Seafarers Log: Vol. 43 No. 2 (1981-02-01)

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T

Frank Drozak

PREsidENT^ REPORT
HE state of today's American
maritime industry can best be
described in a military term—
condition'red alert.'

Our industry is approaching a crisis
level. And unless there.are some funda­
mental changes in government policies
toward U .S. maritime—and very soon—
the American flag is in very serious
danger of disappearing from the world's
.sealanes. ^

The threat to our industry goes far, far
beyond the immediate threat to the jobs
of thousands upon thousands
American workers on ships, in shipyaT|[s and in related industries.

Very simply, an America without an aa^quate merchant marine,
capable of carrying a significant share of all vital cargoes and
capable of serving as an effective military auxiliary to the Navy in
peace and war, is an America that can be isolated. Ahd in today's
world, isolation means economi'c and political disaster.

The mood of the country today is to talk tough about America's
interests worldwide. But all that tough talk is just a lot of hot air
without the logistic seaborne capability to back up those words.

Our nation needs ships to be strong. Successive Congresses and
Administrations have chosen for the most part to overlook this
fact. The stakes are too high for this country to continue to sweep
the plight of the maritime industry under the rug.

The time is now for the Reagan Administration and the new
Congress to act forcefully and quickly to reverse the decline of our
industry.

We in the SIU are prepared to work with Congress to enact the
needed legislation into law. We have laid out a five point program

of action, which, if passed, will propel the American fleet to the
forefront of world maritime shipping.

This five-point program has the support of the AFL-CIO Ad
Hoc Committee on Maritime Industry Problems. This committee
is made up of the key seagoing unions. The program also has the
support of AFL-CIO President Lane Kirkland, who chairs the Ad
Hoc Committee.

These programs, which we now call on Congress to enact, are
reasonable, achievable answers to the nation's maritime problems.
In brief, these programs seek:
• A commitment to revitalize the virtually non-existent U.S. dry

bulk fleet, by guaranteeing a fair share of exported coal for
American ships.
' • Greater use by the U.S. Navy of the private merchant fleet for
routine auxiliary functions, and a transfer of operation and
construction of auxiliary support vessels to the private sector.

• An easing of stifling over-regulatiop of U.S. maritime, and
revision of tax laws that will encourage companies to build ships in
America instead of overseas.
• Negotiation of bilateral trade agreements, particularly with

developing countries that include guarantees of an equitable share
of U.S. international cargoes for U.S.-flag ships.
• Ratification by the U.S. of the United Nations Conference on

Trade and Development's proposed code of liner conduct, which
would guarantee 40 percent of all liner cargoes in the foreign
trades for U.S. ships.

What must be remembered here is that these are not programs we
would like to have. They are strong, accurate initiatives we must
have if America expects to have a merchant fleet in the future.

At the same time, we in the SIU are' not naive. We realize there
are many people in government and in the multinationals who
would just as soon see the flags of Liberia or Panama flying in our
harbors instead of the Stars and Stripes.

But we are ready for the battle. And I am extremely confident it's
a battle we are going to win.

New Commerce Sec. Advocates Bilateral Shipping Pacts
As he begins the task of

administering the programs of
ythe huge and unwieldy Com­

merce Department, Malcolm
Baldridge, the new Commerce
Secretary, has the hopeful eyes of
the maritime industry upon him.

Little is known as yet about
Baldridge, who calls himself "a
complete newcomer to .Washing­
ton." But some of the statements
he made during his Senate
confirmation hearing last month
give indications of the shape U.S.
maritime policy will take during
the tenure of the Reagan
Administration.

"I think this country needs a
strong merchant marine,"
Baldridge told his Senate
Commerce Committee exami­
ners. "In recent years we've been
falling behind, we've got to stop
that."

Responding to a question by
the new Senate Commerce
Committee Chairman Robert
Pack wood (R-Ore.), Mr. Bald­
ridge pointed to bilateral
shipping agreements as one
method of revitalizing the U.S.
merchant fleet.

"This country has been against
bilateral agreements in the past

and for good reasons," said
Baldridge. "However, most of the
rest of the world seems to be
headed toward bilateral agree­
ments. Perhaps, whether we like
it or not," the new Commerce
chief added, "we should investi­
gate that direction."

Later oh in the Jan. 6
confirmation hearings, Baldrige
returned to the issue of bilateral
agreements. (The SIU has long
been a vocal advocate of such
agreements which the Union
believes are necessary to keep the
U.S. merchant marine afloat.)

"I think we should have a
strong merchant marine,"
Baldrige said in reply to a
question from Slade Gorton (R-
Wash.), the new chairman of the
Senate Subcommittee on Mer­
chant Marine. "The only thing
standing between the U.S. and a
viable merchant marine,"
Baldrige added, "is rnoney and
bilateral treaties."

Baldrige, who was unani­
mously endorsed for confirma­
tion by the Senate Commerce
Committee was confirmed by the
full Senate and sworn in as
Secretary of Commerce after

Ronald Reagan's inauguration.
He takes charge of a Commerce
Dept. which has 30,000 em­
ployees and oversees, among

other things, the National Fire &
Control Administration, the
Census Bureau, forecasting the
weather and registering patents.

Former Labor Secy Marshall
to Toil lor AFL-CIO Unit

Ray Marshall, former secre­
tary of Labor under the Carter
Administration, has accepted a
part time role with the Industrial
Union Department Institute of
the AFL-CIO. -

Marshall, who proved himself
a true friend of the labor move­
ment during his tenure with the
Carter White House, will lend his
considerable experience and
knowledge of government and
regulatory policies toward the
development of ecomomic and
social issues affecting workers.

Prior to the announcement of
Marshall joining the AFL-CIO
team, the labor movement hon­
ored him at a reception at AFL-
CIO headquarters in Washine-
ton, D.C.

Ray Marshall has been a man
who has stood with us on every
basic and important objective of
the trade-union movement,"
AFL-CIO President Lane Kirk­

land said at the reception.
"He's fought with us. He's been

our friend and our co-worker,
come fair weather or foul. And
we in the trade union movement
have a tradition that we do not
forget our friends."

Several hundred friends of
Marshall in both government
and the labor movement listened
as he thanked them for their
support during the past four
years. He said that he intends to
continue to "work for the things
that we fought for" during the
Carter Administration, whose
labor record he called the best of
any Administration since Frank­
lin Roosevelt's New Deal.

Vice President Walter Mon-
dale, who also addressed the
gathering, said that "the measure
of a government that cares and
responds to the needs of working
men and women will be the
record left by Ray Marshall.

Change of address cards on Form 3579 should be sent tb Seafarers International Union Atlantic fiulf i aUoc =.r.H i i . , MT
11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 43. No. 2. February"1981 (ISSN #01M-204^^ District. AFL-CIO. 675 Fourth Ave.. Brooklyn. N.Y.

2 / LOG / February 1981



Navy Stonewalling Use of Private Sector
In recent months, the relation­

ship between the U.S. Navy and
the private merchant marine has
come under close scrutiny. Lead-
ing American figures, from,
President Ronald Reagan on
down, have stated publicly that
the maritime industry and the
Navy must develop a close
working relationship if this
country's seapower is to be
strengthened and revived.

President Reagan alluded to
this lack of co-operation during
the recent Presidential campaign.
He issued a seven point program
which stated, among other things,
that Americans "must insure that
tli^re^ ^s active co-operation '
between the Navy and the mer­
chant marine and the govern­
mental departments responsible
for each."

