyist
The inaccessibility of Con
gressmen is one of the major
reasons why organizations retain
lobbyists to represent their
interests on Capitol Hill.
Lobbyists: some people con
sider them slightly less respect
able than child molesters. In
standing Committees, such as the
actuality, however, they serve a
Senate Finance Committee or the
valuable political function.
House Committee on Merchant
In order to be effective, a
Marine and Fisheries. The
lobbyist must spend his time
standing committees are in turn
building contacts which will help
broken up into smaller subcom
him gain the ears, if not the
mittees (i.e. House Subcommit
hearts, of those Congressmen
tee on Merchant Marine).
who will get his bill passed. There
Subcommittees are roughlyl
are all sorts of variables involved
comparable to an unlicensed l
in this process, such as the
crew onboard a ship. They do the
reputation of the organization
back-work which keeps Congress
that the lobbyist represents, But
running smoothly.
two variables stand out: a
Subcommittees are respon
lobbyist must maintain a steady
sible for rewordinjg bills so that
presence on Capitol Hill and he
their language conforms to
must be well-briefed.
political realities and legislative
By maintaining a steady
niceties. They gather informapresence on Capitol Hill, a -tion, pro and con, on matters
lobbyist can establish a working
pending before the committee as
relationship with members of
a whole. They hold hearings and
Congressional staffs. This is an
listen to witnesses testify on the
important part of a lobbyist's
merits of proposed legislation.
duties, for staff members often
Once a Subcommittee has
have a great deal of influence on
finished all of its fact-finding
how a Congressman ultimately
duties, it presents its findings to
decides to vote on an issue.
. the committee as a whole. The
Being for the most part
committee then decides whether
overworked and underpaid,
or not to recommend passage.
Congressional staff members
If a committee recommends
appreciate lobbyists who present
passage, the bill is reported outo
them with thorough and wellcommittee. If a bill is not
reasoned briefs, for that frees
reported out of committee, it has
them to dp other work.
virtually no chance of being
A dependable lobbyist backed
enacted into law.
by a hard-working and profes
Once a bill is reported out o
sional research department is
committee, it must be placed on
worth his weight in gold.
the agenda for floor action. If a
bill is not controversial, it is
The Journey Begins
placed on the consent calendar
If a lobbyist can persuade a
and hastily passed. If not, then it
Representative or Senator to
must be placed on the regular
sponsor a bill, that Representa
calendar.
tive or Senator will sign his name
Where a bill is placed on the
to it. Once that happens, the bill
regular calendar is extremely
is introduced and referred to an
important. Congress has only a
appropriate standing committee.
limited amount of time to
consider the merits of an over
The Senate and the House of
Representatives are both broken
whelming number of bills. Oncea
up into a differing number of
Congressional session ends, if a
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bill has not been passed, the bill is
dead.
Many Called, Few Chosen
Only a small number of bills
that are introduced each session
are referred to committee,
reported out of committee,
placed on the calendar, and
passed. An even smaller number
are enacted into law.
If a bill has been passed by the
Senate, it must also be passed by
the House. Remember: there are
two houses of Congress. In order
to be enacted into law, a bill must
be passed by both of them.
The House and the Senate are
different legislative bodies with
different procedures. The House
has 435 members, while the
Senate has only 100. The
Committee structures of the two
houses are not exactly the same.
Senators serve six year terms.
Representatives only two years.
These differences and others
add up to one fact: that in many
instances, the House and the
Senate will pass different ver
sions of the same bill.
When that happens, the Senate
and the House each select three
or more members to sit in on a
conference committee aimed at
coming up with a compromise
bill. The members are chosen
from committees in which the bill
was introduced.
Sometimes, the Senate and the
House conferees cannot agree on
a common bill. When that
happens, the bill dies.
If common language is found,
then the bill is reported back to
both the House and the Senate. If
both bodies pass the final version
of the bill, the bill is sent to the
President who either signs it into
law, or vetoes it.
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�TaxTime Again, UGH!
\ it's that time of the year again brothers. Tax time! Deadline day for filing is
April 15, 1980. X/nless you have a good excuse for not filing within the specified time
period, the Internal Revenue Service will slap you with penalties.
The earl^r you file your tax return, the better. Because if you are entitled to a
return (hope^lly most of us are), the earlier you file the quicker you get your return.
As is the custom this time of year, the Log prints some general information
regarding your tax returns. Following is that report.
Change, Highlights in the Tax Law for 1979
Tax Rates Have Been Decreased
and Personal Exemptions Have
Been Increased
For most taxpayers, the tax rates
have been decreased. The deduction
for personal exemptions has been
increased from $750 to $1,000, This
increase also applies to the extra
exemptions for age and blindness.
These changes have already been
figured into the Tax Tables.
Zero Bracket Amount and Incodie
Levels for Filing Have Been In
creased
The Zero Bracket Amounts have
been increased for all taxpayers. For
those who file as Single or Head of
household, the amount has been
increased from $2,200 to $2,300. For
Married taxpayers filing jointly and
Qualifying widow(er)s with a'deppendent child, it has been increased
from $3,200 to $3,400. For Married
taxpayers who file separately, it has
been increased from $1,600 to
$1,700. The levels of income for
which you must file a return are also
higher.
bility will increase or decrease
accordingly.
General Tax Credit Has Expired
The general^x credit expired on
December 3U 1978. You cannot
claim it this year.
Unemployment Compensation May
Be Taxable
If you received unemployment
compensation payments after De
cember 31, 1978, they may be
taxable.
Political Contributions
The limit for the credit allowed for
political contributions has been
doubled. For 1979, you can claim
one-half of what you gave, but not
more than $50 ($100 if you are
married filing a joint return).
However, you may no longer claim
an itemized deduction for these
contributions.
No Deductions for State and Local
Gasoline Taxes
You may no longer claim State or
local gasoline taxes as an itemized
deduction.
Earned Income Credit Has Been
Increased
Both the maximum amount you
can earn and the maximum credit
you can get have been increased. The
income ceiling for eligibility has
been increased from $8,000 to
$10,000. The credit can now go as
high as $500.
New Advance Earned Income
Credit Payments
If you received advance payments
of the earned income credit from
your employer, you must file a tax
return even if your income was
below the minimum level for your
filing status. If your allowable credit
is different from the advance pay
ments you received, your tax lia-
No Alternative Tax Computation
The alternative tax computation
for capital gains expired on Decem
ber 31, 1978. You can no longer use
this method to figure your tax.
Minimum Tax Has Been Revised
The minimum tax was revised by
the Revenue Act of J 978. There is
also a new alternative minimum tax
for which you may be liable.
Standard Mileage Rates Increased
The standard mileage rate for
business use of a car or truck has
been increased to 18'/i cents per mile
for the first 15,000 miles. For each
mile over 15,000, the rate will
continue to be 10 cents. The stan
dard mileage rate for charitable,
medical, or moving purposes has
been increased to 8 cents per mile.
Child and Dependent Care Credit
The credit for child care payments
is available for payments made to a
relative regardless of whether the
qualifying relative's services consti
tute employment for social security
purposes.
Some General Information in Filing Tax Returns
Who Must Ffle
Your income and your filing status
generally determine whether or not you
must file a tax return.
You must file a return
for 1979, even if you
owe no ta»:
' And your
income was
at least:
If you were single (this also means
legally separated, divorced, or married
with a dependent child and living apart
from your spouse for all of 1979) and:
Under 65
$3,300
65 or over
4,300
If you were married filing a joint return
and living with your spouse at the end of
1979 (or on the date your spouse died),
and:
Both were under 65
One was 65 or over
Both were 65 or over
5,400
6,400
7,400
taxable dividends, interest, or other
unearned income of $1,000 or more
1,000
If you were married filing a separate
return or married but not living with
your spouse at the end of 1979 1,000
If you could be claimed as a depen
dent on your parents' return, and had
If you were a qualifying widow(er)
with a dependent child and:
Under 65..
... 4,400
65 or over
5,400
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, 1978, paying off in
January, 1979, would have all the
five months' earnings appear on his
1979 W-2 even though his actual
1979 earnings might be less than
those in 1978.
There are ways to minimize the
impacts of this situation. For
example, while on the ship in 1978,
the Seafarer undoubtedly took
draws and may have sent allotments
home. These can be reported as.l978
income.
Unfortunately, this raises another
complication. The seaman who
reports these earnings in 1978 will
not have a W-2 (witholding state
ment) 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
1978, he will have to pay the full tax
on them with his return, at 14
percent or upwards, depending on
his tax bracket.
The earnings will show up on his
1979 W-2. The seaman then, on his
1979 return would have to explain
that he had reported some of his
earnings in 1978 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 earn
ings for a full year until he gets the
refund.
This procedure would also un
doubtedly cause Internal Revenue
to examine his return^, since the
income reported would pot 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 consid
erable income the next. Otherwise
the tax saving is minor and probably
not wortb the headache.
If you could exclude income from
sources within U.S. possessions 1,000
If you were self-employed and your
net earnings from this work were at least
$400
If you received any advance earned
income credit payments from your
employer(s) during 1979
Even if your income was less than the
amounts shown above, you must file a
return if you owe any taxes, such as:
• FICA (Social Security) on tips you
did not report to your employer.
• Minimum Tax.
• Tax on an IRA (Individual Retire- ,
ment Arrangement).
• Tax from recomputing a prior year
investment credit.
These rules apply to all U.S. citizens
and resident aliens, including those
under 21 years of age. They also apply
to those nonresident aliens and resident
Continued on Page 23
22 / LOG / January 1980
•if:
�Continued from Page 22
alien^jwho are married to citizens or
residents of the United States at the end
of 1979 and who file a joint return.
Who Should File
Even if you do not have to file, you
should file to get a refund if income tax
was withheld from your pay. Also file if
you can take the earned income credit. If
you file for either of these reasons only,
you may be able to use Form 1040A.
Form 2555, Deduction from, or
Exclusion of, Income Earned Abroad.
Form 4563, Exclusion of Income
from Sources in United States Posses
sions.
• You owe any of the taxes on Form
1040, line 36 or lines 48 through 52.
• You claim any of the credits on Form
1040, lines 39 through 45.
• You claim any of the payments on
Form 1040, lines 58, 60, or 61.
• You are required to fill in Part III of
Schedule B for Foreign Accounts and
Foreign Trusts.
separated on December 31, consider
yourself single for the whole year. 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. Ifjyou meet the tests for Married
Persons Who Live Apart (and Aban
doned Spouses), you may consider
yourself single for the whole year.
If your spouse died during 1979,
consider yourself married to that spouse
for the whole year, unless you remarried
before the end of 1979.
*.(
you for Head of household, no entry
When to File
is
needed.
You should file as soon as you can
Where to File
2. Your married child, grandchild,
Married Persons
after January 1, but not later than April.
Please
use
the
addressed
envelope
foster
child, or stepchild. (You must
Joint
or
Separate
Returns?
15,1980. If you file late, you may have to
that
came
with
your
return,
or
use
the
be
entitled
to claim this person as
Joint Return. In most cases, married
pay penalties and interest.
address
for
your
State.
If
you
do
not
your dependent without Multiple
couples will pay less tax if they file a
If you know that you cannot meet the
have
an
addressed
envelope,
or
if
you
Support
Agreement.)
joint
return.
You
must
report
all
April 15 deadline, you should ask for an
moved
during
the
year,
mail
your
return
3.
Any
other
person listed below
income,
exemptions,
deductions,
and
extension on Form 4868, Application
to
the
Internal
Revenue
Center
for
the
tyhom you can claim as a dependent.
credits for you and your spouse. Both of
for Automatic Extension of Time to File
place where you live.
However, this person does not
you must sign the return, evpn if only
U.S. Individual Income Tax Return.
one
of
you
had
income.
qualify
you if he or she is your 4
Rounding Off to Whole Dollars
Which Form to File
dependent
under the rules for De
You and your spouse can file a joint
You may round off cents, to the
You MAY Be Able to Use Form
pendent Supported by Two or More
nearest whole dollar on your return and return even if you did not live together
1040A if:
Taxpayers.
for
the
whole
year.
Both
of
you
are
• You had only wages, salaries, tips, schedules. But, if you do round off, do responsible for any tax due on a joint
Brother
Grandparent
so for all amounts. You can drop
unemployment compensation, and not
Sister
Sister-in-law
•
amounts under 50 cents. Increase return, so if one of you does not pay, the
more than $400 in interest or $400 in
other may have to.
Stepbrother
Son-in-law
dividends. (You may file Form 1040A amounts from 50 to 99 cents to the next
Stepsister
Daughter-in-law,
Ifyour
spouse
died
in
1979,
or
in
1980
even if your interest or dividend income dollar. For example: $1.39 becomes $1 before filing a return for 1979, write in
Stepmother
or
if related by
and $2.69 becomes $3.
was more than $400 if you are filing only
Stepfather
;
blood:
Uncle^ - -^
the signature area "Filing as surviving
to get a refund of the earned income Amended Return
Mother-in-law
Aunt
spouse." Show the date of death in the
credit),
Use Form 1040X to change an income name and address space.
Father-in-law
Nephew
AND
tax return you have already filed (Form
Brother-in-law
Niece
Separate Returns. You can file
1040 or Form 1040A).
• Your total income is $20,000 or less
separate returns if both you and your
($40,000 or less if you are married and
spouse
had income, or if only one of you Were You a Qualifying Widow or
E^esidential Election Campaign Fund
filing a joint return). "
had
income.
If you both file, you and Widower With a Dependent Child?
You may have $1 go to this fund by
Since Form 1040A is easier to
If so, you may be able to use joint
your
spouse
must figure your tax the
checking the Yes box^ On a joint return,
complete than Form 1040, you should
return
rates for 1979 and use Tax Table
both of you may choose to have $1 go to same way. This means if one itemizes
use it if you can unless Form 1040A lets
this fund, or, both may choose not to. deductions, the other must itemize. You B or Tax Rate Schedule Y.
you pay less tax. However, even if you
If your spouse died during 1978 or
each report only your own income,
meet the above tests, yoii may still have One may choose to have $1 go to this exemptions, deductions, and credits, 1977 and you did not remarry before the
fund and the other may choose not to.
to file Form 1040.
If you check Yes, it will not change the and you are responsible only for the tax end of 1979, file a return for 1979
showing only your own income, exemp
due on your own return.
You MUST Use Form 1040 if:
tax or refund shown on yoiir return.
tions, deductions, and credits. However,
If
you
file
a
separate
return,
write
• You itemize deductions.
Do not claim this amount as a credif
you
can figure your tax at joint return
• You claim more exemptions than are for contributions to candidates for your spouse's full name in the spaqe
rates
if you meet all 3 of the following
after Box 3 and your spouse's social
shown in the tax table for your' filing public office on Form 1040, line 38.
security number in the block provided tests:
status.