Differences between the Navy
and the maritime industry have
arisen over a number of issues.
These differences tend to boil
down to the following phil­
osophical question: what role, if
any, is the private sector mer­
chant marine supposed to play in
providing auxiliary naval sup­
port?

Perhaps the most drawn out
^ disagreement has arisen over the

management of the Military

Delta Que^
"Life"

Extended to
1988

SIV-contracted Delta Queen
(Ddta Queen Steamboat) will be
allowed to delight passengers at least
through 1988.

Exemptions for operation of the
famous steamboat that plies the
Mississippi River would have ex­
pired in 1983. But legislation passed
late in the last Congress has ex­
tended that time to 1988.

A Coast Guard law required a
certain amount of steel in the
superstructure of vessels like the
Delta Queen. However, the historic
riverboat is constructed of wood.

Senator Russell Long (D-La.),
who sponsored the recent legisla­
tion said that the ship had under­
gone rewiring, boiler retubing, hull
replating, deck replacement, and
other renovations. He added that
"all fire safety equipment-is main­
tained to meet quarterly inspection
specifications by the U.S. Coast
Guard."

Further, in 1979 when President
Carter and his family vacationed
on the vessel, the ship passed a strict
safety inspection conducted by the
Secret Service, Long said.

Sealift Command. The Navy has
tended to discourage private
participation in the program.
Industry officials estimate that a
good number of the nearly 150
auxiliary vessels that are pres-

' ently operated by the Navy could
be leased out to private com­
panies. Were the Navy to utilize
long-term leasing programs, new
vessels could be manned and

, built by the private sector at
substantially lower costs.

When asked about their re­
luctance to utilize private sector
expertise. Navy officials have
questioned the private industry's
ability to adequately man the
vessels. These same officials also
produce cost estimates that
contradict the findings of private
economists.

Navy Hides Costs
The cost estimates that the

Navy likes to refer to, however,
tend to distort the overall picture
by underestimating or even
hiding actual costs.

One such hidden cost can be
traced to the manner fn which the
Navy determines its own pension
liabilities. Agencies of the federal
government do not fall under the
provisions of ERISA. These
agencies are therefore free to use
less stringent accounting figures
to project their own pension
liability costs.

The private sector has proven
over and over again its ability to
adequately carry out Naval
auxiliary duties. Most recently,
the S.S. Washington, a Hudson
Waterways vessel, was highly
praised when it participated in
NATO exercises late last year.

Many experts^ including Peter
Luciano, director of the Trans­
portation Institute, a highly
respected non-profit organiza­
tion aimed at promoting mari­
time research and development,
feel that the Navy is not getting
the most out of its limited
resources when it tries to exclude
private sector participation in
naval auxiliary planning. The
money that the Navy uses to
build and operate support vessels
could be better used''in securing
badly needed combat vessels.

The reluctance of Navy offi­
cials to utilize private sector
expertise has not helped the
American flag merchant marine.
That damage, however, has been
compounded by the inability of
competing governmental agen­
cies to work closely with the
maritime industry to establish a
firm set of priorities.

The maritime industry is sub­
ject to a dizzying number of

governmental regulations. More
than 70 different Federal Agen­
cies issue regulations that must be ~
followed. Often, companies must
submit the same licensing ap­
plication to several different
agencies, any one of which can,
and usually does, hold up ap­
proval. These delays have sub­
stantially increased transporta­
tion costs.

While the federal government
has been busy regulating the
American flag Merchant Marine
out of existence, it has allowed
numerous tax and safety loop­
holes to stand which make it
profitable for owners to use
foreign flag vessels.

duties admirably.
Experts now doubt if the

American flag Merchant Marine
is large enough to support the
Nayy in any major international
crisis.

The American flag Merchant
Marine has deteriorated to the
point where Americans must rely
on foreign countries to transport
95% of their ocean-borne com­
merce.

It is therefore imperative that
the Navy and what remains of the
maritime industry work closely
to reverse some disturbing trends.

The gradual extinction of the
American flag Merchant Marine
by governmental neglect and
mismanagement would not be so
unfortunate were not the welfare
of the country endangered so.

The Merchant Marine has
been traditionally called the
Fourth Arm of the American
Defense System. During World
War I, World War II, the Korean
War, and the Vietnam War, it
performed its naval support

The" Navy could begin by
utilizing private sector expertise
in the Military Sealift Command
program. It could also stop
leasing and purchasing foreign
flag vessels when it can easily
procure readily available Ameri­
can vessels. ,

Recently, the Navy bought the
British flag RA F Lynes. It plans
to lease six vessels from Hansa, a
bankrupt German company,
once it gets permission from the
Maritime Administration to do
so.

Wilmington Members Hold
Services for Lost Poet Crew

Memorial services for the 34 crew
members lost aboard the S.S. Poet,
were held on January 22,1981, at the
Maritime Museum in San Pedro,
Calif.

Luige Jo vino, SIU port agent and
staff, along with 40 SIU members
were in attendance. Also present at
the services were; Clyde. Dodson,
Port Agent, MEBA-Dist. 1, Msgr.
Tom Keifer, of the Archdiocese of
San Pedro, Fathers Bartlett and
Moses of the Seaman's Church
Institute and members of Dist. 1 and
Diet. 2—MEBA, and MM&P.

Bro. Dodson called the final roll
call of our departed brothers. Fathers
Bartlett and Moses read passages
from Scripture.

The ship's bell, salvaged from the
battle cruiser USS Los Angeles was
tolled eight times, the knell and "end
of watch" for our departed brethren.
The service was then adjourned to
pier-side and while Msgr. Keifer
read a prayer a wreath was tossed
into the waters.

"I sought my death, and found it
in my womb.

I looked for life, and saw it was
a shade;

I sailed the seven seas, and knew it
was my tomb.

And now I die, and now I was but
made.

My glass is full, and now my glass
is run.

And now / live, and now my life
is done."

Monsignor Tom Keifer reads from the bible as Wilmington Agent Luigi lovino
listens at the wreath ceremony in honor of our lost brothers on the SS Poet. Similar
rites were held in New York and Philadelphia.

February 1981 / LOG / 3

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SlU Crews Conference to Convene in April
Rspending to the upcom­

ing deep sea Crews Con­
ference, scores of Seafarers
have already returned the
questionnaires sent to their
homes by the Union last
month.

The deadline for return of
the questionnaires, which are
also available at all Union
Halls, is Mar. 15, 1981.

The questionnaires cover
the topics that will be dis­
cussed at the Crews Confer­
ence set to be held the week of
Apr. 20 at the Seafarers Harry
Lundeberg School of Sea­
manship in Piney Point, Md.

These topics include such
items as education and train­
ing; legislation; shipboard
meetings and membership
communication; the SlU Con­
stitution; Pension, Welfare
and Vacation Plans, and the
SlU Contract and Shipping
Rules.

You are urged to make your
opinion known on these im­
portant topics. So if you have
not returned the question­
naire, please do so immedi­
ately.

The purpose of the Confer­
ence is to help the SlU p/an for
the 1980's, as well as for the
upcoming A&G deep sea con­
tract negotiations.

The three-year deep sea
Tanker and Freighter/Pas­
senger Agreements that were
signed in 1978 expire on June
15 of this year.

The Crews Conference will
be attended by 69 elected

Smilin' Frank Prisock, chief pumpman
on the Coye Ranger, flashes his pearly
whites for his friends and shipmates
throughout the SlU.

4 / LOG / February 1981

delegates representing all
ports and the three shipboard
departments.

The rank and file delegates,
23 from each department, wiH

year's activities in each of the
ports, representatioii will be
as follows: New York, 12; New
Orleans, 6; Houston, 6; San
Francisco, 6; Baltimore, 3;

be elected at a special meeting Boston, 3; Detroit, 3; Jackson-
to be held at 2:30 p.m. on Apr.
16 at the ports of the SlU,
Atlantic, Gulf, Lakes, and
Inland Waters District.

Based on shipping and
registration and the past

ville, 3; Mobile, 3; Norfolk, 3;
Philadelphia, 3; San Juan, 3;
Seattle, 3; Tampa, 3; Wilming­
ton, 3; St. Louis, 3; and Piney
Point, 3.

If any port fails to elect its

SlU Faces in the Crowd.....

quota, then Headquarters will
hold a special meeting on Apr.
17 at 2:30 p.m. to elect that
port's quota.

Following are the qualifica­
tions a deep sea member must
meet if he or she wishes to be
elected as a delegate: (Proof
of these qualifications must be
produced at the special meet­
ings held on Apr. 16, and if
necessary, on Apr. 17).
• Possess a full book with

"A" Oceans Seniority in good
standing.

• Have 24 months seatime
with SlU-A&G contracted
deep sea operators in ratings
above entry.
• Have at least 90 days of

such employment in the per­
iod from Apr. 1,1980 to Apr. 1,
1981.

"Seatime" will be consid­
ered as any time for which
contributions have been made
toward Pension and Welfare
eligibility.

In talking about the Crews
conference, SlU President
Frank Drozak said that "the
input of the membership at
this Conference is an absolute
necessity if we are to meet the
challenge that the coming
years will bring to our Union
and to the whole maritime
industry."

Conference delegates will
be aided in making recom­
mendations by the responses
of the members in the ques­
tionnaires. That is why it is so
important that you fill out and
return this form.

Doing some welding In the engine room
of the Cove Ranger prior to setting sail is
Mack Philip, wiper.

•"it-;.--



John Dwyer Retires After 27 Years With SiU
NEARLY three decades ago,

Johnny Dwyer's enemies
hung him in effigy from the West
Side Highway in downtown
Manhattan. His friends on the
docks warned him to watch
where he went. One of his friends
was shot dead as he walked out
the front door of his house on his
way to work.

The purpose of this article is to
announce Johnny Dwyer's retire­
ment after 27 years of loyal
service with the SIU as a Welfare
and Pension representative. He's
probably one of the best known
faces in the Union, having doled
out more than his share of wit,
Irish charm and cigar smoke to
the membership from the counter
at the Brooklyn union hall.

But Johnny Dwyer's story of
courage, maybe mixed in with a
bit of craziness, starts in 1935
when he began working as a long­
shoreman on Manhattan's West
Side. He was a hard working,
aggressive, tough kid from Green­
wich Village and he worked his
way up to some of the top jobs on
the docks. He worked just about
every job, including the hole,
hi-lo driver, hatch boss, hiring
boss and dock superintendent,
directing the loading and unload­
ing of ships.

He spent the War in the Navy.
Then in 1953 he had to make
probably the toughest decision in
his life. At that time, George
Meany threw the ILA out of the
old AFL for racketeering.

He could have kept his mouth
shut and continued working in

Fcraonate
Walter Nathan Fleishman

Please contact, your wife, as soon as
possible, at 3309 Cobb Street, Dallas,
Texas.

Robert Allen Masters
Please Contact Jack Bluitt at the

Algonac haU (313) 794-9375, or Mr.
Victor Hanson (313) 532-1220.

\ Richard Tapman
Please contact, your wife, at 2000

Ramblewood Road, Baltimore, Md.
21239, as soon as possible.

Albert (Abby) Bluitt
Please contact, your mother, urgent.

Tel. (516) 668-2366.
Caspar Martinez-Alfred Jones-

Baldwin Augustin ^
Please contact, James Terry, 2086-

2nd Avenue, New York, N.V. 10029, as
soon as possible.

Donald E. Dates
Please contact, your brother, Bryan

Gates, as soon as possible. Business
phone (202) 363-1300—Home phone
(202) 265-7805.

Daved A. McKinley
Please contact, your daughter, Anna

Roxann, urgent. Tel. (212) 429-2443 or
contact Anna Napoli at 72-45 Calamus
Avenue, Woodside, N.Y. 11377.

Here's Johnny Dwyer in a familiar pose behind the counter at the hail in Brooklyn.
This photo was taken the day before he retired.
the best, highest paying jobs on
the docks. He didn't, and put his
life on the line in the process.

With the help of Meany, ILA
officials Larry Long and Buster
Slaughter from the Great Lakes
pulled Iheir division out of the
ILA, creating a new union known
as the International Brotherhood
of Longshoremen.

Meany enlisted the support of
many New York area labor
leaders, including Paul Hall, to
help the IBL get a foothold in the
busiest pbrt in the world.

Dwyer was well known on the
docks as an honest straight-
shooter. He threw his lot in with
the new IBL. He initially met
with Paul Hall, Teddy Babkow-
ski and other leaders at the St.
George hotel in Brooklyn to
discuss strategy. The first move
was Dwyer's own Local 895.
Within weeks, an election was
held in his local with a near

way. But Paul Hall and the SIU
are the only ones who did."

With the SIU's help, Dwyer
and others from the IBL suc­
ceeded in getting an election for
the entire Lakes and the port of
New York—22,000 longshore­
men. It was a tough campaign,
filled with threats and animosity.
In the end, the IBL lost by 213
votes out of 22,000 cast.

It was a tough loss. But
considering the odds the IBL
were up against, it was almost an
incredible victory.

Dwyer remembers, "people
used to tell me I either had guts or
was just plain crazy. I still haven't
found out which."

After the IBL episode was
over, Dwyer came to work for the
SIU at the request of Paul Hall.
He's been here ever since, and
pitched in his talents on some of
the SIU's toughest beefs. He was
on the front lines in the Robin
Line beef, the Chicago Cabdriv-

But Johnny Dwyer is best
known in the SIU as just a nice
guy, someone who is always
willing and able to lend a hand or
a good word. He was also well
known at the USPHS hospital.in
Staten Island where he visited
beached Seafarers once a week
for years to give them their
benefits and do favors.

Just before he retired, John got
a letter from an old timer. In brief
it said: "If someone were to
compliment you on your work
you would probably say 'I'm j.ust
doing my job.' But in my
opinion you go beyond and I
wapt tQ express my apprecia­
tion."

That's the way most people feel
about Johnny Dwyer. He's a guy
that always does his job, but adds
a little something extra that
people appreciate.

unanimous vote to break away ers beef against the Teamsters
from the ILA and join the IBL. and the Hussman beef in Phila-

Dwyer recalls, "a lot of people delphia also against the Team-
promised to stick with me all the sters.

Looking back on his long ca­
reer with the SIU and as a long­
shoreman, Johnny Dwyer is most
proud of a sign that reads simply
"Pier 45." It's positioned down by
the dock in Piney Point near the
Zimmerman. Paul Hall had it put
there to say thanks. Pier 45, on
Manhattan's West Side, is where
Johnny Dwyer started out in
1935, and nearly pulled off a
miracle.