, Other Information
a. You could have filed a joint return
for
that number.
• Your spouse files a separate return
Death of Taxpayer
If your spouse does not file, check the with your spouse for the year your
and itemizes deductions. Exception:
Did the taxpayer die before filing a boxes on line 6b that apply if you can
spouse died. (It does not matter whether
You can still use Form 1040A if you return for 1979?—If so, the taxpayer's .
you actually filed a joint return.)
have a dependent child and can meet the spouse or personal representative must claim the exemptions for your spouse.
b. Your dependent child, stepchild, or
tests on page 6 under Married Persons file a return for the person wh(fdied. A Were You a Head of Household?
foster Child lived with you (except for
Who Live Apart (and Abandoned personal representative can be an
There are special tax rates for a temporary absences for vacation or
Spouses).
person
who can meet the tests for Head school).
executor, administrator, or anyone who
• You can be claimed asa dependent on is in charge of the taxpayer's property. of household. These rates are lower than c.'You paid over half the cost of keeping
your parents' return AND had interest,
up the home for this child for the whole
If the taxpayer did not have to file a the rates for Single or Married filing a
dividends, or other unearned income of return but had tax withheld, a return separate return.
year.
You may use this filing status ONLY
$1,000 or more, AND had earned must be filed to get a refund.
• Check Box 5, Qualifying widow(er)
income of less than $2,300 if single (less
If your spouse died in 1979 and you IF on December 31, 1979, you were with dependent child, and sKow the year
than $1,700 if married filing a separate did not remarry in J979, you can file a unmarried (including certain married
your spouse died in the space provided.
return).
persons
who
live
apart
(and
abandoned
Do not claim an exemption for your
joint return, you can also file a joint
• You are a qualifying widow(er) with a return if your spouse died in 1980 before spouses)) or legally separated and meet
spouse. (You can claim the exemption
dependent child.
test a. or b. below:
only for the. year your spouse died.)
filing a return.
a. You paid more than half the cost of
• You were a nonresident alien during
If your spouse died in 1979 and you
A joint return should show your
any part of 1979 and do not file a joint spouse's 1979 income before death and keeping up a home which was the did not remarry, consider yourself
return (or Form 1040NR).
married for the whole year. If your
your income for all of 1979. Please write principal residence of your father or
mother whom you can claim as a spouse died before 1977 and you did not
• You were married to a nonresident "Filing as surviving spouse" in the area
alien at the end of 1979 who had U.S. where you sign the return. If someone dependent. (You did not have to live
remarry, you may check Box 4 if you
source income and you do fiot file a joint else is the personal representative, he or with that parent.) OR
met the tests under Were You a Head of
b. You paid more than half the cost of
return. Exception: You can still use she must also sign. Show the date of
Household?
Form 1040A if you meet the tests on death in the name and address space of keeping up the home in which you lived
Otherwise you must file as Single.
and. in which one of the following also
page 6 under Married Persons Who Form 1040.
Exemptions
lived all year (except for temporary
Live Apart (and Abandoned Spouses).
If you want more details, please get
For
Yourself
absences
for
vacation
or
school):
• You take any of the Adjustments to PubUcation 559, Tax Information for
You
can always take one exemption
Income shown on Form 1040, lines 23 Survivors, Executors, and Administra
I.
Your
unmarried
child,
grandchild,
for
yourself.
Take two exemptions if
through 29.
tors.
foster child, or stepchild. (This
you were blind, or65 or over. Take three
• You file any of these forms:
person
did
not
have
to
be
your
exemptions
if you were blind and 65 or
U.S. Citizens Living Abroad
dependent.)
Form 1040—ES, Declaration of
over.
Be
sure
to check all the boxes on
Generally, ^foreign source income
Estimated Tax for Individuals, for 1979 must be reported on your return. Please
Note: If you are filing as ~Head of
line 6a for the exemptions you can take
(or if you want to apply any part of your get Publication 54, Tax Guide for U.S.
household because of an unmarried
for yourself.
1979 overpayment to estimated tax for Citizens Abroad, for more information.
child, grandchild, foster child, or
You can take the extra exemptions
1980).
stepchild, who is noi your dependent,
for age 65 or over and blindness only for
enter that person's name in the space
Schedule G, Income Averaging.
Filing Status
yourself and your spouse. You cannot
provided on line 4. Enter only one
- • "S •
Form 2210, Underpayment of Esti Were You Single or Mattiid?
If you were single, divorced, or legally
name. If any other person qualifies
mated Tax by Individuals.
Continued on Page 24
•
HI
:
0
^.1
•
•1
• H. i
• v;:,!
.^1
M•
January 1980 / LOG / 23
•IL'
�Do not include in support items such
as income arid social security taxes,
premiums for life insurance, or funeral
expenses.
Capital items—You must include
capital items such as a car or furniture in
figuring support, but only if they are
actually given tor, or bought by, the
dependent for his or her use or benefit.
Do not include the cost of a capital item
such as furniture for the household or
for use by persons other than the
dependent.
In figuring total support, you must
include money the dependent used for
his or her own support, even if this
money was not taxable (for example,
social security benefits, gifts, savings,
welfare benefits, etc.). If your child was
a student, do not include amounts he or
she received as scholarships.
Continued from Page 23
take them for dependents.
Age and blindness are determined as
of December 31. However, if your 65th
birthday was on January 1, 1980, you
can take the extra exemption for age for
1979.
•d •• .•
For Your Spouse
You can take exemptions for your
spouse if you file a joint return. If you
file a separate return you can take your
spouse's exemptions only if your spouse
is not filing a return, had no income, and
was not the dependent of someone else.
Your spouse's exemptions are like
your own. Take one exemption if your
spouse was neither blind nor 65 or over.
Take two exemptions if he or she was
blind or 65 or over. Take three
exemptions if blind and 65 or over. Be
sure to check all the boxes on line 6b for
the exemptions you can take for your
spouse.
If at the end of 1979, you were
"divorced or legally separated, you
cannot take an exemption for your
former spouse. If you were separated by
a divorce that is not final (interlocutory
decree), you may take an exemption for
your spouse if you file a joint return.
If your spouse died during 1979 and
"you did not remarry before the end of
1979, check the boxes for the exemp
tions you could have, taken for your
spouse on the date of death.
f ••
is
• 'i:
;<• "
•:{ ••
i."
c. Married Dependent
The dependent did not file a joint
return with his or her spouse.
d. Citizenship or Residence
The dependent was a citizen or
resident of the United States or Canada
or Mexico, or an alien child adopted by
and living with a U.S. citizen in a foreign
country.
e. Relationship
The dependent met test l.or 2; below.
1. Was related to you (or your spouse
if you are filing a joint return) in one
of the following ways:
Child
Stepbrother
Stepchild Stepsister
Mother
Stepmother
Father
Stepfather
Grandparent Mother-in-law
Brother
Father-in-law
Sister
Brother-in-law
Grandchild Sister-in-law
Children and Other Dependents
Please enter on line 6c the first names
of your dependent children who lived
with you. Fill in the total number in
the box to the right of the arrow.
Please enter on line 6d the full names
and other information for your other
dependents. Fill in the total number in
the box to the right of the arrow.
Each person you claim as a dependent
has to meet ALL 5 of these tests;
a. income;
h. support;
c. married dependent;
d. citizenship or residence; and
e. relationship.
These tests are explained below.
/
-T-
b. Support
The dependent received over half of
his or her support from you, or is treated
as receiving over.half of his or her
support from you, under the rules for
Children of Divorced or Separated
Parents, or Dependents Supported by
Two or More Taxpayers.- If you file a
joint return, the support can be from you or your spouse.
Support includes items such as food,
a place to live, clothes, medical and
dental care, 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.
<(
Son-in-law
Daughter-in-law
or, if related by
blood:
Uncle
Aunt
Nephew
Niece
2. Was any other person who lived in
your home as a member of your
household for the whole year.
The term child includes:
• Your son, daughter, stepson, or
stepdaughter.
• A child who lived in your home as a
member of your family if placed with
you by an authorized placement agency
for legal adoption.
• A foster child who lived in your
home as a member of your family for the
whole year.
Student Dependent. Even if your
child had income of $1,000 or more, you
can claim the child as a dependent if he
or she can meet tests b., c., and d.above:
AND
• was enrolled as a full-time student
at a school during any 5 months of 1979,
or
• took a full-time, on-farm training
course, during any 5 months of 1979.
(The course had to be given by a school
or a State, county, or local government
agency.)
Children of Divorced or Separated
Parents. If a child's parents together
paid more than half of the child's
support, the parent who has custody for
most of the year can generally take the
exemption for that child. However, the
parent who does NOT have custody (or
who has the child for the shorter time),
may take the exemption if a or b below,
applies.
That parent gave at least $600
toward the child's support in 1979, and
the decree of divorce or separate
maintenance (or a written agreement
between the parents) states he or she can
take the exemption, OR
b. That parent gave $1,200 or more for
each child's support in 1979, and the
parent who had custody cannot prove
a. Income
The dependent received less than
$1,000 gross income. (This test does not
have to be met for your child who was
under 19 or a full-time student at least 5
months of the year.)
that he or she gave more than the other
parent.
NOTE: To figure the amount of
support, a parent who has remarried
and has custody may count the support
provided by the new spouse.
Dependent Supported by Two or
More Taxpayers. Sometimes two or
more taxpayers together pay more than
half of another person's support, but no
one alone pays over half of the support.
One of the taxpayers' may claim the
person as a deperident only if the tests
for income, married dependent, citizen
ship or residence, and relationship
discussed earlier (tests a, c, d, and e) are
met.
In addition, the taxpayer who claims
the dependent must:
a. have paid more than 10% of th;
dependent's support; and
b. attach to his or her tax return a
signed Form 2120, .Multiple Support
Declaration, from every other person
who paid more than 10% of the support.
This form states that the person who
signs it will not claim an exemption in
1979 for the person he or she helped to
support.
Birth or Death of Dependent. You
can take an exemption for a dependent
who was born or who died during 1979 if
he or she met the tests for a dependent
while alive. This means that a baby who
lived only a few minutes can be claimed
as a dependent.
Income
Examples of Income You Do Not
Report
Federal social security benefits.
Welfare benefits.
Disability retirement payments and
other benefits paid by the Veterans
Administration.
Workmen's compensation benefits,
insurance damages, etc. for injury or
sickness.
Child support.
Gifts, or money or otli^er property you
inherited or that was willed to you.
Dividends on veterans' life insurance.
Life insurance proceeds received be
cause of a person's death.
Interest on certain State and municipal
bonds.
Amounts you received from an insur
ance company because you lost the
. use of your home due to fire or other
I casualty to the extent the amounts
were more than the cost of your
normal expenses while living in your
home. (You must report reimburse
ments for normal living expenses as
income.)
Amounts an employer contributed on
your behalf and benefits provided as
an employee or the spouse or depen
dent of an employee, under a quali
fied group legal services plan.
Interest (Schedule B) on:
tax refunds;
bank deposits, bonds, notes;
U.S. Savings Bonds;
certain arbitrage bonds issued by
State and local governments; and
fcoimts with savings and loan assotiatibns, mutual savings banks,
redit unions, etc.
n^mploymen^ compensation.
Amounts] receiwd from accidejiTand
ieallh-plans in place^^aggs, if your
mployer paid for the policy.
Fair market value of goods or services
yop received in return ifor your
services.
/
Business expense reimbursements you
deceived that are more than you spent
^or these expenses.
Aljmony, separate maintenance or
^upport payments received from and
deductible by your spouse or former
kpouse.
Refunds of State and local taxes if you
deducted the taxes in an earlier year
and got a tax benefit.
Life insurance proceeds from a policy
you cashed in if the proceeds are more
than the premiums you paid.
Profits from businesses and professions
(Scfiedule C).
Your share of profits from partnerships
and small business corporations
(Schedule E).
Profits from farming (Schedule F).
Pension^, annuities, endowments
(Schejdule E), including lump-sum
distributions (Form 4972 or Form
5544).;
Gains frdm the sale or exchange of real
estate, securities, or other property
(Schedille D or Form 4797).
Gains froin the sale of your personal
residency (Schedule D and Form
2119). i
Rents and royalties (Schedule E).
Your share of estate or trust income,
(Schedule E) including accumulation
distributions from trusts (Form
4970).
Supplemental annuities under the Rail
road Retireirient Act (but not regular X
Railroad Retirement Act benefits).
Prizes and awards (contests, raffles,
lottery and gambling winnings).
Earned income from sources outside the
United Statesl(Fprm 2555).
Directors fees, i
Fees received for jury duty and precinct
election board duty.
Fees received as an executor or adminis
trator of an estate.
Embezzled or other illega,l income.
,
Examples of Income You Must Report
The following kinds of income should
be reported on Form 1040, or related
forms and schedules. You may^need
some of the forms and schedules listed
below.
fiM
Wages, including salaries, bonuses,
commissions, fees, and tips.
Dividends (Schedule B).
24 / LOG / January 1980
ii:v v
-
_
----I ,
„
-
.
'
•
.
r.'Tri
—'i-rr--.-,
r. • •, 'TTj'Kr-»>'•'•,••"j f-T
-
F'W r-'
sme-oBiia
-
•.
�office. The post was created by Chicago's Mayor Jane Byrne in July to
boost the port's sagging business. During his tenure as port director
McLaughlin kicked off several programs to promote the port and
negotiated leasing and licensing agreements with the Iroquois Landing
terminal operators. The port's general manager, Frank Martin, Jr., will
assume the executive director's duties until a permanent successor is
found.
The
takes
Picture
»
•
•
American Steamship has sold the ore carrier Consumers Power to
another SIU-contracted company, Erie Sand Steamship Co. Erie will run
the Consumers Power in place of the 1907-built J. F. Schoelkopf which is
destined for the scrapper.
*
By mid-month just about all of the SllJ-contracted Great Lakes fleet
will have arrived at their winter berths in Green Bay, Toledo, Duluth,
Chicago, Cleveland and Buffalo.
Some Great Lakes vessels were still running as late as the first week in
January, including the SlU-contracted H. Lee
(American
Steamship) and the S. T. Crapo (Huron Cement). But with the Jan. 8
closing of the Soo Locks, Great Lakes shipping is expected to settle into a
very quiet winter.
CHICAGO
The recently-appointed executive director of the Chicago Regional
Port District, Martin McLaughlin, resigned after only three months in
' \
A Greek freighter that ran aground in the St. Lawrence Seaway on
Dec. 16 will have to winter in the Seaway. Seaway officials said the vessel
exceeded the waterway's 26-foot draft and she would run aground again if
she tried to exit. The freighter, which grounded because of a mechanical
failure, is expected to berth at Port Weller for the winter.
A total of eight vessels failed to reach the designated call-in points in
the Seaway by the deadline of midnight, Dec. 18. That deadline was
extended from the original closing date of Dec. 15.