We all wish Johnny Dwyer
good health and smooth sailing
in his retirement. He's looking
forward to taking it easy after all
these years at his home in Floral
Park, N.Y. with his wife Mary.
He's also looking forward to
spending more time with his two
sons and four grandchildren.

Good luck and smooth sailing,
from all of us at the SIU:

Drozak to Chair
N.Y. Harbor

Festival Dinner

Chief Stewanf John Reed (right) stands alongside o| his ship, the ST Pisces
(Westchester Marine) with stoved Jn bow last month in the port of Jacksonville.
The tanker collided with a passing Liberian ship in the port of New Orleans in a
signals mixup.

SIU President Frank Drozak will
be dinner chairman for the mid-
April, 3-day annual N.Y. Harbor
Festival.

The festival's Labor Committee
hopes to get AFL-CIO President
Lane Kirkland to he the honored
guest speaker for the testimonial
fund-raising dinner. Last year, the
late SIU President Paul Hall was
honored.

The festival, which grew out of the
1976 Bicentennial Celebration's
"Operation (Tall Ships) Sail", raises
funds to promote New York's
Harbor.

Last July 4th, and on the same
date in 1976, the Tall Ships from all
over the ^^orld, sailed in parade in
N.Y. Harbor before thousands of
spectators.

February 1981 / LOG / 5



SIU Holds First Agents Confab of
THE SIU Executive Board

and Port Agents met earlier
this month in Florida to discuss
the progress of the Union since
the last Agents' Conference in
August and to target specific
goals for the immediate future.

SIU President Frank Drozak
presided over the day-long meet­
ing and led general discussions
on the upcoming deep sea con­
tract; the Union's Washington
activities; hew or changed train­
ing and upgrading requirements
and courses at Piney Point, and
the upcoming Crews Conference
in April.

The SIU executive Board of Ed
Turner (Exec. V.P.), Joe Di-
Giorgio (Sec.-Treas.) Leon Hall
(V.P. Atlantic Coast), Red
Campbell (V.P. Contracts and
Contract Enforcement), Mike
Sacco (V.P. Lakes and Inland
Waters), and Joe Sacco (V.P.
Gulf Coast) gave complete re­
ports on the activities in their
specific areas.

The Port Agents then were

SIU President Frank Drozak (second from right) opens up the first Agents Conference of 1981 in Florida. Also at the tabic arc.
from the left: Mike Sacco. vice president Lakes and Inland Waters: Joe DiGiorgio. secretary-treasurer, and Joe Sacco. vicn
president in charge of the Gulf

called upon to give a rundown of
activities in their ports, including
reports on shipping, finances,
payoffs and sign-ons, new con­
struction of boats or ships in their
areas, and any specific problems

. -..i;,-'-:- i-• •%> ^ 'V!

:.'X-

that might have arisen since the
last Agents meeting.

In addition, Carolyn Gentile,
administrator of the Welfare,
Pension and Vacation Plans;
Howard Schulman, SIU General
Counsel; Frank Mongelli and
Ken Conklin from the Lunde-
berg 85)1001, and Marianne Ro­
gers, national coordinator of the
SIU Political, Social, Welfare
and Training Program were on
hand to give rundowns on the
activities in their departments.

The Agents Conference also
hosted some special guests from
our brother unions in the SIUNA.
They included: Whitely Disley,

president of the Marine Fire­
men's Union; Paul Dempster,

wicz, president of the SIU of
Canada. '

In addition, Ray McKay,
president of MEBA District 2,
stopped by to reaffirm the close
ties and friendship of his Union
with the SIU.

In closing the Agents Confer­
ence, Frank Drozak pointed out
the crucial importance of com­
munication in running a smooth,
effective operation. He noted,
"we must communicate openly
and freely to keep each other
informed of what's going on
throughout the union so that we
can stop small problems from
becoming big problems, and so
that we can be totally coordi­
nated in our efforts on behalf of

Ray McKay, president of MEBA District 2.
address calling for unity and cooperation

gave tfie Agents Conference a rousing
between the SIU and MEBA District 2.

AFL-CIO Charges Chicken
The AFL-CIO has screamed fowl!

and put Perdue Farms inc., on the
"Unfair List" citing anti-union
practices by the chicken company.
The "Unfair" listing, which urges all
AFL-CIO members and affiliates
not to buy Perdue poultry products
is an interim measure until the
Federation calls for a national
boycott of the famous fryers,
expected by mid-month.

Perdue has been ruffling feathers
at the United Food & Commercial
Workers Union for what union
President William H. Wynn called
"an aggressive anti-union phil­
osophy." The company has bought
out "union processing plants, closed
them for 'modernization' and then
re-Opened them non-union," Wynn
said.

Wynn, who requested that the
AFL-CIO Executive Council add
Perdue to the "Do Not Buy" list.

isn't putting all his eggs in one
basket. The UFCW has launched its
own boycott and other activities
against the company throughout
Perdue's prime poultry markets in
the northeast.

The UFCW hatched its plan
against Perdue following an organ-

SlU-MEBA, D-2
The SIU and MEBA District 2

are now in the planning stages of
relnstltuting a joint educational
program.

When the many details are
worked out, District-2's upgrad­
ing school in Brooklyn, N.V. will
reopen to SIU members who
want to advance to licensed
ratings in the engine and deck
departments.

IKeinstitution of the Joint

president of the Sailors Union of the SIU membership."
the Pacific; Buck Mercer, presi- The next Agents meeting is
dent of the Military Sea Trans- tentatively scheduled for the
port Union, and Roman Grale- summer. ^

Frank Perdue With Fowl Play
underway.

Backing the AFL-CIO sanctions,
the SIU is ufgingall Union members
and their families to support the
UFCWs efforts. Don't Buy Perdue
chickens. A united effort is the best
way to convince Frank Perdue to sit
down and talk turkey.

izing drive at a plant in Virginia.
While honoring a drivers' picketline
57 workers, UFCW members, were
"permanently replaced."

The National Labor Relations
Board squawked and issued a
complaint against Perdue; an unfair
labor practice strike is ^currently

6 J LOG / February 1981

May Reinstitute Joint Ed Program
SIU/MEBA-District 2 educa- the Vietnam sealift build-"P

when there was a big demand for
licensed personnel. More than
600 SIU members got their
licenses at that time and are now
sailing aboard District-2 con
tracted vessels. . ,

The program wasdiscontiniie
when the need for licensed engine
and deck department personne
was met. Now, however, a ne
demand is foreseen.

tional project was agreed on in
principle by SIU President Frank
^zak and MEBA District 2
President Ray McKay during
meetings in Bal Harbour, Fla.,
earlier this month. Further meet­
ings between the SIU and D-2
must be held before the program
gets underway.

Phase one of this joint pro­
gram was begun in 1966 during



/

Winter Duty on Lakes Hardly Brrr-abie
Winters on the Great Lakes

are long, cold and inhos­
pitable. Snowfalls are measured
in feet, not inches. Ice starts
forming on the Lakes and their
connecting waterways in No­
vember and gets thicker and
more solid as the winter lumbers
along. Some of the small islands
located in and around the Great
Lakes are reachable only by
snowmobile.

While almost all the vessels
that ply the Lakes during the nine
months of the regular shipping
season have long been laid up for
the winter, some Lakes traffic is
necessary. Electric generating
plants, for one, need oil no matter
what the season. And that oil gets
delivered via barge.