Seven Canadian lakers and one Liberian-flag oceangoing vessel had to
pay an $80,000 operational surcharge for missing the'cutoff date.
Vessels on their way out of the Seaway came to a dead halt at the end of
November for a little over 24-hours after a Canadian and a Yugoslav
freighter collided in the American Narrow's section.
. --"' ^ » * * •
*
i
ST. LAWRENCE SEAWAY
American Steamship Co.'s ore carrier Nicolet sustained $4 million
worth of damage over the Christmas weekend when a fire tore through
the vessel dockside in Toledo. The company plans to repair the ore carrier
but the restoration will take some time.
*
»
The Women's Calumet traffic Assn. is exactly what its title says.
Membership is open to any woman employed in the traffic field and their
numbers have been growing. Chicago's Daily Calumet recently devoted a
full-page to a feature story plus photos on the Women's Calumet Traffic
Assn. Most of the members work in the trucking industry. A few
represent rail transport. But one long-time Assn. member is Gerry
Borozan, a friendly and helpful part of the Chicago Union hall for the last
18 years.
ALGOHTAC
A violent storm on Dec. 24 claimed the veteran of the SlU-contracted
Huron Cement Co. fleet, the 80-year-old KM. Ford
The Fort/was torn from her moorings and battered against the dock at
Milv^ukee^xWisc. A hole was torn in her bow and the 428-foot vessel sank
^yUv^^her carglOv^TOO tons of dry cement.
The five SIU crewmen aboard the Ford ait the time of the storm were
rescued unharmed bulxthe vessel was not salvageable.
»
•
»
»
•
Total cargo figures for the Seaway through Nov. 30, 1979 were down
4.4 percent for the same period of 1978. The ke^ reason for the decline was
the 3.5 million ton drop in grain carriage due to the 82-day grain handlers
strike in Duluth.
*
*
*
'At
• W''
The St. Lawrence Seaway Development Corp., the U.S. agency which
administers the waterway, dewatered the U.S. Eisenhower and Snell
Locks in mid-December. The Locks were being readied for the most
extensive maintenance project in the Seaway's 20-year histoiy. The
project will cost about $1.8 million.
The tools of your trade
Leam to moke them work
for you
• Special curriculum offered only at the Harry
Lundeberg School
ft
• Room, Board and Books Free
• Tuition free
^
Asa £. Moore
Please contact Gayle, P.O. Box 213,
Monticello, Ga. 31064. Tel. (404)
468-8992.
Harris Mills
Please contact, Loretta Reed, 54
Wayne Avenue, East Orange, N.J. Tel.
(201) 674-8721.
1
... Apply now
lor the Transportation
Institute Towiioat
Operator Sdiolarsliip
• Weekly stipend of $125
Personals
^^
• Time spent in on-the-job training is Coast Guard ap
proved as the equivalent of required wh^elhouse timq
• Day-for-day work time credit for HLS Entry Graduates
To apply, see your SIU Representative.
Jonathan R. Fink
From J. Sean Nicholson, got your
call, be home for the summer.
Stephen Loston
Please contact Andrew Elash, Suite
1621, Two Penn Center Plaza, 15th and
John F. Kennedy Boulevard, Philadel
phia, Penna. 19102 or Tel. (215)
568-4500.
Charles V. Tucker
Please write to Duke Duet at 12019
Hazy Hill Dr., Houston, Texas, 77044.
^Tel- 458-0632.
>
, ' j
Seafarer Chilinski
Please contact your wife at Diana
Court, Mill Street, Capetown, Tel.
451707. .
January 1980 / LOG / 25
:Uf: 1^-
I..
�•. «
" '•
Legal Aid
I
/n the event that any SlU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
NEW YORK, N.Y.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200
BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
HOUSTON, TEX.
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele; #(713) 659-4455
TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvdi
Tampa, Florida 33609
Tele. #(813) 879-9482
SAN FRANCISCO, CALIF.
John Paul Jennings, Henning
and Wash
100 Bush Street, Suite 1403
San Francisco, California 94104
Tele. #(415) 981-4400
3rd of 11 New G&H Towing Tugs Goes Into Service
Another new boat has been
added to the SlU-contracted
fleet. She's the 3,000 horsepower
tug, Denia.
Owned by G&H Towing of
Galveston, Tex., the Denia is the
third of eleven new tugs being
built by the company. The first
and second, the SlU-contracted
Titan and the Laura Haden, are
already working in the Galves
ton-Texas City area.
The Denia will join them in
doing shipdocking and other
harbor work.
Like her sister boats, the Denia
is 88 feet long, has a beam of 32
feet, and a draft of 16 feet.
The Titan, Laura Haden and
the Denia were all built, at the
Diamond Shipyard in Savannah,
Ga. as will the fourth boat, the
Barbara H. Neuhaus.
Here's the Denia, 3rd of 11 new tugs to be crewed by SlU Boatmen for G&H
Towing.
Dispatchers Report for Inland Waters
1
DEC. 1-31,1979
'
•TOTAL REGISTERED
All Groups
ClassA Class B ClassC
TOTAL SHIPPED
All Groups
ClassA Class B Class C
DECK DEPARTMENT
Port
Philip Weltin, Esq.
Weltin & Van Dam
No. 1 Ecker Bid.
San Francisco, Calif. 94105
Tele.#(415) 777-4500
ST. LOUIS, MO.
Gruenberg & Sounders •
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250
MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
y
DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
)
A
BOSTON, MASS.
Joseph M. Orlando
95 Commercial Wharf
Boston, Massachusetts 02110
Tele. #(617) 523-1000
SEATTLE, WASH.
Vance, Davies, Roberts,
Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.
V
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263-6330
./
.1
26 / LOG / January 1980
Boston
New York
Philadelphia ...
Baltimore
Norfolk
Tampa
Moble
New Orleans ...
Jacksonville ...
San Francisco..
Wilmington ....
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
...
PineyPoint ....
Paducah
Totals
0
0
0
1
0
5
1
1
2
0
2
0
.T...
0
...
3
6
0
5
6
40
0
2
0
5
0
1
0
2
0
0
3
0
0
9
4
0
4
0
3
33
0
0
0
1
0
1
0
1
2
0
3
0
0
5
8
0
8
0
54
83
0
0
0
0
0
1
1
0
1
0
0
0
0
1
5
0
6
5
6
26
0
0
0
...........
;.
0
1
0
0
0
0
0
0
0
0
0
0
0
1
2
0
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
1
0
0
0
0
0
0
0
Q
0
0
0
0
1
0
0
0
1
0
0
0
0
1
0
1
0
0
0
0
0
0
0
1
4
Port
Boston
New York
Philadelphia ...
Baltimore
Norfolk
Tampa
Mobile
New Orleans ...
Jacksonville ...
San Francisco..
Wilmington ....
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
Totals AllDepartments
0
0
0
0
0
0
0
0
0
0
0
0
0
5
2
0
1
2
3
13
0
0
0
0
0
0
0
1
0
0
0
0
0
4
7
0
2
0
0
14
0
0
0
8
0
7
5
11
2
0
5
0
0
4
13
0
.18
0
25
98
0
2
0
14
0
4
1
10
1
0
10
0
0
11
5
0
7
1
17
83
35
0
136
243
0
0
0
0
0
1
0
1
0
0
0
0
0
4
0
0
0
0
1
7
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
1
0
0
0
0
0
0
0
2
4
0
0
0
0
0
1
0
1
1
0
1
0
0
0
0
0
1
0
1
6
0
0
0
1
0
0
0
2
0
0
0
0
0
0
0
0
1
0
1
5
0
0
0
0
0
1
0
1
0
0
1
0
0
0
0
0
1
0
13
17
111
89
0
0
0
3
0
3
0
14
3
0
18
0
2
9
20
0
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia ...
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco..
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
••REGISTERED ON BEACH
All Groups
ClassA Class B Class C
0
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
1
0
0
0
0
0
0
0
0
0
0
1
•
-
STEWARD DEPARTMENT
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
2
0
0
0
1
0
1
0
1
0
0
0
0
0
0
0
0
1
2
1
7
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
3
5
44
41
92
;
!,
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
0
2
28
16
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
2 .
17
•'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.
"
264
�'T"->
>•;
-:•' ,
; •'i./^|
.-•, .yl^y
" Paducah -
Baltimore
The SlU-contracted Baker-Whiteley Towing Co. has been acquired by
another SIU company, McAllister Brothers. None of Baker-Whiteley's
55 employees will be affected by the acquisition. It is hoped that the added
resources of McAllister Brothers will be of great help to the Boatmen.
*
»
•
Featured on the front cover photo and lead article in last month's Coast
Guard "Marine Safety Council Magazine" are the tug Drum Poinr
(Curtis Bay) and her master, Capt. Henry W. Gamp, author of
"Icebreaking on the Upper Chesapeake Bay."
Capt. Gamp recounted on how ice fields jam both &hips and barge tows
and how they are freed by his icebreaker tug.
Norfolk
Contract negotiations with the Allied Towing Co. here were in the
middle of this month "going as well as can be expected," according to port
officials.
Negotiations with the C.G; Willis Towing Co. started on Jan. 17.
Jacksonville
The triple de,ck RO/ RO Barge Arab Hawk (Crowley Maritime) was
pulled off the Mideast run to begin tramp service to the Carib. Late last
year she carried from here to the Dominican Republic, 166 pieces of
carnival gear for the Toronto, Canada Conklin Carnival.
Crowley's new 4th 580-foot triple deck RO/RO Barge El Rey (Trailer
Marine Transport) launched last month will carry 376 40-foot trailers
from here to San Juan, P.R. The steel barge displaces 16,700 tons.
Coordinated Caribbean Transport got the new 150-foot cat tug JJ.
Oberdorf recently. Her 6i/4 foot hydraulic coupling was attached to a
huge barge built by the Seatrain Shipyard, Brooklyn, N.Y.
Boatmen on the laid up dredge Hydro Atlantic (Hydro Mar) are
expected to be called back to work early next month.
^
Tampa
Cook Duncan "Pat" V. Patterson, usually on the Tampa-New Orleans
run, was spotted in the galley of the tug Alice Moran out of Houston in
Texas City, Tex.
Pat had just returned from spending Christmas and New Year's with
his mother in St. Petersburg down from Boston, Mass.
-
- ^
Old Man Winter's icy fingers slacked off shipping here laying up the
river boats, one the Pat Sholtin (Orgulf). But it has got more Boatmen
comin' in to get a looksee at the renovated Hall.
Port Agent Pat Pillsworth says he and his cohorts serviced the new
towboat NationaiEnergy (National Marine) noting that the crew of 11
were happy.
>•< . •/
Mobile
The tug GA TCO (Gulf Atlantic) is now on the run to Puerto Rico from
here.
Tenn-Tom Waterway
On Dec. 5, a U.S. Court of Appeals was asked to halt construction of
the $1.8 billion Tennessee-Tombigbee Waterway. Meanwhile, the
project s backers said the three-judge panel should uphojd a lower court
ruling supporting the waterway.
Asking for the construction halt were the Louisville & Nashville
Railroad and environmental groups who said the U.S. Corps of
Engineers moved without Congressional approval in widening the
waterway to 300 feet.
Locks & Dam 26
Eighteen Midwest railroads and environmentalists have asked the U.S.
Court of Appeals, Washington, D C., for an injunction blocking the
building start of the new Locks & Dam 26 at Alton, 111.
They are asking the court to reverse last October's U.S. District Court
ruling that the Army Corps of Engineers filed adequate environmental
statements and complied with certain economic regulations and could go
ahead with construction of the facility.
Shreveport, La.
The Army Corps of Engineers has awarded a $146.8 million contract of
the first lock at Marksville, La. on the$1.2 billion Red River Waterway, a
236-mile 9-foot deep barge canal linking Shreveport, La. and the
Mississippi River, 20 miles below Baton .Rouge.
Completion is expected in 1988.
N.Y. State Erie Barge Canal
New York, New Jersey, a big New York State bank, a New York
industrial consultant and a British engineer are studying a plan which
would increase President De Witt Clinton's ditch (1825) the (350-mile)
Erie, Barge Canal's depth to 27 feet enabling the waterway to carry coal
down to electric power-generating stations on a man-made island 12
miles south of New York City.
The Wyoming coal would be moved cheaply by rail, barge and ship
over the Great Lakes to Buffalo and Oswego, N.Y.
Backers say the project would save New York City within five years $10
million daily in electric bills, cut U.S. reliance on Mideast oil and end
dumping of garbage off the coast.
Unemployment Up O.f % to 5.9
WASHINGTON, D.C.—Unem
ployment figures remained rela
tively stable during the last month of
1979.
Figures released by the U.S.
Bureau of Labor Statistics (BLS)
early this month show an unemploy
ment rise for December of 0.1
percent. The figure for November
1979 was 5.8 percent and for
December it was 5.9 percent.
The statistics baffled many econo
mists who expected to see a sharper
unemployment rise in December.
The Bureau also reported that the
number of jobholders rose last
month by 304,000. This brings to
97,912,000 the number of American
I jobholders.
For 1979 as a whole, employment
I expanded by two million workers.
Compared with the previous three
I years, this represented a slowdown
in the growth of new jobs. However,
according to the U.S. Department of
Labor, it was "still high by historical
standards."
Those people last month who
actively sought work but were
without jobs numbered 6,087,000,
the BLS reported.
During December the unemploy
ment rate for adult men dipped from
4.3 percent to 4.2 percent. The rate
for women went up from 5.6 to 5.7
percent.
Unemployment for blacks and
other minorities went up to 11.3
percent from 10.9 percent. But the
rate for all white workers was
unchanged at 5.1 percent.
At 13.9 percent, the rate for teen
agers stayed the same. But the rate
for black teenagers went to 34.3
percent from 32.8 percent.
A $2 billion increase in jobs
programs for disadvantaged teenage
workers was announced early this
month by President Carter.
- j;"
John Penn Committee
Famous for his German potato salad, Cook Kvetoslav Svobod (left) steward
delegate of the SS John Penn (Waterman) on Dec. 4 waits for his dues receipt
from SIU Rep. Teddy Babkowski (seated left). Also at the payoff a't Pier B,
Hoboken, N.J. were the Ship's Committee of (seated I. to r.) Engine Delegate John
P. Stanford and 2nd Electrician R. Davis, educational director. Standing is Bosun
Fred Sellman, ship's chairman.
January 1980 / LOG / 27
•'S
r'-rtvT
�--MM
SlU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
•-
PRESIDENT
Paul Hall
SECRETARY-TREASURER '
Joe DiGiorgio
'
EXECUTIVE VICE PRESIDENT
Frank Drozak
- 'i I
' . •I
.• J «
HEADQUARTERS
'
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich. ..:. 800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
POI) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617)482-4716
BUFFALO, N.Y.. .290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL9383, S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290Old River Rd. 44113
(216) MA 1-5450
COLUMBUS, Ohio
4937 West Broad St. 43228
(614) 870-6161
DULUTH, Minn.
705 Medical Arts Building 55802
(218) RA 2-4110
FRANKFORT, Mich.
P.O. Box D
415 Main St. 49635
(616) 352-4441
GLOUCESTER, Mass.
120 Main St. 01903
(617) 283-2645
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) HE 5-9424
MOBILE, Ala! ..IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va.
115 3 St. 23510
(804)622-1892
PAOilCAH, Ky.
.225 S. 7 St. 42001
(502)443-2493
PHILADELPHIA, Pa 2604 S. 4 St. I9I48
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, tex. .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P.R.
1313 Fernandez, Juncos,
Stop 20 00909
(809) 725-6960
SEATTLE, Wash. .....2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. 4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Ha 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio... 635 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
.408 Avalon Blvd. 90744
(213) 549-4000
YOKOHAMA, Japan...... P.O. Box 429
Yokohama Port P.O.. 5-6NihonOhdori
Naka-Ku 231-91
201-7935
1^, V-
i1 '
Dispatchers Report lor Deep Sea
.1
.J
i
f ••,'
.
DEC. 1-31, 1979
•TOTAL REGISTERED
All Groups
Class A Class B ClassC
TOTALSHIPPED
All Groups
ClassA ClassB ClassC
Port
Boston
NewYork
9
106
rT-di
' - i^
- ^: i:
.I,; •.,
£m
i
6
44
Norfolk.........
Tampa
Mobile
NewOrleans
Jacksonville.....
San Francisco.
Wilmington
Seattle
FuertoRico
Houston
PineyPoint
Yokohama
Totals
19
14
16
5
27
4
85
21
26
10
45
6
22
11
38
8
24
2
82
16
2
10
10
532
167
12
18
Port
Qvd h
2
8
3
12
.4
'4
10
5
2
8
4
6
13
13
2
12
1
0
99
10
84
-
13
, 17
22
107
23
36
19
36
15
63
2
1
496
14
19
14
38
27
13
17
50
11
35
24
0
377
.
6
13
7
14
4
6
10
9
2
8
6
4
626
1
21
2
0
124
4
147
22
32
23
10
36
124
47
93
28
65
30
125
0
3
789
3
36
5
9
14
2
5
24
15
9
15
14
2
22
0
0
175
1
10
1
2
9
6
1
12
3
2
17
15
1
10
0
0
90
1
143
19
23
13
8
33
104
33
56
24
37
11
87
0
0
592
3
77
4
14
6
7
15
27
18
20
10
10
3
23
0
1
288
2
13
1
2
3
0
0
6
3
3
3
12
1
10
0
0
59
0
67
5
11
10
3
31
56
15
29
13
21
10
67
0
1
339
0
23
2
5
4
0
3
3
6
4
3
2
5
7
0
1
68
0
9
0
0
3
1
0
4
1
3
8
13
2
2
0
0
46
2
199
31
32
34
16
15
78
38
35
31
38
23
79
1
1
653
6
177
4
16
26
10
3
37
25
26
117
47
14
70
0
0
578
1,184
773
ENGINE DEPARTMENT
Boston
NewYork
Philadelphia
Baltimore
Norfolk
Tampa
;
Mobile
NewOrleans.......
Jacksonville
San Francisco
Wilmington
Seattle
PuertoRico .........i
Houston....
PineyPoint
Yokohama
Totals
3
80
14
14
11
8
33
57
15
47
14
27.
13
71
2
0.
409
—.
4
52
4
6
10
9
11
18
H
16
11
10
7
20
2
1
192
2
13
1
1.
3
3
0
5
1
2
2
8
0
8
1
0
50
.
5
6
97
64
13
21
7
13
10
14
10
28
11
49
32
16
24
30
11
6
10
30
17
10
10
36 •
27
2
16
0
0
358
258
1
10
2
1
2
4
0
6
5
1
4
3
2
5
1
0
47
STEWARD DEPARTMENT
Boston
NewYork
3
47
2
21
Baltimore
11
4
Tampa
Mobile
NewOrleans
Jacksonville
San Francisco
Wilmington
Seattle
PuertoRico.
Houston
PineyPoint
5
24
36
9
15
6
10
13
43
1
Philadelphia
4
Norfolk
7
.'
......'.
—
-
Yokohama
0
Totals
234
Port
Boston
J
10
105
5
22
•
Port
S'.l-
••REGISTERED ON BEACH
All Groups
ClassA ClassB ClassC
DECK DEPARTMENT
Philadelphia
Baltimore
T—7^
NewYork........
Philadelphia...
Baltimore
Norfolk
Tampa...
/..
Mobile
.......:
;.....
NewOrleans
'.
Houston
Totals All Departniants^^.
0
5
9
59
2
84
2
14
13
0
1
4
4
4
1
2
1
6
4
2
1
2
3
7
3
8
1
2
0
9
28
36
16
18
8
16
7
30
1
2
8
43
20
3
2
10
5
28
36
4
4
19
2
3
16
11
0
10
1
58
38
260
266
92
1
0
3
2
0
0
2
7
0
2
8
2
0
7
8
5
0
0
ENTRY DEPARTMENT
2
7
•>
137
16
20
23
14
16
62
1
10
12
11
3
22
26
17
33
20
• 10
10
53
20
8
0
1
187
61
1
546
1
0
272
0
0
0
1
45
8
24
4
5
12
49
13
27
5
13
20
33
0
1
260
1»362
963
459
l,ll4
901
263
1,980
33
.7
12
0
6
13
9
17
3
10'
14
30
PineyPoint
Yokohama
Totals
,
0 -
32
Jacksonville
San Francisco
Wilmington
;
Seattle
PuertoRico....
76
62
•
26
38
•"Total Registered" means the number of men wto 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-/,-
-
Shipping in the month of December was good to excellent in all A&G deep sea ports, as it has been for the last
several years. A4otal of 2,278 jobs wereshipped last month to SI U-contracted deep sea vessels. Of these, only 1,114,
or slightly more than hatf, were taken by "A" seniority members. The rest were filled by "B" and "C** seniority
people. Shipping is expected to remain good tD excellent for the foreseeable futuri^.
28 / LOG / January 1980
I I^TfiZr •:
West Coast Stewards Halls
HONOLULU, Hawaii
707 Alakea St. 96813
^
(808) 537-5714
PORTLAND, Or.42l i$:W. 5th Ave. 97204
(503) 227-7993
WILMINGTON, Ca.
408 Avalon Blvd. 90744
(213) 549-4000
SAN FRANCISCO, Ca.
350 Fremont St. 94105
(415) 543-5855
'B
3
�Randall P. Story
Scott PhiUips
'>
Seafarer RanSeafarer Scott
^ ^
dallP.Story,27,
Phillips, 26, first
graduated from
sailed., .out of
the HLS Entry
the port of New
Trainee Pro
York in 1978.
gram in \91¥:
He later took the
Brother Story
three-month
upgraded to
Trainee ProFOWT there in
I gram at Piney
March of 1979. Point in November 1978. Brother
He»has his CPR, pumpman, Phillips upgraded at HLS to AB in
firefightingand lifeboat tickets. He's November '79. He now sails as AB
from Oak Harbor, Wash. Story out of his homeport, Seattle. He's
ships out as an oiler from the ports originally from Sand Point, Idaho.
of Seattle and Houston.
uiaai
Lawrence S. Ivanauskas
Seafarer Law
rence S. Ivan
auskas, 23, grad
uated from Piney
Point in 1973.
He sails as
FOWT. And he
has his CPR,
lifeboat and firefighting endorsements. Lawrence
lives in Bel Air, Md. and ships from
the port of N.Y.
Roger Elder
David Campbell
Seafarer
Roger Elder, 24,
graduated from
the HLS Entry
Program pn Oct.
31, 1975. He
sailed inland un
til Apr. 4, 1977.
In July of 1978,
he upgraded to
FOWT. Brother Elder is proud to
say he has his flreflghting and life
boat tickets and his CPR certificate.
Elder was born and raised in St.
Louis, Mo. And he ships out of the
port of New York.
Seafarer Da
vid Campbell,
24, started sail
ing with the SIU
in 1974 upon
graduation from
the HLS. Bro
ther Campbell
upgraded at
Piney Point
in 1978 earning his AB endorsement.
He ships out of the port of
Jacksonville. He has the CPR card
and lifeboat and flreflghting tickets.
Campbell lives anywhere it's warm
and tropical whenever possible.
New Wage Rotes for Steward Dept. on
Pacific Maritime Association Vessels
Following is a rundown of the new wage rates for steward department personnel (former Marine
Cooks & Stewards Union members) on dry cargo vessels operated by the Pacific Maritime Association.
The new rates reflect the Cost Of Living Adjustment (COLA), which went into effect on Pacific Maritime
Association vessels as of Dec. 16, 1979:
EFFECTIVE 12/16/79
POSITION
VESSEL TYPE
BASE WAGE RATE
MONTHLY
DAILY
Chief Steward
Chief Steward
Chief Steward/Baker
Chief Steward/Chief Cook
Chief Cook, Night Cook, and Baker
2nd Cook and Baker, 2nd Cook
Assistant Cook/Messman
Assistant Cook/Combination
3rd Pantryman
Messman
Passenger BR, Passenger Waiter
Utilityman
Freighter
Modified Mariner
SS Maine
Hawaiian Princess
Freighter
Freighter
Freighter
Hawaiian Princess
Freighter
Freighter
Modified Mariner
Hawaiian Princess
$1,521.44
1,604.87
1,688.31
1,485.69
1,434.59
1,345.18
1,201.31
1,238.79
1,078.73
1,034.45
1,034.45
1,034.45
$50.71
53.50
56.28
49.52
47.82
44.84
40.04
41.29
35.96
34.48
34.48
34.48
HOURLY
OVERTIME
$5.53
5.53
5.53
5.53
5.53
5.53
5.53
5.53
4.19
4.19
4.19
4.19
The following will apply except when a Night Cook and Baker is employed: On Freighters, when carrying more than two
passengers, there shall be added to the hourly wage the following sum:
DaUy
Monthly
Rating
$ .50
$15.00
Chief Steward
.33
10.00
Chief Cook
.33
10.00
2nd Cook & Baker
.25
7.50
Pantry Messman
Standby Work and Rate of Pay
Rates
Straight Time
Overtime
$6.01
8.94
• • t
''nr--1/,:
Cargo Working Rate: ,
^
,
rr
When members of the Stewards Department work cargo, they shall receive the same cargo rate of pay and thesame coffee
time and hot lunch consideration as is received by the Unlicensed Deck Department.
The hourly cargo rate shall be:
Straight Time Hours
Overtime
$ 6.80
11.23
Richie Wilson
Seafarer Rich
ie Wilson, 24, is a
Lundeberg
School grad of
Dec. 23, 1977.
He upgraded to
FOWT there as
well. He has
CPR, flreflghting, tankerman and
lifeboat tickets. He lives on L.I.,
N.Y. and ships from the port of N.Y.
Ismael Wala
Seafarer Is
mael Wala,21,
started sailing in
'74 when he
graduated from
the HLS. Bro
ther Wala sails
as an FOWT. He
also has his life- boat and firefighting tickets and CPR training.
Wala was born and raised in the port
of New York and sails out of the
port.
James Flynn
Seafarer James
Flynn, 24, grad
uated from HLS
in 1977 from the
trainee program.
And upgraded
there to FOWT
in 1978. Brother
Flynn has CPR,
lifeboat and flre^fighting endorsements. He at
tended Bbston State College before
shipping and played college hockey.
He was born in Boston, Mass. and
ships from Boston and New York.
David A. Pappas
Seafarer
David A. Pap
pas, 21, started
sailing in 1977
after going to
HLS. He has his
3rd cook's, 2nd
cook's, chief
I cook's, LNG,
If irefighting,
CPR, and lifeboat endorsements.
Brother Pappas was born in
Lanham, Md. He sails out of the
port of New York.
•-H
Scott Wenneson
Seafarer
Scott Wenne
son, 26, was a
Piney Point
trainee graduate
in February '76.
He sails AB.
He upgraded in
the AB class in
February '78.
He has firefighting and CPR
endorsements. He upgraded in the
AB class in February '78. Brother
Wenneson lives in Virginia.
January 1980 / LOG / 29
••
�^Srfc'StT;
=^ v>v' • - - •
'IrTi .V^Tir:.' '.".T ••^,1
^li W^^ :'"- .
Secnnefi's Movement Hos Had Mtmy Heroes
But Not All of Them Have Been Setmten
W
i
-t-'
1
i -€
•H 'I-
4-::
- . ' :<
' if
X • :'•
\.:U••:. • 1 ":"
E seamen have always had
two things to sustain us, even
in the worst of times: our history and
our friends.
Our history has been more than a
mere recording of events. It has been
an inspiration. And as for our
friends: what can one say but that
they've always been by our side
when times were tough.
Forty years ago was one of those
times when we had our frijends and
our history and very little else. We
didn't even have milk onboard the
vessels that we manned. The owners
considered it too much of an
extravagance. It seemed that we
were fighting everyone, everywhere:
in the streets, on the docks, in the
bars.
Some things never change. Today
we still are fighting. We are locked in
deadly combat with those people in
Washington who would deprive us
of all the gains we have made during
the past 40 years. We are fighting the
oil companies; the faceless bureau
crats; the unthinking members of
Congress who are indifferent to the
problems of our industry.
We in the SIU started getting
involved in Washington D.C. on a
serious basis in the early '60s. This
was about the same time that the late
Pete McGavin took over as Execu
tive Secretary Treasurer of the
Maritime Trades Department.
Pete McGavin. There was some
thing special about him from the
very be^iining. Nothing you could
put your finger on exactly. A kind
word here, a thoughtful gesture
there. But it all added up to a
recognizable style, a way of doing
things that was as effective as it was
pleasant to be around.
Though Pete McGavin never
sailed aboard a ship, he spent his life
working to help seamen. It just goes
to show you: there have been many
heroes of the sea, but not all of them
have been sailors.
McGavin joined the old AFL in
1939 and worked his way up the
ladder of organized labor. All his life
he remained a devoted trade union
ist. It was like a religion to him. He
believed in the working man, the
under-dog, the same way that some
people believe in God.
The MTD experienced a tremen
dous growth during the time that
McGavin was Secretary Treasurer.
At his death in 1975 at the age of 66,
the Department had grown to
encompass 43 international unions
representing nearly 8.5 million
members. Many of the unions that
affiliated during this time had no
great interest in the merchant
marine. McGavin was so well
respected in the AFL-CIO that
several unions joined the Depart
ment just because he was associated
with it.