It's slow, frustrating work,
making those oil deliveries.
Sometimes it takes several hours
just to work a barge up close
enough to the dock to make the
delivery because there's so much
ice jamming the dockside. And
sometimes it's such a slow busi­
ness just getting where you have
to go, you think you're never
going to make it.

Ice Bound 3 Days

Last month, the SIU crew of
the tug Daryl C. Hannah might
have started to wonder whether
they were even going to move
before the spring thaw. The tug

A Coast Guard cutter stands by encased In Ice lust In case she's needed to
help uncase the Daryl 0. Hannah.

and her barge were stuck in the
ice in the middle qf the connect­
ing channel between the St. Clair
River and Lake Huron and for
three days nothing and nobody
could get her out.

Getting stuck in the ice is an
occupational hazard of a winter
run oh the Great Lakes. Coal
carriers, ore carriers, cement
vessels, tugs and barges do it all
the time. Vessels like the Union-
crewed fleet of carferries, which
run year-round are equipped
with their own built-in icebreak­
ers.

The SlU-contracted Presque
Isle was stuck on Lake St. Clair
for a day. It took a pair of Coast
Guard icebreakers and two com­
mercial icebreaking tugs to free
her.

But the combined efforts of
three icebreaking tugs and three
Coast Guard icebreakers could­
n't free the Daryl C. Hannah.
And the Coast Guard was start­
ing to get a little worried because
the tug and her barge were
creating an immovable obstacle
in the middle of an important
channel.

It's a winter wonderland on the Daryl C. Hannah, but who Thick-skinned SIU deckhand Vernon GImpel claltns
needs It. Ice was more than a foot thick alt over the boat, that the cold domn't bother him In the least.

Already one vessel, the SIU-
contracted ST Crapo (Huron
Cement) had been stopped dead

. in her tracks. And the Coast
Guard knew the longer the Daryl
C. was stuck, the longer the
backlog of ships waiting to enter
the channel would grow. ^

So Capt. Bob Watterson,
Coast Guard commandant in
Detroit, sent two helicopters into
the bleak, wintery Michigan skies
to get a birdseye look at the
paralyzed tug.

What they saw was a boat
marooned in brash ice—slabs
and chunks of ice eight inches
thick, some of it in sheets five feet
high.

The deck of the Daryl C. was
almost indistinguishable from
the frosty River. Rails, winches,
lines, ladders, liferings—every­
thing that was exposed to the
elements was encased with a solid
12 inches of ice. And there were
the SIU deckhands, axes in
hands, slowly chipping it away.

An armada of icebreakers
made their way to the Daryl C.
called in from other parts of the
Lakes. Guided by radioed in­
structions from the hovering
choppers, the Daryl C. Hannah
was finally on her way, three days
later.

To the SIU crew of the Daryl
C. and to many Lakers and
Boatmen accustomed to a Great
Lakes winter run, getting
stranded in the ice is just part of
the job. But for a lot of the rest of
us, one look at, these frosty^
photos is enough to make us
think of heading south for the
duration.

SIU deckhand Tom Schoop gets
ready to do the Impossible, almosti
He's golny to chip away foot-deep

This photo was taken fromtheshore, showing the total expanse of Ice on theSt. Clair River, and the trapped tug In the Ice from the rails, vi^nches an^^ther
dtstmce deck gear on tne uaryi nvinan.

V • , • , February 1981 / LOG / 7

-4

liiiifiiiife



Sun Not Shining on America's Shipyards
Chester, Pa.—At Sun Ship­

yard in Chester, Pa., more than
3,000 workers are in the middle of
building four new ships and com­
pleting two ship conv'ersions.

'When they're finished, all but
about 1,000 of them will be out of
workf

Last month. Sun announced
plans to fold its shipbuilding
operation, replacing it with ship
repair and heavy equipment
manufacture. One immediate
result of the yard closing will be
the addition of some 3,000
shipyard workers to the unem­
ployment rolls of this city where
the jobless rate is already 14
percent. But the closing of Sun
Shipyard will have a serious
impact far beyond _the bounda­
ries of Chester County.

The closing of Sun Shipyard,
which comes less than two years
after the layoff of2000 workers at
the Seatrain Shipyard in Brook­
lyn, N.Y., is yet another indi^-
tion that the American shipbuild­
ing industry may be heading for
extinction. At the beginning of
1981, the U.S. shipbuilding order
book listed only 53 merchant
ships. All but 17 of them will be
completed by the end of the year.

Activity in Naval ship con­
struction presents a brighter

picture than its civilian counter­
part. Statistics from the Ship­
building Council of America
showed 91 Navy vessels on order
or underway in U.S. yards at the
end of 1980, up from 64 Navy
ships in 1972.

But the decline in merchant
shipbuilding is outstripping any
increase in Navy construction.
For instance, 3,000 shipyard
workers were recently hired at the
Philadelphia Navy yard for the
$500 million overhaul of the
aircraft carrier Saratoga. But
when nearby Sun Shipyard closes
its gates, some 3,100 workers will
be unemployed.

Though they are the most
visible victims of the closing, the
3,100 shipyard workers who will
lose their jobs will have plenty of
company on the unemployment
lines. When a major industry
goes under many supply and
related businesses go down with
it.

For the immediate future
Edwin Hood, Shipbuilding
Council of America president
predicts "some 30,000 skilled
shipyard workers face the uneasy
prospect of unemployment with
another 90,000 in supplier
activities similarly affected."

In addition, the closing of a

major industry puts a strain on
the municipality in which it's
located. "With the Sun Ship
layoffs," said Joseph F. Battle,
mayor of financially squeezed

-Chester "that's going to knock
10 percent off our revenues at one
blow."

For Chester, as for many
towns and cities suffering from
an exodus of industry, it's a blow
they can ill afford. Out of
Chester's 47,500 residents, 16,000
are on welfare and tens of
thousands more are collecting

, unemployment or have moved
away.

The city was forced to impose a
two percent wage tax in an
attempt to counter an industrial.
economy which "has been slip­
ping for 15 years," said one
economist.

Industry is fleeing the north­
east in general, heading for the
Sun Belt states where energy is
cheaper, or abroad, where
workers are non-unionized,
exploited and willing to work for
next to nothing.

But Sun Shipyard isn't mov­
ing. After 64 years in Chester, the
yard, owned by the Sun Com­
pany, one of the nation's top 10
oil corporations conducted a
year-long marketing analysis

which told them the market tor
civilian ships would continue to
decline.'

Compounding the problems
for the merchant shipbuilding
industry, said Shipbuilding
Council President Hood, are the
"expedient actions of the Defense
Department in planning to
acquire 11 commercial-type,
foreign-built vessels to fill ship
voids in the nation's sealift
forces." Those 11 vessels, which
cost U.S. workers 80 million man
hours of employment, "should
have been ordered from domestic
shipbuilders three or more years
ago," Hood charged.

The results of the government's
actions are somewhat baffling.
"With one hand," says Hood,
"the government purchases
foreign-built ships while with the
other, it doles out unemployment
benefits to U.S. shipyard workers
who should have built the ships in
the first place."

Instead of patronizing foreign
shipyards the U.S. government
should be at work formulating—
and adhering to—a policy which
supports shipyards at home.
Domestic shipyards are already
an endangered species. With a
little more neglect they may dis­
appear altogether.

$S24M Tentatively Set for Fiscal '82 Marad Budget
Before he left office. President

Carter submitted to Congress a
tentative budget for Fiscal Year
1982 that included a $524 million-
appropriation for the vitally
important Maritime Administra­
tion subsidy programs.