30 / LOG / January 1980
The growth of the MTD may not
sound like a .subject fit for a sailor,
but it is. It is one thing for a Senator
or Congressman to ignore 80,000
Seafarers. It is quite another matter
for that same Senator or Congress
man to ignore an organization
which represents 8.5 million people.
Size may not be everything. But one
thing is certain: it doesn't hurt.
In a sense, the MTD has had to act
as both football coach and cheer
leader to the maritime industry.
Since the end of World War II the
U.S. government has abdicated
much of its responsibility towards
the American merchant marine. The
MTD has had to fill that vacuum.
The MTD has two Separate
functions. It develops legislative and
regulatory programs for the mari
time and allied industries. Then it
tries to drum up as much support for
those programs as is humanly
possible.
Many of the legislative programs
that we now take for granted, such
as the Merchant Marine Act of 1970,
were first proposed at one of the
biennial MTD Conventions.
There are many ways that the
MTD tries to drum up support for
its legislative and regulatory pro
posals. The most visible method is to
have professional lobbyists person
ally contact members of Congress.
However, the Department has tried
to augment the activities of its
lobbyists with other approaches,
such as grass-roots political activity.
Pete McGavin was instrumental
in developing for the MTD an
administrative structure which
made extensive use of grass-roots
political activity. He did this by
setting up a network of Maritime
Port Councils. The Councils operate
strictly on a local level and have
proven to be quite effective. A
Congressman is much more likely to
listen to an organization if that
organization maintains a visible
physical presence in that Congress
man's district.
Jean Ingrao, the present Secretary
Treasurer of the MTD and the
highest ranking woman in the labor
movement, worked closely with Pete
McGavin to set up the Port Coun
cils.
They are, she feels, the backbone
of the MTD. Mrs. Ingrao, a big
hearty Irishwoman with a hearty
laugh and easy manner, started out
as Pete McGavin's secretary. Norm
ally she is hyperactive working like
crazy all day. When she talks about
McGavin, however, her whole
manner changes. She becomes
serious, quiet.
"Peter McGavin," she says em
phatically, echoing thesentiments of
a great many people, "was the most
deceqt human being I ever met."
Peter McGavin was fortunate. He
The late Peter McGavin, not a seaman
but certainly a hero of the seamen's
movement.
spent his life doing what he wanted
to do, and he worked with people he
liked and respected. There was Jean
Ingrao, Paul Hall, Frank Drozak,
Johnny Yarmola. And of course,
there was the odd couple of Capitol
Hill, Bill Moody and Phil Carlip.
Bill Moody and Phil Carlip were
the most unlikely co-workers since
Tony Curtis and Sidney Poitier ran
across the country chained together
in "The Defiant Ones." They were
the lobbyists for the MTD, and they
were considered to be the best in the
business.
The two men had vastly different
styles. Bill Moody was an exnewspaperman from Tampa who
mastered every minute detail of an
issue before discussing it with a
Congressman. Carlip, on the other
hand, could barely tell the difference
between an LNG and a tractor.
Senators respected Moody's ex
pertise. And members of the House
just plain liked Phil. He looked like
somebody's Jewish grandfather and
he played the part up to the hilt.
Nothing was quite as funny, or
touching, as seeing Carlip play
earth-father to some middle-aged
Congressman. He was, if you'll ,
pardon the expression, the cigar
stomping curmudgeon to end all
cigar stomping curmudgeons.
It was quite a crew that worked at
the MTD, one worthy of manning
any old-time Liberty ship as far as
color and excitement goes. At the
heart of the Department, though,
was Pete McGavin.
There was nothing flashy about
Pete McGavin, nothing that would
lead one to suspect at first glance
fhat he would become one of the
driving forces behind this century's
last ditch effort to preserve the
American merchant marine. He had
two abiding passions in this world:
his son Stephen and his charity work
for the D.C. Friends of Ireland. He
liked to play cards. He commuted to
work every day from his honne in the
suburbs.
But there was an inner strength to
Peter McGavin, an inner strength
that is best shown in his struggle
against cancer.
Right after Peter McGavin took
over as head of the MTD, he
developed a serious illness. His
doctors gave him six months to live.
He lasted fourteen years.
During those fourteen years Pete
McGavin went on to make the MTD
the strong and united organization
that it is today.
He never gave up. And he never
felt sorry for himself. He used to tell
his co-workers that every day was a
pleasure to behold: that a person just
had to thank the lord for letting him
live.
In a sense his struggle to survive
parallels the struggle of the merely
ant marine. He refused to stop
fighting and he accomplished mir-'
acles. We seamen could takea lesson
from him.
Monthly Membership
Meetings
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
PineyPoint
San Juan
Columbus
Chicago ..Port Arthur
Buffalo
St. Louis
Cleveland
Date
DeepSc*
Lakes, Inland Watos
Feb. 4
2:30 p.m.
Feb. 5
2:30p.m.
2:30p.m.
Feb. 6
Feb. 7 a............. 9.30a.m. ..........
2:00p.m
Feb. 7
2:30p.m
Feb. 8
2:30p.m.
Feb. 11
2:36 p.m
^...
Feb. 12
Feb. 13
2:30p.m. .........
Feb. 14
2:30p.m
-.. Feb. 18
2:30p.m.
Feb. 14
2:30p.m. ..,.......
Feb. 9
10:30a.m.
Feb. 7
Feb. 16
—
Feb. 12
—
-.
Feb. 12
2:30p.m
Feb. 13
—
Feb. 15
2:30p.m. .........
FeJ^ 14
—
UIW
7:00 p.m.
7:00p.m.
7:00p.m.
7:00 p.m.
7:00 p.m.
7:00p.m.
1:00p.m.
�u'\\:
Recertified Bosun William Dacre
Bushong, 65, joined the SIU in the
port of Mobile in 1958. Brother
Bushong sailed 28 years and during
the Vietnam War. He also sailed as a
ship's delegate. Seafarer Bushong
graduated from the Union's Recerti
fied Bosuns Program in July 1974.
He was born in Indianapolis, Ind.
and is a resident of Seattle.
Manuel DeBarros, 56, Joined the
SIU in 1942 in the port of Provi
dence, R.l. sailing as a bosun.
Brother DeBarros recently helped in
the drive to organize oil rigs off the
coast of, Rhode Island. He was born
in Massachussetts and is a resident of
New Bedford, Mass.
Richard Frank "Dick" Feddern,
47,.joined the SIU in the port of New
York in 1962 sailing as a bosun and in
the engine department on the Bull
Line. He was a scow captain for lOT.
Brother Feddern also sailed as a
steward and cook for the Wilson Line
in the port of New York. He sailed
during the Vietnam War and hit the
bricks in the 1962 Robin Line beef.
Seafarer Feddern was oii the SeaLand Shoregang in Long Beach,
Calif, from 1971 to 1973. He grad
uated from the Andrew Furuseth
Training School (AFTS), Brooklyn,
N.Y. in 1961. And he attended
upgrading classes at the Harry
Lundeberg School (HLS) Piney
Point, Md. He was also a teamster
and bartender. Feddern is a veteran
of the U.S. Army in the Korean
War. He was born in East Liberty,
Ohio and is a resident of Azusa,
Calif.
Joseph Decinque, 55, joined the
SIU in 1945 in the port of Baltimore
sailing as a fireman-watertender.
Brother Decinque sailed 38 years and
as a ship's delegate. He was born in
Millville, N.J. and is a resident there.
Kennith Elsworth i.ee, 55, joined
the SIU in 1949 in the port of New
York sailing as an AB. Brother Lee
sailed 34 years and as a ship's
delegate aboard the C/S Lon)i Lines
(AT&T). He was born in Henry
County, la. and is a resident of San
Francisco.
Harvis Clifford Dyas, 64, joined
the SIU in the port of Mobile in 1957
sailing as an AB. Brother Dyas sailed
30 years. Seafarer Dyas is a veteran
of the U.S. Army in World War 11
and,was wounded by shrapnel in the
invasion of Sicily, Italy. Born in Bay
Minette, Ala., he is a resident of
Mobile.
John Hartman, Jr., 57, joined the
SIU in 1946 in the port of New York
sailing as a fireman-watertender and
3rd assistant engineer. Brother
Hartman graduated from the SlU^
MEBA District 2 School of Marine
Engineering, Brooklyn, N.Y. in 1967.
He walked the picketline in the 1961
Greater N.Y. Harbor strike. Seafarer
Hartman is also a punch press
operator. Born in Scranton, Pa:, he is
a resident of Mountain Home. Ark.
Guillermo Garcia, 57, joined the
SIU in 1946 in the port of Phila
delphia sailing as a fireman-water
tender. Brother Garcia was born in
Puerto Rico and is a resident of New
Bedford, Mass.
Chang Ping "Charles" King, 65,
joined the SIU in the port of New
York in 1956 sailing as a chief cook.
Brother King sailed 33 years. He also
worked-on the Mobile Waterman
Shoregang from 1966 to 1971 and
San Francisco Sea-Land Shoregang
in 1975. Seafarer King is a veteran of
the U.S. Army in World War 11. A
native of China, he is a resident of
San Francisco.
Tommy Eugene Lanphear, 50,
joined the SIU in the port of New
York in 1959 sailing as a bosun.
Brother Lanphear was on the SeaLand (San Francisco) Shoregang in
1968. He is a veteran of the U.S.
Army in World War 11. Seafarer
Lanphear was born in Wheatland,
Okla. and is a resident of San
Leandro, Calif.
Robert Lee Maryes, 49, joined
the SIU ill the port of Jacksonville in
1960 sailing as a FOWT, junior
engineer and QMED. Brother
Maryes .sailed 21 years. He upgraded
to QMED at Piney Point in 1976.
Seafarer Maryes is a veteran of the
U.S. Army during the Korean War.
He was born in Okeechobee City,
Fla. and is a resident of Seville, Fla.
Emil Helge Nordstrom, 62, joined
the SIU in 1941 in the port of New
York sailing deck engineer and deck
maintenance. Brother Nordstrom
sailed 41 years. He was on the picketline in the 1961 N. Y. Harbor and
1962 Robin Line beefs. Seafarer
Nordstrom was born in Finland and
is a naturalized U.S. citizen. He
r^ides in Ocean Spring, Miss.
Rafael E.stehan Cuevas, 56, joined
the SIU in 1945 in the port of New
York sailing as a .3rd cook, baker and
.saloon messman. Brother Cuevas is a
veteran of the U.S. Armed Forces in
World War 11. He was born in San
Juan, P.R. and is a resident of
Miami, Fla.
William Henry Little, 65, joined
the SIU in the port of Norfolk in 1961
sailing as a 2nd cook. Brother Little
sailed 32 years. He also sailed for the
Moran Towing Co. Seafarer Little is
a veteran of the pre-World War II
U.S. Army. A native of Wilmington,
N.C.. he is a resident there.
Joseph John McAndrew, 65,
joined the SIU in the port of New
Orleans in I960 sailing as a bosun
and in the steward department.
Brother McAndrew sailed 40 years.
He was also a shipyard chipper and
caulker. Seafarer McAndrew is a
veteran of the U.S. Coast Guard in
World War 11. Born in Scranton. Pa.,
he is a resident of Houston.
^9-
V
r
\
J '
Ralph Merrick McDaries, 65.
joined the SIU in the port of Norfolk
in 1958 .sailing as a chief steward.
Brother McDaries sailed 28 years. He
is a veteran of the U.S. Army in
World War II. Seafarer McDaries
was born in Beeche. N.C. and is a
resident of Yulee. Fla.
Felipe Vazquez Martinez, 65,
joined the^jSIU in the port of New
York in 1^59 sailing as a 2nd cook
and baker. Brother Martinez hit the
bricks in the Robin Line beef in 1962.
He was born in Puerto Rico and is
a resident of Baltimore.
.i:», _•
Recertified Bosun Tony Joseph
Radich, 53, joined the SI U in the port
of New Orleans in 1954, sailing in the
deck department. Brother Radich
graduated from the Recertified
Bosuns Program in 1974. He was a
delegate to the Piney Point Educa
tional Conference in 1971. Seafarer
Radich is a veteran of the U.S. Navy
and U.S. Army in World War 11. A
native of Biloxi, Miss., he is a
resident there.
' *•
Arnold Reibus, 65, joined the SIU
in 1944 in the port of Boston sailing
as an AB. Brother Reibus sailed 42
years. He was born in Estonia, USSR
and is a resident of the Bronx, N.Y.
Recertified Bosun Sven Aage
Stockmarr, 57, joined the SIU in
1943 in the port of New York.
Brother Stockmarr sailed 38 years.
He graduated from the Recertified
Bosuns Program in 1973. Seafarer
Stockmarr also was a bartender and
rigger. He walked the picketline in
the 1961 N.Y. Harbor beef. Born in
Denmark, he is a naturalized U.S.
citizen and a resident of Brooklyn,
N.Y
- Juan Antonio Martinez Vazquez,
62, joined the SIU in 1945 in the port
of New York sailing as a chief cook.
Brother Vazquez sailed 44 years. He
was born in Puerto Rico and is a
resident of Baltimore.
Recertified Bosun Alexander
Owen, 69, joined the SIU in 1948 in
the port of New York. Brother Owen
sailed 34 years. He also sailed during
the Vietnam War for the Alaska Tug
and Barge Co. Seafarer Owen
graduated from the Union's Recerti
fied Bosuns Program in August 1975.
Born in the l.sla de Gunaja, Spanish
Honduras, he is a U.S. naturalized
citizen and is a resident of the port of
Houston.
Howard Conley Ros.s, 54, joined
the SIU in the port of Houston in
1960 sailing as an AB. Brother Ross
sailed 33 years. He is a veteran of the
U.S. Navy during World War II.
Seafarer Ross was born in Arkansas
and is a resident of Houston.
Raymond Proulx, 65, joined the
SIU in the port of .Seattle in 1956
sailing as a chief cook on the .V.V
Eiuador Counsel. Brother Pioulx
was also a member of the West Coast
• Marine Cooks and Stewards Union,
now merged into the SIU. Seafarer
Proulx was on the picketline in the
1962 Robin Line bed. He is a
wounded vctcVan ol the U.S. Army in
World War II. And he was born in
Fall River, Mass. and is a resident of
Portland, Ore.
January 1980 / LOG / 31
Si
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Tourist-wise, Karachi is OK.
There are many sights to see: horse
races at the local track (with many of the Queen's own horses running),
camel races at the beach every
weekend, and they are very exciting.
I let one of the crew, talk me into
going for a camel ride (the first time I
was seasick in my life). The camel is
very ugly, and nasty, and has. a
By 'Saki Jack' Dolan
personality to match.