The $524 million figure can be
broken down as follows: $417
million for operating differential
subsidies, and $107 million for
construction differential subsi­
dies.

The projected outlays for
operating differential subsidies
include a sizeable increase from
last year, when Congress was
forced, for the first time, to issue
a supplemental appropriation of
$45 million to cover unexpected
expenses.

The projected figure for
construction differential subsi­
dies contains a $28 million cut
from the 1981 budget. The figure
is well below what the Maritime
Administration had hoped to get
in view of the record number
of applications it has received for
construction subsidies.

A $28 million cut would
probably jeopardize a newly
implemented subsidy program
aimed at fostering the installation
of anti-pollution devices on

8 / LOG / February 1981

tankers. Without such subsidies, subsidies, for they are considered
or without a corresponding to be off budget credit activities,
relaxation of stringent anti- There is a great deal of
pollution standards that will uncertainty surrounding Carter's
soon go into effect, owners will tentative budget,
find it necessary to scrap tankers For one thing, the budget is
that would otherwise remain in almost certain not to be passed in
this country's domestic and
foreign trade.

Title XI funds are not affected
by cutbacks in construction

its present form. A .new
Republican Administration is
taking power, and so is a new
Republican Senate. It is probable

that they will have different
priorities.

But President Reagan and the
leaders of the new Republican
Senate have expressed a strong
desire to strengthen this country's
badly neglected defense, naval
and maritime capabilities. These
objectives are in conflict with
their desire to cut back govern­
ment spending.

n Seafarers. . .
Diesel Engineers

Are Now In
Demand

Apply for the Transportation Institute Diesel
Scholarship Program at SHLSS. It pays you while
you learn. You get free room, board and books.

•»

To apply, contact the Admissions Office,
Seafarers Harry Lundeberg School

of Seamanship, Piney Point,
Maryland 20674.

Program starts June 22.

.rr^ . -»T i



-N.

mill
Sciihtrcrs liucrnatiunal Union of North America. AFL-CIO February 1981 Legislative. Administrative and Regiilatorv Happenings

Navy Overlooking U.S. Fleet in Ship Procurement
Leaders from the maritime industry have

warned key people in Congress and the
Reagan Administration about the disas­
trous consequences that will befall^he
American flag merchant marine if the U.S.
Navy is allowed to proceed with its plans to
buy foreign-built, foreign-owned, and
foreign-manned vessels.

Prominent union officials and industry
representatives, including Frank Drozak,
president of the SIU, and Herb Brand,
chairman of the board at the Transportation
Institute, a non-profit organization aimed at
promoting maritime research and develop­
ment, have sent a strongly worded letter to
the following people: Caspar Weinberger,
secretary of Defense; Malcolm Baldridge,
secretary of Commerce; Rep. Walter Jones
(D-NC), chairman of House Committee on
Merchant Marine and Fisheries; Senator
Slade Gorton (R-Wash.), chairman of the
Merchant Marine Subcommittee of the
Senate Committee on Commerce.

According to the letter, it has been the
stated policy of the American government
and the Defense Department to "procure
American-built ships from American-flag
operators when those operators could meet
stated military goals."

However, in recent months the Navy has
repeatedly tried to ignore that policy.

The Navy is presently trying to charter
foreign-built and foreign-crewed vessels that
are owned by Hansa, a bankrupt German
firm, when perfectly acceptable alternatives
could be obtained from American flag
companies.

This attempt to charter German-owned
vessels comes shortly after the Navy spent

Baldridge: Maritime Needs-
Bilateral Treaties

With the exception of the ever exceptional
Daniel Inouye, few people in Washington
has been thinking in terms of long-range
legislative programs. Everyone here has
been preoccupied with the release of the 52
American hostages and the inauguration of
Ronald Reagan. Democrats are still in
shock over their poor showing in November,
and Republicans are just getting ready to
divide the spoils of victory.

The transition from one Administration is
a typically American, typically messy,
phenomenon. It will be quite some time
before all the newly appointed Cabinet
Secretaries get the feel of their jobs. Long
range programs will just have to wait for a .
while.

Judging by recent statements, some
Cabinet appointees are quicker studies than,
others. One of the quickest seems to be
Malcolm Baldridge, the new Secretary of
Commerce. When asked during his con­
firmation hearings about his feelings
towards the American flag merchant
marine, Baldridge replied, "The only thing
standing between the United States and a
viable Merchant Marine is money and
bilateral treaties."

more than $20 million to buy an English
combat supply ship, the RFA Lynes.

While these two incidents in themselves
do not represent a serious threat to the
American flag merchant marine, they can

have serious consequences for the futj^re,
especially if the Navy no longer feels obliged
to observe the stated governmental policy of
procuring American flag vessels whenever
possible. I.

Propeller Club Plans TV. Ads Promoting U.S. Maritime
The Propeller Club of the United States

has formally announced the formation of a
new program aimed at publicizing the
present inadequate state of the American
flag merchant marine through the wide­
spread use of T.V. spot announcements and
film clips.

The program was first conceived during
the 1979 National Convention of the Port of
New Orleans Propeller Club. Industry
members have been busy determining the

Inouye Introduces Ocean
Senator Daniel Inouye (D-Hawaii) is

continuing his efforts to reform the over-
regulated and under-supported maritime
industry by introducing the Ocean Shipping
Act of 1981.

The bill, S. 125, is nearly identical to the
measure Inouye introduced last year.
Inouye's bill was among several maritime
reform bills introduced during the last

economic feasibility of establishing such a
program.

Financing remains something of a
problem. With that in mind, the Propeller
Club has established a special fund.

The SIU has been strongly supportive of
the program's concept. So has the NMU, the
ILA, the National Maritime Council and the
Shipbuilders Council of America. It has
worked closely with the Propeller Club to
see that the program gets off the ground.

Shipping Act of 1981
session of Congress, and the only one to win
widespread support.

If enacted, the Ocean Shipping Act of
1981 would "revise and codify" the 1916
Shipping Act. Specifically, it would protect
and clarify the status of the Federal
Maritime Commission, as well as reform the
structure of U.S. shipping councils.

SJU Stewards Tour Nation's Capital

One of the highlights of the SlU's Steward
Recertification Prograrh is the day-long visit to
Washington for a tour of the Congress, and brief­
ings at Transportation institute and the AFL-CIO
Maritime Trades Department. Seen here on the
steps of the Capitol are (l-r bottom row) Kolasa
Stanislaw, Harold Fielder. Raymond Taylor. Cor-
rent, Gossie McKee, Robert Campbell. Joseph

Smith, and Betty Rocker, legislative representa­
tive for Transportation Institute. In the top row
are (l-r) Joe Wall from the Vocational Department
at the Seafarers Harry Lundeberg School of Sea­
manship, and SIU Stewards Roosevelt Robbins,
Waldrop Lambert. Bennie Guarino and Edward
Dale.

\ "

y

February 1981 / LOG / 9



'

Eagleton Asks Labor's Help to Rebuild Dem Party

I'

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Sen. Thomas Eagleton, one of
the few Democratic Senators to
win reelection last November,
has called upon the labor move­
ment to help rebuild the "splint­
ered" Democratic Party.

Sen. Eagleton made his re­
marks at the recent annual dinner
of th^Greater St. Louis Area and
Vicinity Maritime Port Council.
The dinner, emceed by SIU Vice
President Mike Sacco, was
attended by more than 400
members and friends of the St.
Louis Port Council^ the largest
turnout ever for this affair.

Eagleton said that the Demo­
cratic Party faces "a massive and
urgent rebuilding job, in which
trade unions and trade unionists
must play a key role."

The Missouri Senator said that
the Democrats had such a poor
showing at the polls last Novem­
ber because the party had lost site
of the key issues on the minds of
the majority of Americans. He
criticized his party for "trying to
be all things to all people," but
instead came "to stand in the eyes
of the voter for nothing in
particular."

He said that his Party must;

Three awards were presented at the St. Louis Port council dinner by SIU Vice
President and Port Council Secretary-Treasurer Mike Sacco (second from left).
The award recipients are. from the left: Dr. James E. Lewis (Humanitarian Award):
Sen. Thomas Eagleton (Able Helmsman Award), and Dick Mantia of the Building
and Construction Trades Council (Man of the Year Award).

"get back to basics in terms of
issues and initiatives, and prune
our list of priorities to those
issues of overriding importance
on which Democrats throughout
the Party can agree."

Eagleton said thaLthe Demo­
cratic Party must concern itself
with such issues as, "improving
our productivity; developing a
whole new energy base; renewing
our industrial plant; accelerating
basic research, and most im­
portant, coming to grips with

corrosive inflation."
Sen. Eagleton affinried that

"an active role must be played in
the union halls of this country'^ if
the Democratic Party is to have
any hope of success.

After wrapping up his well-
received address, Sen. Eagleton
was presented with the St. Louis
Port Council's "Able Helmsman
Award." The award is a plaque
inside a ship's wheel, which noted
Senator Eagleton's longstanding
support for maritime and for the

American labor movement.
Two other awards were also

presented at the dinner. Dick
Mantia, exec, secretary treasurer
of the local Building Trades
Council and head of the St. Louis
Port Council, was given the
"Maritime Man of the Year
Award." And Dr. James Eugene
Lewis, director of surgery at
Cardinal Clennon Memorial
Hospital for Children, was given
the Port Council's "Humanitar­
ian Award."

The St. Louis Port Council has
grown dramatically in the past
year. SIU Vice President Mike
Sacco, who serves as secretary-
treasurer of the Port Council,
said that the dinner was a rousing
success. He said, "this dinner
helped the Port Council finan­
cially, politically and otherwise.
We hope to use this dinner as a
springboard for the most active
and effective year ever for our
Council." ___

Sacco also said that the dinner
helped to "bring together the
many divergent areas of labor in
the St. Louis Community. And in
today's world, with the problems
facing the trade union move­
ment, the more unity we have
among unions the better."

New House Chairman Jones Vows Action to Help Maritime
In his first major policy state­

ment since succeeding John
Murphy, Walter B. Jones (D-
N.C.), the new Chairman of the
House Merchant Marine and
Fisheries Committee, stressed his.
long-standing support for the
maritime industry.

Jones told an audience that
had assembled at the Center for
Ocean Law and Policy in the
Virgin Islands that he assumes his
office without any prejudice, and
few, if any, pre-conceived no­
tions. "This should give me the
freedom to hear carefully the
needs and desires of all segments
of this industry."

What is needed now, Jones

asserted, is a concerted effort on
the part of all segments of the
maritime industry to work to­
gether to turn back the decline of
the American flag merchant
marine,. "No one segment of our
national maritime community
can go it alone. While govern­
ment can offer no cure-all,
neither business nor labor can go
it alone either. We need one
another."

When asked about the new
Administration's stand on the
maritime industry, Jones insisted
that President Reagan's com­
mitment to restoring America's
seapower was "firm and un­
qualified."

He talked about his disap­
pointment over Congress's fail­
ure to enact the oil cargo prefer­
ence act in 1977. But he took
heart in the knowledge that "not
one major political figure dis­
puted the objective (of that bill).

namely, to build and operate
more American ships in order to
protect our strategic interests.
While there was debate and
disagreement as to the means to
that end, there was no argument
as to that goal."

Overseas Chicago Committee

Electrify Your
Knowledge

Shock your fellow Seafarers
who have not moved

forward in their career.
Take this six week course

in Marine Electronics.
Learn troubleshooting,
maintenance and repair
operations on Shipboard

Electronic systems.
Course starts May 25.

The Ship's Committee of the ST Overseas Chicago (Manime Overseas) huddled
here for a payoff last month in the port of Jacksonville. They were Bosun D. Elette
ship's chairman; AB Jorge Osorio, deck delegate; Chief Cook Clyde Goodman!
Engine Delegate Edward Whisenant, GSU Adam E. Martinez. Steward/Baker
Henry Jones, steward delegate and AB Mark Shean.

/ LOG / Fetoruary 1901



V
Seafarers

HARRY LUNDEBERG SCHOOL
OF SEAMANSHIP

/

,^ss;:>sss^!:ssTOSS^5:'vS?;^ysssassmssm^TOS\^TOSS^
Piney Point Maryland

Conveyor Course Offers Opportunity To Move Ahead
Providing skilled Seafarers for

the Great Lakes is an important
part of the program at the
Seafarers Harry Lundeberg

School of Seamanship. One of
the courses available at the
school is designed to upgrade
Lakes Seafarers in the conveyor
department, and to train convey-
ormen to operate unloading
equipment safely and efficiently.

The course of instruction
consists of conveyor belt con­
struction and types of belts; belt
adjustment and belt splicing
techniques. Students will also

receive practical training in
electrical troubleshooting, elec­
trical test equipment, power
failure testing, hydraulic ram
theory, practical hydraulic trou­
bleshooting, pipe fitting and
threading, and gate construction.
Electric Arc Welding and oxy-
acetylene cutting will also be
taught in the machine shop.

The course will also cover
cargo handling procedures, types

of cargos and their characteris­
tics, loading and unloading oper­
ations, preventative maintenance
schedules, safety equipment, and
safety rules and regulations.

Robert Droulard sails as Conveyor- Seafarer Maynard Baker makes final adjustments on a repair Job he was
man out of the Port of Algonac, doing on a typical conveyor belt. Maintenance and repair of conveyor
Mich. He Is using the off-season to equipment aboard the big self-unloaders that ply the Great Lakes is an
upgrade his skills. essential skill.

Great Lakes Seafarer Mike Schroble
checks a belt splice for squareness.
Hands-on Instruction Is the key
element In the four-week Conveyor-
man course, as It Is in all of the

^vocational upgrading courses at the
'Seafarers Harry Lundeberg School
of Seamanship.

The World In Which We Live:

SHLSS Offers Biology Course For College-Level Credits
by CINDY MEREDITH

Throughout the ages, seafarers
have been fascinated by the
myriad and varied creatures that
inhabit the sea and the skies
above. The lively descriptions of
Melville and Slocum excite the
imagination. Still today, the first
sighting of a whale or a dolphin
will quicken the heart of a young
seafarer.

Many upgraders have told me
stories of watching porpoises
play off the ship's bow, or of
rescuing sea birds that stopped
on their ship to rest.

Seafarers share an intimate
relationship with their environ­
ment, much more so than do
those in any other profession.
Because of this closeness, many

seafarers want to know more
about the ocean and the creatures
that share the seas with them.