Gurus, equipped with mongoose
Karachi, Pakistan: Even the name
Karachi conjurs up the "Arabian and cobra, are. ready to put on a
Nights," "Ali Baba and the Forty show for you at the flip of a coin (any
Thieves," "Gunga Din," giant geniis kind of coin). The local museum is
in a bottle, turbans, fezs, "Omar • excellent. Belly dancers all over the
Kahyam," flying carpets, "A Thou place (all shapes and sizes). Camels
sand and One Nights," baggy pants, and water buffalo are used as dray
elephants, cobras and mongooses, animals all over town. It is a
common sight to see camel trains
veiled faces and oriental rugs.
It is only mysterious and won leaving and entering the city at all
drous if you have not spent time hours. All in all, Karachi is not a bad
there, and witnessed the poverty and tourist trap. The sex scene is a little
starvation that prevails everywhere. slow, but then, there are a few other
Then, the mystery fades, and pity things in life.
Our ship was given carte blanche
and guilt slowly starts to settle in. It'
makes you wonder if God is really in every port we stopped. This
Here's 'Saki Jack' with his longtime sidekick. Fluffy, or as fie. calls film, Saki
kin to all peoples on this little globe means we had free access in and out
of ours. And why are some more of the port area without being Jack. Jr.
Outside the hotel on the front lawn
the famous Ali Khan, the religious
stopped or searched by police or
fortunate than others?
ruler of all the Moslems arrived, and as it were, there was always a slew of
Our congenial Chief Engineer customs' The other seamen in port
magicians, and gurus putting on
(Nasty) Mr. Grasty out of Chester, would not believe us, as Karachi has ,he too checked into the Beach their cobra-mongoose show for the
Luxury Hotel. It was ^e time of
Pa , decided we should spend six a bad name for confiscating everyyear he was to receive his weight in tourists. It seems every house over|
weeks in the shipyard in Karachi, , thing and anything they could get
here has its own holy man, who lives
Pakistan, instead of Sydney, Aus their dirty little hands on. This made precious stones. This was to occur in front of the house in a hole in the
tralia. This sure endeared him it convenient for all hands going to shortly in the back patio of the hotel, ground, and also has a few cobras,
deeply in the bosoms of all the crew. town. Cigarettes, or - any - tobacco and the people presently staying at with him for pets.
the hotel were all invited to watch
Shortly after this monumental were like money, and ^brought a
The Beach Luxury was a good
(this included all the crew). You can
decision, he conveniently became good price on the black market
hotel (one of The best). Everyone
bet all hands were present and
sick, and had to go home. Everyone (which was all over town). In fact, I
enjoyed
their stay (there are always a
agrees the payoff must have been did most of my dealing with the local accounted for, and Saki Jack was in couple die-hard-complainers). But,
constabulary, who are not against the front row. You don't see a world- all in all it was a damn good sojurn^
enormous.
famous king get weighed in precious
The Karachi Shipyard is a combi hustling a dishonest dollar now and
as far as I was concerned.
stones every day.
nation of "Dante's Inferno" and then.
They sat him on a large scale. On
Our Purpose in the Indian Ocean
"Fantasy Island." Thank Allah, we
Metropole Hotel
the
other
side
was
a
bucket-like
It seems someone in Washington
were not required to remain aboard,
attachment.
It
was
filled
by
shovel
The
Metropole
Hotel
is
located
in
decided that the Indian Ocean was
but were sequestered in a very
with
all
kinds
of
precious
stonesthe
heart
of
Karachi,
and
it
is
a
good
overdue to be surveyed. After
excellent hotel called the Beach
diamonds,
rubie^
emeralds,
sap
hotel.
Jackie
Kennedy
arrived
while
numerous international scientific
Luxury Hotel, just a few blocks
phires,
opals,
eta>uq^
the
scales
we
were
here,
and
she
stayed
at
the
top-secret-meetings
(that everyone
from the Seaman's Club. The food,
came
up
even—picking
the
king
knew about), it was voted by many
quarters, and service were excellent Metropole. She was presented with
right
off
the
floor.
This
is
really
a
a
pure,
white
stallion,
which
she
countries
to survey. So off we went,
here at the hotel, and everyone was
sight
to
behold.
I
will
never
forget
it.
sponsored by the National Science
as happy as could be expected promptly rode all the way from the
They
shoveled
all
this
wealth
like-it
airport
to
the
lobby
of
the
MetroFoundation of Washington, D.C.,
10,000 miles from home. Our
was so much junk, and I can tell you
one of the richest organizations this
scientists were all flown back to the pole. I was there at the time, and
barely got a small glimpse of her. it made me a little dizzy.
nation has.
States.
After the weigh-in, there was a big
The RjV Anton Bruun was
Our very congenial Radio Officer- She was hustled right into the
celebration
in
the
patio,
and
all
the
elevator
and
whisked
away
from
all
formerly the SS Williamsburg (the
Purser-Doctor-Jack-of-All-Trades
local
big-wigs
participated
including
the
peasants.
Presidential yacht). The last Presi
Mr. Jimmy Connors (out of Bos
Khan
and
his
blonde
girlfriend.
Ali
There
was
an
excellent
restaurant
dent to use it as a yacht was Mr.
ton), saw to it our daily subsistence
In
fact,
she
never
left
his
side
for
the
and
nightclub
here,
and
all
of
the
Harry Truman. It was laid up in
with our pay was doled out each
whole
week
he
was
with
us.
We
saw
crew
came
to
see
the
floor
show.
One
Philadelphia for many years. Presi
Friday in the hotel lobby and on
him
every
night
in
the
night
club.
show
was
from
Australia,
and
dent
Ike gave it to the National
time. This had all hands in a happy
Several
crewmembers
tried
to
get
his
featured a squad of Australian pony
Science Foundation which
mood.
autograph,
but
were
stopped
by
his
girls,
all
beautifuL
and
very
friendly,
promptly spent over $800,000 to
The crew reported daily to the
convert it to a scientific vessel. It was
shipyard, and helped with the and homesick for Australia. They army of bodyguards. He and his
repairs as best we could. What was consented to let us pay for their entourage occupied one corner of
renamed the R/V Anton Bruun
accomplished here in six weeks dinners, also "their cocktails, which the »night club each and every night
after some Nordic marine scientist.
until he left.
could have been handled in two we did. They freely danced with us,
Our job was to survey the Indian
The floorshow was French, and
, weeks with ease anywhere else. Most which made all hands happy as we
Ocean from the Persian Gulf, all the
of us rested on weekends, although did not know what to do with our fairly good. We had all the enter
way down to the Antarctic Circle.
tainers and orchestra aboard for
there were crewmembers aboard pay anyway. The Metropole had
They figured it would take approxi
every day to check and make sure wonderful curry, and I being a curry cocktails. The band was Spanish,
mately two to three years. We did it
our ship was still there. There is very lover was in my glory. It was on the and very friendly with all the crew.
in 28 months. We were the only ship
little excitement or even action to menu daily, and several kinds. This There were a half dozen jockeys (all
that stayed out there to finish the
Aussies) staying at the hotel. And we
report about in a Karachi shipyard. was a well-run hotel with a very
job. That part of the world (espehad all them aboard the ship, too
The days drag along, and you are continental flair.
Continued on Page 33
(trying to get a hot tip, no luck).
About one week after we arrived.
glad to head away in the evening.
Following is Chapter III in the saga of
the R/ y Anton Bruun, one of the more
unusual vessels ever crewed by SlU
members. She was a research vessel,
which participated in a 28-month
research cruise in the Indian Ocean in
the early '60s. It was quite a trip.
Chapter I appeared in the August 1979
issue of the Log and Chapter II
appeared in the Sept. issue.
^'•
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32 / LOG / January 1980
R*'^-
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.
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Continued from Page 32
cruise. But I am not a National
Geographic member so I did not get
one. ^
.
Cocktails from Moscow
We operated out of Port Louis,
Mauritius for six months or so.
During one of our visits we tied up
next to the Russian scientific ship
out'here (she stayed about a year—
no more).
Our captain decided to invite the
Russians over for cocktails,- hors
d'oeuvres and dancing. There were
several , lady scientists among the
Russians, and one cute, little blonde
spoke English, as did the captain. A
grand time was had by all until the
Russki captain called curfew at 10.
Then all the Russkis, like the little
cially India and Pakistan) reaped
many millions of dollars of benefits
due to our efforts. All we got was a
hunk of paper run off a mimeo
graph.
-I, for one, think the National
Science Foundation (with all their
hundreds of millions of dollars)
stinks, in capital letters, for not
giving us a decent cash bonus.
Maybe I'm wrong, but anyhow
that's how I feel. We did a job no
other country even cared to try and
do. The "National Geographic
Magazine" sent a photographer
aboard and he took thousands of
pictures. It was in an issue after the
off to bed.
We were all invited to a similar
party aboard their ship the follow
ing evening. Like all foreign ships
the chief steward is considered an
officer. So naturally, I was invited to
the party for all officers and
scientists. Our radio officer was
persuaded to tote along his accord
ion, which he entertained the
Russians with a few lively numbers.
Somehow or other I got very
friendly with the Russian captain
(maybe it was the' 160-proof vodka
they served). Anyhow, we were
having a fine time, when all, of a
sudden I lost complete control, and
threw up vodka (and whatever else I
had in me) all over the Russian
imtdiiR Rewt tar Grot likR
1-1 ...t.
DEC. 1-31, 1979
'
'TOTAL REGISTERED
All Groups
ClassA ClassB ClassC
I
-
trained soldiers they are, marched
r
TOTALSHIPPED
All Groups
OassA ClassB ClassC
"REGISTEREDON BEACH
AIIGrou^
ClassA ClassB OlassC
DECK DEPARTMENT
Algonac(Hdqs.)
29
9
5
34
8
1
44
62
1
30
35
0
16
22
1
0
0
ENGINE DEPARTMENT
AlgonacCHdqs.)..
Algonac(Hdqs.)...
Algonac(Hdqs.)
19
12
«
......^.
6
2
4
-l
18
54
27
20
7
0, .
STEWARD DEPARTMENT
6
1
0
ENTRY DEPARTMENT
21
47
4 \
0__
Totals All Departments
...............i.
72
^
rti ^t'mnnth^
'"Total Registered" means the number of men who actually registered.for shipping at the port last montlx
""Registered on the Beach" means the total number of men registered at the port at the end of last month.
^
captain's chest. He and all the
Russkis burst out laughing and he
didn't even get mad (thank God).
They thought it was the best thing at
the party (to see a Yank get sick).
Well, we all had a grand time and
the service was great, what with
several cute, little Russian gals
running around trying to be nice,
even though only one could speak
any English.. The party went on right
up until Russian curfew at 10 pm,
when ,we were politely escorted
down the gangway.
This was a party I would never
forget, and neither would the'
officers and scientists. The Russians
really are human, and dci know how
to have fun, when permitted.
The Russian ship did not stay in
' port too long, and sailed for home, I
imagine, as we never did see them
again in the Indian Ocean. We ran
into many other foreign ships out
here, and one three-masted schoon
er from Stanford University. They
were in fair shape and welcomed us
all aboard to inspect their vessel.. We
all did, never having been aboard a
three-masted schooner (in fact, I
had never been aboard any kind of
schooner before). We all had a
grand time, and it reminded me of
an Errbl Flynn movie
COMING:
In my next chapter. III tell about
our cruise to the Antarctic Circle,
Amsterdam Island (a French
weather station near the Antarctic «
Circle). This was our longest cruise
(four months), king penguins, etc.
Fraternally,
"Saki Jack" Dolan
SIU Book D-124 Retired
•"K
-
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
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 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.
FINANCIAL7REPORTS. 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 speeify 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 arc 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 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:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
r
Full copies of contracts,as relcfred to arc qVailable to
you at all times, cither by'writing directly to the Union
or to the Seafarers Appeals BdarU.
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 aboar
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the
sheets and in the proper manner. If, at any time, any
KNOW YOUR RIGHTS
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. I960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
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carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity, in the SIU unless an
ollicfal Union receipt is given for saiiic. Under no circum
stances 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 be reported to Union 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 discriniinated 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, b'e 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 purpo.ses includ
ing. but not limited to, furthering the political, social apd
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 discrirnination,
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 the Seafarers Union or SPAD by 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 fc6ls that any of the above
rights have been violated, or that he has ^en denied his
CORStitutional right of access to Union records or InforilMtion, he should Immediately notify SIU President Paul
Hall at headquarters bv certified mall, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
January 1980 / LOG / 33
V;-: J
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Pensioner
James Joseph
Ament, 89, passed
away on Nov. 16.
Brother Ament
joined the Union
in the port of
Baltimore in 1960
sailing as a bridgeman and tugboat fireman for the
Baltimore and Ohio Railroad from 1924
to 1961. He was a former member of the
Masters, Mates and Pilots Union and
A.M.W. Local 1. Boatman Ament was
born in Baltimore and was a resident
there. Surviving are a son, James Jr. of
Baltimore and a daughter, Mrs.
Gertrude B. Kromm, also of Baltimore.
Pensioner
if Henry l^dwards
Williamson, 56,
died of a heart at
tack in the Univer;sity of Southern
Alabama Medical
Center, Mobile on
Sept. 26. Brother,
Williamson joined the SIU in the port of
Houston in 1967 sailing as a firemanwatertender. He sailed 24 years
including from 1970-3 on the SS
Cqntigny (lOT) and the SS JHobert T.
Waterman from 1975-7. Seafarer
Williamson was a veteran of the U.S.
Navy in World War II. Bora in Mobile,
he was a resident there. Interment was in
the Miller Cemetery, Mobile County.
Surviving are his widow, Helen; his
mother, Nellie of Mobile and a stepson,
James Rice.
Pensioner
"P.G." Wingfield
Jr., 58, died of a
heart attack at
home in Jackson
ville on Nov. 3.
- Charles Wesley
Brother Wingfield
"Charlie" Boyd,
i joined the SIU in
55, died of heart
the port of Hous
failure in Balti
more on Oct. 12. ton in 1963 sailing as a recertified bosun
for lOT from 1974-7. Seafarer
Brother Boyd
joined the Union
Wingfield graduated from the Union's
in the port of
Recertified Bosuns Program in
Baltimore in 1956 September 1974. He was also a
'sailing as a deck department and ship's delegate. And he
hand on the tug Interstate (lOT) from was a wounded veteran of the U.S. Navy
1967 to 1979. He was a former member in World War 11, From 1956 to 1960, he
was a 1st class shipfitter at the Bethle
of the Iron Workers Union District 50.
Boatman Boyd was a veteran of the
hem Shipyard, Marcus Hook, Pa. Wing
Army in World War II. He was born in field was a native of Roanoke, Va. Burial
was in Fairview Cemetery, Roanoke.
Riehlands-Ravens, Va. and was a
resident of Saltville, Va. Burial was in Surviving are his widow, Eloise; a^on,
the Elizabeth Cemetery, Saltville. "P.G." Ill of Roanoke; his father,
Surviving are his widow, Helen; two. "P.G." Sr., of Jacksonville and a
sons, Gerald and Samuel; a daughter, granddaughter, Wendy Page Wingfield
of Marion, Va.
Hilda; a grandson. Nelson and a
granddaughter, Sonia.
Pensioner
George
P. Anitip
Robert Leje
Zopfi, 80, was
Buxton, 52,
dead of cancer on
succumbed to
arrival at the West
cancer in the
Jefferson General
Nassau Bay, Tex.
Hospital, MarUSPHS Hospital
rero.
La. on Sept,
on Aug. 6. Brother
23.
Brother
Zopfi
5 Buxton joined the
joined the Union in the port of New
Union in the port
Orleans in 1956 sailing as a 2nd engineer
of Port Arthur, Tex. in 1964 sailing as a
for
Dixie Carriers from 1943 to 1964.
captain, pilot, tankerman, engineer and
Boatman
Zopfi was a former member of
cook for the Slade Towing Co. from
the MAW Local 59. He was born in New
1956 to 1979. Boatman Buxton was a
veteran of the U.S. Army during the Orleans and was a resident of Marrero.
Korean War. Bom in Starks, La., he Burial was in the Valence Street
Cemetery, New Orleans. Surviving is a
was a resident of Orange, Tex.
niece, Mrs. Louise Dannelley of Gretna,
Interment was in the Doyle Cemetery,
La.
Starks. Surviving are his widow, Orlean
Pensioner
and his mother, Nancy of Orange.
Thomas
Shirley
Raymond ^eroy Kirkpatrick Jr., 25,
Lambeth,
52,
died
was dead of injuries on arrival at the
of heart failure in
John Gaston Hospital, Memphis, Tenn.
the New Orleans
after being hit by a car on Interstate 240
USPHS Hospital
on Nov. 25. Brother Kirkpatrick joined
on
Oct. 19.
the Union in 1974 following his
Brother Lambeth
graduation from the HLS. He sailed as a
^ joined the SIU in
tankerman and deckhand for ACBL
from 1974 to 1977 and from the port of 1944 in the port of New Orleans sailing
St. Louis in 1975 on the tug La Salle as a firemap-watertender and engineer
(ACBL). Boatman Kirkpatrick also for MEBA's District 2. He graduated
sailed for Inland Tugs and for National from the SIU-ME3A School of Marine
Marine. In 1977, he sailed deep sea. A Engineering, Brooklyn, N.Y. in 1966.
native of Linton, Ind., he was a resident Seafarer Lambeth was born in Mobile
of Jacksonville, Ind. Burial was in and was a resident of Leakesville, Miss.
Peavy Cemetery, Jacksonville. Burial was in the Mt. Pasigch Cemetery,
Surviving are his parents, Mr. and Mrs. Greene County, Miss. Surviving are his
Raymond and Patricia Kirkpatrick of widow, Agnes; two sons, Thomas and
Gerald and a daughter, Shirley.
Jacksonville.
34 / LOG / January 1980
Pensi oner
Michael A. Reges,
65, died of natural
causes in the
Queens (N.Y.)
Hospital Center
on Nov. 23. He
was born..in
Pennsylvania and
was a resident of Brooklyn, N.Y.
Interment was in the Cypress Hills
Cemetery, Brooklyn. Surviving is his
sister, Mrs. Cecilia Di Fulvio of Queens
Village.
Pensioner Prescott Younger
Spinney, 84, suc
cumbed to arter
iosclerosis in
Gloucester, Mass.
on Oct. 17.
Brother Spinney
joined the SIU in
1939 in the port of Norfolk sailing as a
deck and junior engineer. He sailed 42
years and was also a machinist. Seafarer
Spinney was a veteran of the U.S. Navy
in World War I. Born in Gloucester, he
was a resident there and in Norfolk.
Cremation took place in the Linwood
Crematory, Haverhill, Mass. Surviving
are a son, William of Gloucester and a
sister, Mrs. Lillian Mitchell of Norfolk.
Pensioner John
William Tingle,
75, passed away
on Aug. 5. Brother
Tingle-joined the
SIU in 1939 in the
port of Philadel
phia sailing as a
chief steward. He
sailed 34 years. Seafarer Tingle was
born in Cromlyn, Pa. and was a resident
of West Cape May, N.J. Interment was
in the Mt. Moriah Cemetery, Cape
May. Surviving is a granddaughter,
Mrs. Nancy M. Vinson of Philadelphia.
Michael "Mike"
Noel Walsh, 31,
died in New York
City on Oct. 4.
Brother Walsh
joined the SIU in
•the port of New
York in 1967. He
sailed AB and also
achieved his GED. Seafarer Walsh
sailed with Puerto Rico Marine and was
an ex-construction worker. He was
awarded the Republic of Vietnam
Campaign, Vietnam Service .and
National Defense Campaign Medals as
a veteran of the Vietnam War. Walsh
was a Pfc. in the 4th Army, Co. A, 16th
Combat Engineers Bn., 1st Armored
-Div. He was born in Brooklyn, N.Y. and
was a resident there. Burial was in Holy
Cross Cemetery, Brooklyn. Surviving
are his parents, Mr. and Mrs. William
and Hazel Walsh of Brooklyn.
Pensioner Leo
Gillis, 84, died of a
heart attack in
I San Diego, Calif,
on Octv, 29.
Brother Gillis
I joined the SIU in
1938 in the port of
Philadelphia sail
ing as a bosun. He sailed 35 yearsTfom
1927. Seafarer Gillis was bora / in
Massachusetts and was a resident of
Queens Haven, San Diego. Burial was
in Mt. Hope Cemetery, San Diego.
John "Johnie"
Hoggie, 60, was
dead of heart
disease op arrival
at the Burdette
Tomlin Hospital,
Wildwood, N.J.
on Oct. 13.
Brother Hoggie
joined the SIU in 1942 in the port of
New York sailing as a chief steward
aboard the Af/F Tamara Guilden
(Transport Commercial) from 1975 to
1979. He sailed for 44 years and as a
ship's delegate. Seafarer Hoggie "... was
well liked by all SIU men and he thought
a lot of the SIU when he was a
patrolman in the port of Baltimore for
many years." Seafarer Hoggie was born
in Norwich, Conn, and was a resident of
Somerdale, N.J. and Lighthouse Pt.,
Fla. Cremation took place in the North
Cape May (N.J.) Crematory. Surviving
are his widow, Betty Jane of
Philadelphia and the Hatgimisios
family, all SIU members, who wrote:
"Memories are treasures no one can
steal. But losing you was a heartache no
one can heal." Brother Hoggie will be
missed by his nephew and brothers,
Kosta, George of Lighthouse Pt. and
Chief Steward Nicholas Hatgimisios of
Philadelphia.
Pensioner Her
bert Eric Adams,
58, died on Oct. 2.
Brother Adams
I joined the SIU in
I the port of Tampa
I in 1958 sailing as a
fireman - waterI tender and ma
chinist. He was a veteran of the U.S.
Army in World War II. Seafarer Adams
was born if Faison, N.C. and was a
resident of Hendersonville and
Burlington, N.C. Surviving are his
widow, Lucille of Burlington and two
daughters, Mrs. Donna Johnson also of
Burlington and Ms. Erick A. Johnson of
Hendersonville.
Pensioner Alex
ander Donald
j "Alex" Brodie, 66,
succumbed to
1.cancer at home in
Singapore on Oct.
6. Brother Brodie
I joined the SIU in
1 the port of New
York in 1951 sailing as a chief steward.
He sailed 38 years. Seafarer Brodie was
a veteran of the U.S. Navy in World
War 11. Born in Belfast, Northern
Ireland, he was a British subject.
Surviving are his widow, Eileen and two
daughters. Kim and Sandra.
Jesse Thomas
Green, 64, died of
heart failure in
Charity Hospital,
New Orleans on
Oct. 4. Brother
Green joined the
SIU in the port of
New Orleans in
1954 sailing as an OS. He also sailed on
the Delta One. And he was a machinist.
Seafarer Green was a veteran of the U.S.
Army in World War 11. A native of
Piheville, La., he was a resident of New
Orleans. Interment was in the
Greenwood Cemetery, New Orleans.
Surviving is a sister, Mrs. Forest H. M.
\Howard of Kenner, La.
�7:v.
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Help
J"/
Friend
ri'
Deal
With
\
Alcoholism
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Alcoholics don't have friends. Because a friend
wouldn't let another man blindly travel a course that has
to lead to the destruction of his health, his job and his
family. And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem
is just as easy—and just as important—as steering a blind
man across a street. All you have to do is take that
Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
Once he's there, an alcoholic SIU member will receive
the care and counseling he needs. And he'll get the
support of brother SIU members who are fighting the
same tough battle he is back to a 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 I,
is only an arm's length away.
Alcoholic Rehabilitation Center
|
I am interested in attending a six-week program 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.
|
i
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|
I
!
Name
Book No
Address
I
•
(Street or RFD)
(City)
,
ru
(State)
.
I / "I
Telephone No.
Mail to: THE CENTER
Star Route Box I53-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
I
(
(Zip) |
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—
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January 1980 / LOG / 35
A./
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.! 13
7^?
SEA-LAND ECONOMY (Sea-Land
Service), November 4—Chairman,
Recertified Bosun A. McGinnis; Secre
tary Roy R. Thomas; Educational
Director W. J. Mitchell; Engine Dele
gate Earl Shaw Rodgers. No disputed
' OT. Chairman reported that everything
is running smoothly with no major beefs
reported by department delegates.
Reminded everyone of the various
classes now in session for upgrading at
Piney Point. Advised all members to
stand by for customs immigration
upon arrival to speed up clearance. Also
discussed the importance of donating to
SPAD. Observed one minute of silence
in memory of our departed brothers.
Next port New Orleans.
SANTA MERCEDES (Delta Steam
ship), November 4—Chairman, Re
certified Bosun J. Stout; Secretary T.
Tinitali; Educational Director P.
Bradshaw; Steward Delegate Jim
Hatfield. $312.10 in ship's fund. No
disputed OT. Chairman reported that
there is a new dental clinic in San
Francisco for SIU brothers and sisters.
Report to Log: "The Santa Mercedes
followed lead of sister ship Santa Maria
with a cookout for the entire crew which
proved to be very successful. The entire
crew and staff pitched in to help. Chief
Steward Tini made sure all were fed well
doing some of the cooking himself. A
very good variety of foods." Next port
Bahia.
BALTIMORE (Sea-Land Service),
November 3—Chairman, Recertified
Bosun Robert C. Gorbea; Secretary
George W. Gibbons; Educational
Director W. J. Dunningan; Engine
Delegate Alton Green; Steward Dele
gate Stonewall Jackson. $15.25 in the
ship's fund. No disputed OT. Chairman
noted that the repair list was posted and
a safety meeting was held. Discussed the
importance of donating to SPAD. The
crew would like to know if a bus could
be on the dock to take the men to the
main gate in Boston. A vote of thanks to
the bosun for doing a good job on the
garbage detail. A vote of thanks to the
steward department for a job well done.
Observed one minute of silence in
memory of our departed brothers.
Next port Philadelphia.
•.
-
i
CAGUAS (Puerto Rico Marine
Mgt.), November 18—Chairman, Re
certified Bosun C. Gonzalez; Secretary
C. Rice; Educational Director H.
Calloe. Chairman discussed the
importance of donating to SPAD and
also for all crewmembers to read the
Log to keep up with what is going on in
the Union. Secretary just returned on
board afterthe Stewards Recertification
Program and reported about the new
fields that the Union is working in such
as Ocean Mining, Deep Sea Fishing and
the crewing of three more LNG tankers
from foreign crews. $70 in ship's fund. A
vote of thanks to the steward
department for a job well done.
WESTWARD VENTURE (Interocean Mgt.), November 23—Chairman,
Jack W. Edward; Secretary Alva W. McCullum; Educational Director Joseph
Quintello. No disputed OT. Chairman
noted the supplement in the October
Log on the Export Administration Act
of 1979, the importance of the Alaskan
Oil and jobs for West Coast sailors. A
discussion was held and questions were
answered. Also discussed was the
' importance of donating to SPAD. A
vote of thanks to the steward depart
OVERSEAS VIVIAN (Maritime ment for a fine Thanksgiving dinner.
Overseas), November 4—Chairman
J. L. Bass; Secretary H. W. Roberts;
GREAT LAND (Interocean Mgt.),
Educational Director C. 1. Coello; Deck November 25—Chairman, Recertified
Delegate Cal Smith; Engine Delegate Bosun J. A. Lewis; Secretary G. Pretare;
Dean Dobbins; Steward Delegate Educational Director M. Stover; Engine
Walter Cutter. No disputed OT. Chair Delegate John" A. Sullivan. Chairman
man reported that the ship was due to explained the official SIU Ship's
arrive at the Panama Canal Zone on minutes to the crew. The ship has just
Friday and then proceed to Corpus sailed through a very rough storm and
Christi, Texas to unload. Educational the entire crew is to be commended for
Director urged all those who qualify to good seamanship. Educational Director
go to Piney Point to upgrade and to has informed crew that he has all the
better yourself because it is in your best applications for upgrading and urged all
interest as well as the Unions. A letter members who qualify to sign up. No
was received from headquarters and was disputed OT. Next port Anchorage.
posted on the bulletin board for aU to
read. A vote of thanks to the steward
JACKSONVILLE (Sea-Land Ser
department for a job well done. Next vice), November 25—Chairman, Re
port Corpus Christi.
certified Bosun Antoine Kerageorgiou;
OVERSEAS NATALIE (Maritime Secretary S. Pistak; Educational Direc
Overseas), November 4—Chairman, tor J. Burkette; Deck Delegate Antonio
Recertified Bosun F. H. Johnson; Romero. Some disputed OT in deck and
Secretary C. A. Guerra; Educational steward departments. Chairman held a
Director L. T. Moss; Engine Delegate discussion on the importance of donat
E. Kent; Steward Delegate P. Baker. ing to SPAD. Educational Director
$232 in ship's fund. No disputed OT. discussed the need for safety at sea.
Chairman held a discussion on upgrad Asked everyone to report if they have
ing and the importance of donating to any special health problems so that the
SPAD. Crewmembers were also re proper medications can be kept on
minded that there is no smoking on deck board in case of emergency. A vote of
while the ship is loading or unloading. A thanks to the steward department for
vote of thanks was sent from the good feeding and balanced menus. Next
Captain and officers for the good and port Elizabeth.
tasty food and work being done by the
PUERTO RICO (Puerto Rico Ma
steward department. Observed one
rine
Mgt.), November 24—Chairman,
minute of silence in memory of our
Recertified
Bosun J. Corder; Secretary
departed brothers and sisters. Next port
H. Ridgeway; Educational Director C.
Panama.
Mainers. No disputed OT. Chairman
SEA-LAND TRADE (Sea-Land discussed the importance of donating to
Service), November 25—Chairman, SPAD and suggested that all members
Recertified Bosun L. Suchocki; Secre should take advantage of Piney Point. A
tary C. Gray; Educational Director J. request was made for the pantry, lounge
Greenfield; Engine Delegate Michael and messhall to be kept clean at night. A
Mifferd; Steward Delegate Lawrence R. vote of thanks to the steward depart
Haney. No disputed OT. Secretary ment for a job well done and a vote of
reported that everyone had enjoyed a thanks for a wonderful Thanksgiving
nice Thanksgiving day. Compliments day dinner.
were extended from the officers and
DELTA BOLIVIA (Delta Steam
crew for the fine Thanksgiving dinner
ship), November 25—Chairman, Re
that was served. Next port Seattle.
certified Bosun S. Jandora; Secretary
EL PASO SOUTHERN pi Paso M. Sospina. No disputed OT. Chairman
Marine), November 25—Chairman C. noted that a repair list has been made up
Leahy; Secretary T. Navorre; Educa and if any additional repairs are
tional Director R. Dizon; Deck Dele necessary to let him know. Also if there
gate Paul Butterworth. Secretary held a are any unsafe conditions existing
discussion on how important it is to aboard ship please bring them to the
keep the jobs in the steward department. attention of the department heads.
Some disputed OT in deck department. Secretary gave a vote of thanks to all
A vote of thanks to the steward crewmembers for their cooperation
during the voyage. The Chief Cook was
department for a job well done.
thanked for the best Thanksgiving
JEFF DAVIS (Waterman Steam
dinner menu ever put out.
ship), November 11 —Chairman, Recer
tified Bosun George E. Annis; Secretary
HOUSTON (Sea-Land Service),"^
R. Collier. $680 in ship's fund. No November 7—Chairman, Recertified
disputed OT. Captain and port officials
Bosun Julio Delgado; Secretary H.
were very pleased with port payoff and
Ortiz. No disputed OT. Chairman urged
voyage sign on. It was noted that the everyone to upgrade so we can live with
catwalk has to be repaired,it is unsafe for the new technology of new ships. Piney
walking. A vote of thanks to the Point has the classes available so take
chairman for trying to rent new movies advantage now. Secretary discussed the
for the crew. Also a vote of thanks to the importance of donating to SPAD. A
steward department for a job well done. vote of thanks to the steward depart
Next port Suez.
ment for a job well done.
LNG TAURUS (Energy Transport),
November 3—Chairman, Recertified
Bosun T. Brooks; Secretary F. Costango; Educational Director G. B^nous; Deck Delegate Clarence Burgo;
Engine Delegate Mark Freeman; Stew
ard Delegate Pat Geary. No disputed
OT. Chairman reported that everything
is running smooth and that the recrea
tional tournaments are all underway
and the SIU members are making a
good showing. Although we have lost
two games to the Bontang All StarsSoftball—the crewmembers have enr
joyed the fun and after game refresh
ments. A vote of thanks to the steward
department for a job well done. Next
port Nagoya.
Official ship's minutes were also
received from the following vessels:
DELTA MEXICO
DELTA AFRICA
LONG BEACH
ST. LOUIS
POET
DELTA COLUMBIA
OGDEN WILLAMETTE
BROOKS RANGE
SEA-LAND PRODUCER
WALTER RICE
EL PASO ARZEW
POINT JUDY
SEA-LAND TRADE
STUYVESANT
TRANSCOLUMBIA
^
OGDEN LEADER
SEA-LAND COMMERCE ia
SEA-LAND EXCHANGE 7
JOHNPENN
DELTA MAR
ULTRASEA
OVERSEAS VALDEZ
PENNY
ODQEN CHAMPION
OVERSEAS JOYCE
OVERSEAS OHIO
MOBILE
AGUADILLA
MT. VERNON VICTORY
OGDEN MERRIMAC
POINT SUSAN
DELTA SUD
PHILADELPHIA
SEA-LAND FINANCE
NEWARK
OGDEN CHALLENGER
TAMPA
SEA-LAND CONSUMER
SUGAR ISLANDER
DELTA PARAGUAY
BAYAMON
OGDEN COLUMBIA
SEA-LAND GALLOWAY
COVE RANGER
ARECIBO
CAPRICORN
THOMAS NELSON
SAMUEL CHASE
ROBERT E. LEE
PANAMA
OVERSEAS ANCHORAGE
OGDEN LEADER
MONTICELLO VICTORY
MARYLAND
GOLDEN MONARCH
DELTA PERU
OVERSEAS HARRIETTE
ALLEGIANCE
ROBERT TOOMBS
COVE ENGINEER
CAROLINA
SEA-LAND PRODUCER
ANCHORAGE
WORTH
36 / LOG / January 1980
•. ;
;• • • i;
•
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/.
A Beautiful Cruise on SiU's 4 W.C. Passenger Ships
r|nHE port of San Francisco
just one of many of the
great ports called on by the 55"
Santa Marianna (Delta Steam
ship Co.).
The beautifully appointed
passenger vessel, along with her
sister ships Santa Maria, Santa
Magdalena and Santa Mercedes,
came under contract to the SIU
when Delta bought them from
Prudential-Grace Lines.
The Log visited the Santa
Marianna Sind her passengers
and crew as the ship prepared to
depart for Los Angeles and then
on to Carribean and South
American ports of call. Passen
gers can expect to have a wonder
ful time on the journey with all
their needs being handled by the
many experienced hands in the
steward department. Also, the
SIU deck and engine gangs can
be counted on to keep things
running in an orderly fashion all
during the cruise.
All in all, a good time is had by
all on one of these cruises for
passengers and crew.
lit,
•,
-jr
Delta Line's Santa Marianna is docked at the pier in San Francisco awaiting cargo and passengers before sailing to Los
Angeles and South American ports.
_
Crewmemb^rs gather in the ship's mess hall to discuss the latest issues of interest with their Union representatives.
Clockwise from the left are: Jack Sutton, wiper; Jay Siegal, plumber; Jon Anderson, wiper; G. E. Miller (hidden behind
Anderson) and Bob Lee, FOWTs; George McCartney and Gentry Moore, SIU Representatives, and Herwood Walters, bos'n.
Carmen Edgley (I.) and William Solomon took time out from lunch to pose for this
photo, Carmen is a waitress; while William, a.k.a. "King Solomon (shown here in
his fighting stance), is the ship's third baker and a potential heavyweight champ.
Enjoying a chat between cruises are (I.
to r.) Larry Bunnell, crew messman; C.
Tufaro, carpenter, and George Har
rison, oiler.
.
Passengers and crew alike enjoy fine meals while on board theSanta Marianna, a
large part of the credit for this goes to Chef Henry Planel (left) and Chief Cook
Alfonso Campanella.
January 1980 / LOG / 37
/
�Here is the tentative schedule of upgrad
ing courses to be held at the Lundeberg
School in 1980. As you can see, the School
is offering a wide range of programs for all
ratings, both for deep sea and inland
members.
SlU members are reminded that thfs
L
FOWT
• V-
•v
Marine Electronics
Refrigeration Systems maintenance
& Operations
March 31
August 4_
•r
November 10
Pumproom Maintenance & Operation
January 7
March 31
May 12
July 7
September 15
October 27
Diesel Engineer (Regular)
•
A Seniority Upgrading Program
January 7
February 4
March 10
April 7
May 5
June 9
July 7
August 11
September 8
Octobers
November 10
December 8
•lifeboat'-y'v
'•: M •
/
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Towboat Operator
January 21
Towboat Operator Scholarship Program
January 7
April 7
July 7
September 2¥'' .
Celestial Navigation
March 17
August 4
'
-y
:r
January 3
January 17
January 31
February 14
February 28
March 13
March 27
April 10
April 24
May 8
May 22
June 5
June 19
July 3
July 17
July 31
August 14
August 28
September 11
September 25
October 9
October 23
November 6
November 20
[^cember 4
December
18
,=FUT/..'
These courses
will be
scheduled as
needed to
accomodate
applicants.
Assistant Cook
y:
-1 I
.y '
Cook & Baker
Octobers
', /
- "•
Tankerman
May 12
^
September 15
I
i
'V .••WfPrSi' ""
Engine Room Automation
: jy
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April 14
June 9
October 27
i.:, ,
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--f y-.-vw'.
-vr'
February 11
•
February 11
April 7
August 11 —
• •^
Conveyor
Quartermaster
Bosun Recertifiaation Program
•'
March 3
July 7
October 27
Diesel Engineer (License)
A St Class Pilot
January 7
Maroh 10
May 12
July 14
September 8
October 13
February 18
June 23
September 29
February 18
June 23
September 29
January 3
January 31
March 27
April 24
May 22
June 19
July 17
August 14
September 11
November 6
Steward Recertification Program
January 7
May 12
August 18
Marine Electrical. Maintenance
Welding
••. -•?&•;
..-T-
; V..-
January 17
March 13
April 10
May 8
July 3
July 31
September 25
October 23
November 20
»
••yC"
1
January 3
May 22
September 25
QMED
tr-'-j i5^- r r-'.
Able'Seaman
January 7
February 4
March 31
April 28
May 26
June 23
July 21
August 18
September 15
November 10
LNG
-r-
Starting Dates
Course Name
Starting Dates
Course Name
•J
'm
schedule is tentative. In other words,
courses may be changed or cancelled de
pending on response from the member
ship. So think about upgrading this year.
And get your applications in early to
assure yourself a seat in the class of your
choice.
-4^
March 3
May 26
October 13
.Chief Cook
Chief Steward
" '
' y" i
.
38 / LOG / January 1980
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�Why Not Apply for an HLS Upgrading Course Now!
HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION
(Please Print)
"16".
if.
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Name.
Date 6f Birth.
(Last)
(First)
Mo./Day/Year
(Middle)
Address
(Street)
i
\ ' J-
(City)
(State)
Deepsea Member Q
(Area Code)
Lakes Member •
InIand Waters Member •
. Seniority.
Book Number
Date Book
Was Issued.
Port Presently
Registered In.
Port Issued
Endorsement! s) or
License Now Held.
Social Security #,
Piney Point Graduate: • Yes
No • (if yes, fill in below)
Entry Program: From.
to.
(dates attended)
Upgrading Program: From,
Telephone.
(Zip Code)
Endorsement(s) or
License Received .
to.
(dates attended)
bo you hold a letter of completion for Lifeboat: • Yes
Nod
Firefighting: • Yes
No •
Dates Available for Training.
I Am Interested in the Following Course(s).
• Tankerman
• AB 12 Months
• AB Unlimited
• AB Tugs & Tows
• AB Great Lakes
• Quartermaster
• Towboat Operator
Western Rivers
0 Towboat Operator Inland
• Towboat Operator Not
More than 200 Miles
Q Towboat Operator (Over
200 Miles)
O Master
• Mate
Q Pilot
STEWARD
ENGINE
DECK
• FWT
• Oiler
•
•
•
0
0
0
0
QMED - Any Rating
Others
Marine Electrical Maintenance
Pumproom Maintenance and
Operation
Automation
Maintenance of Shipboard
Refrigeiration Systems
0 Diesel Engines
0 Assistant Bigineer (Uninspected
Motor Vessel)
0 Chief Engineer (Uninspected
Motor Vessel)
0
0
•
0
•
Assi stant Cook
Cook & Baker
Chief Cook
Steward
Towboat Inland Cook
ALL DEPARHMENTS
0
0
0
0
0
LNG
LNG Safety
Welding
Lifeboatman
Fire Fighting
^
RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service,
whichever is applicable.)
VESSa
RATING HaD
DATE SHIPPED
DATE OF DISCHARGE
DATE
SIGNATURE
RETURN COMPLETED APaiCATION TO:
LUNDEBERG UPGRADING CENTER.
PINEY POINT, MD. 20674
January 1980 / LOG / 39
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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
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 1980
Description
An account of the resource
Headlines:
OCEAN MINING BILL SURGES THRU SENATE
SIU SUPPORTS EXTENSION OF WAR RISK INSURANCE FO 5 YEARS
PAUL HALL HOSPITALIZED: MEMBERSHIP AUTHORIZES FRANK DROZAK TO CARRY OUT DUTIES OF PRESIDENT
CARTER ORDERS HALT OF GRAIN SHIPMENTS TO SOVIET
SAFETY RECORD OF FOREIGN CREWED CONVENIENCE FLAGGERS PITIFUL
CONGRESS SETS $227B WINDFALL TAX ON BIG OIL, BUT...!
SIU'S SALTIEST DISPATCHER, BARBARA RUGGIERI, RETIRES
COAST GUARD SETS NEW REGULATIONS ON LIFEBOATS
MEANY, LABOR'S GREAT MAN, IS DEAD AT 85
390,000 TON UST PACIFIC CREWED
MURPHY WANTS BILL TO EXTEND USPHS USE TO RETIRED SEAMEN
SIU CREW SAVES FISHERMEN FROM STURGEON BAY STORM
SMOOTH SAILING ON NEWLY CRWED LNG SONATRACH
3 SIU TUGS FREE LIBERIAN SHIP HARD AGROUND IN BALTIMORE
THE SIU IN WASHINGTON
U.S. TANKERS NOW CARRY ONLY 2.8% OF OUR IMPORTED OIL
U.S. FLEET DECLINES; BUT OVERALL CAPACITY HITS RECORD TONNAGE
SIU'S 14TH LNG, VIRGO, IS READY FOR ACTION
1979 - MORE JOBS, INCREASED BENEFITS FOR SIU MEMBERS
SOME GOOD CHEER FOR THE NEW YEAR FOR DRYDOCKED SEAFARERS:
NMC PROPOSES $11.7B FOR MARITIME IN '80S
MARINE ELECTRONICS SEAFARERS ARE ACCEPTING THE CHALLENGE
MID-EAST CRISES FOCUS NEED FOR BEEFED UP U.S. FLEET
WASHINGTON, D.C.: THE LONG & OFTEN TURBULENT VOYAGE OF A BILL THRU CONGRESS
TAX TIME AGAIN, UGH!
LONG-TRIP TAX PROBLEMS
3RD OF 11 NEW G&H TOWING TUGS GOES INTO SERVICE
SEAMEN'S MOVEMENT HAS HAD MANY HEROES... BUT NOT ALL OF THEM HAVE BEEN SEAMEN
SAGA OF THE R/V ANTON BRUUN, PART III
A BEAUTIFUL CRUISE ON SIU'S 4 W.C. PASSENGER SHIPS
1980 RESOLUTION
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
1/1/1980
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Identifier
An unambiguous reference to the resource within a given context
Vol. 42, No. 1
Type
The nature or genre of the resource
Text
1980
Periodicals
Seafarers Log