Now our members will have an
opportunity to learn about the
mysteries and beauty of marine
life in the oceans of the world.
The Seafarers Harry Lundeberg
School of Seamanship, in coop­
eration with the Charles County
(Md.) Community College, is
offering Biology 102, a study of
the members of the animal
kingdom.

The college-level course begins
with an introduction to general
biological principles. This will
include a study of the structure
and operation of the environ­
ment; the structure and operation
of the cell; and the development

and classification of animals.
Once these principles are

learned, students will begin a

j

study of each of the major groups
in the animal world. In this part
of the course, students will learn
the major characteristics of each
of the major groups, and will
examine live a preserved speci­
men in the lab.

By the time the students have
completed the course, they will
have earned four credits toward a
college degree. More important
still, students will have more
knowledge about, a better under­
standing of, and more respect for
the animals that share the world
in which we live.

(For more information about
this or other college-level
courses, write to: Academic
Department, SHLSS, Piney
Point, Md., 20674.)

February 1981 / LOG / II

J r

•I

--



Seafarers David Shaw and Bill Epps work with SHLSS instructor Jim Harrison in assembiing js fuii-wave rectifier. Seated is Seafarer Mike Murphy. The six-
week Marine Eiectronics course provides both classroom and hands-on training In ail phases of shipboard electronics repair and maintenance.

Marine Eiectronics Course Offered At SHLSS To
As the electronic equipment

aboard today's modern ships
becomes more sophisticated, the

, burden of repair arid mainte­
nance becomes more difficult and
demanding. It is not enough
anymore that seagoing Electri­
cians know only the barest
essentials of shipboard electric
circuitry.

Meet Seafarers' Needs
0 o"fl~b~b"6 0 0

In order to be an effective and
efficient troubleshooter, and to
perform maintenance on the
electrical gear in the engine
control and cargo control rooms
of today's ships, seagoing Electri­

cians must be trained and
competent in all phases of
electronics.

The Marine Electronics course
at the Seafarers Harry Lunde-
berg School of Seamanship, six

weeks in duration, consists of
• both classroom and practical
training in all phases of marine
electrical procedures.

To be eligible for this course,
applicants must hold all QMED
ratings and endorsements. The
next course begins May 25, and
the following course will begin
Sept. 14.

SHLSS instructor Jim Harrison (left) watches as Seafarer Bill Epps
assembles a rectifier. Seafarer Epps sails out of the Port of Baltimore.

Seafarer Glenn Hutton gets hands-on experience assembling an AC motor
control. Seafarer Hutton ships out of the Port of San Francisco.

12 / LOG / February 1981

Jim Harrison diagrams the diode mode for Seafarer
o ° -

, I



••'V- :

PJesel Eng/ne Course

Takes It Apart and Puts it Back Together
The Diesel Engine course at

the Seafarers Harry Lundeberg
School of Seamanship aims to
provide its students with a
Thorough knowledge and under­
standing of all aspects of the
maintenance and operation of

diesel engines.
During the one or two-month

training period (there are two
courses available) students work
with experienced instructors in
the classroom, in the machine
shop and aboard one of the

school's towboats. Students will
work on various size diesel
marine engines. Engines will be
stripped, cleaned, machined,
adjusted and reassembled.

All phases of diesel engine
operation will be studied during
the course, including fuels,
lubrication and electrical com­
ponents.

As with all of the upgrading
courses offered at the Seafarers
Harry Lundeberg School of
Seamanship, the twin goals are to
equip our SIU membership with
the skills they will need to move
ahead in their chosen profession,
and to provide the industry with
the best trained maritime work­
ers anywhere in the world.

• *
Hands-on training Is an Integral part of the upgrading'programs at the
Seafarers Harry Lundeberg School of Seamanship. Here, Seafarer Michael
Bums checks connecting rod bearings as part of the Diesel Engine course.

Simon (Ski) CzeslowskI (left) and Harold (Slim) Whightsll adjust exhaust
valves on a diesel-englne as part of their Diesel Operation and Maintenance
course. Ski works for Sea-Land In New York, and Slim works for Dixie
Carriers out of New Orleans.

Aiming For the Stars:

SHLSS Engine Instructor Dave Greig (center) watches as his students make
final adjustments trefore starting the engine. If It starts, they pass. If not,
well—track to the drawing troard. Left to right are Simon (Ski) Czes­
lowskI, Harold (Slim) WIghtsll, Vincent Carrao and Robert Ohrany.

Celestial Navigation Course Is Popular With Seafarers
byPAULALLMAN

A well-rounded course in
C:elestial Navigation has been
offered at the Seafarers Harry
Lundeberg School of Seaman­
ship for the past two years, and it
has proven popular and helpful
to both our deep sea and inland
towboat members.

The course is being offered
again this year on four different
starting dates beginning March 2.
The class will also begin on May
25, Aug. 10 and Nov. 1. The
classes will meet for four to six
weeks, depending upon the needs
of the students.

The course was originally
designed to serve the Masters and
Mates on our deep sea towing
vessels. Any Towboat Operatof

who sails more than 200 miles
off-shore is required to pass a
U.S. Coast Guard celestial
navigation examination. The
course was originally built
around the requirements for this
examination, and coverall of the
subject areas required by all
inspected deck licenses up to, and
including. Third Mate of Un­
limited Ocean steam or motor
vessels.

The SHLSS Celestial course is
unlike those offered by most
other Maritime Schools in that
we include actual underway
training in conjunction with our
classroom work.

We sail on one of the SHLSS
towing vessels out into the
Potomac River and Chesapeake
Bay in order to practice the actual

procedures for celestial naviga­
tion.

Upon completion of the
course, the students will be able
to calculate the exact moment
of sunrise and sunset. They will
be able to determine compass
error, both by taking an ampli­
tude of the sun and by azimuth of
the sun, and they will know the
procedures for finding latitude by

Polaris and by the meridian
passage method. Students will
also be able to determine latitude
and longitude by celestial run­
ning fix, including a line of
position by observation of the
sun.

While this course is offered to
meet needs of those Seafarers
who are required to pass a U.S.
CoasT Guard Celestial examina­
tion, it is also open to those who
have always had a curiosity about
the ancient art of celestial
navigating. Many of our students
have also been deep sea AB's who
are thinking of preparing for
their Third Mates exam. If you
are included in one of these
categories, submit your applica­
tion as soon as possible for one of
our four 1981 classes.

February 1981 / LOG / 13

tBsrr



V ••

,

i .
,-L

:r'^ ..."

' 1-Mi

i

r- .'•i-s»--.'-'

SEAFARERS HARRY LUNDEBERG
SCHOOL OF SEAMANSHIP

UPGRADING COURSE SCHEDULE
1981

Course

LNG

Check-in-Date Completion Date Course

March 2
April 27
June 22
August 17
October 12

March 26
May 21
July 16
September 12
Novembers

Celestial Navigation

First Class Pilot
QMED

FOWT

May 10 July 30
September 27 December 17

Quartermaster

May 24
July 19
September 13
Novembers

June 18
August 13
Octobers
Decembers Third Mate

Marine Electrical Maintenance March 2
V Julys

October 26

April 23
August 27
December 17

Able Seaman

Marine Electronics May 25 July 2
September 14 October 22

Bosun Recertification
Refrigeration Systems March 2

Maintenance and Operations June 22
October 12

April 9
July 30
November 19

Diesel (Regular) March 30
June 22
October 12

April 23
July 16
Novembers

Steward Recertification

Diesel Scholarship March 30
June 22
October 12

May 21
August 13
Decembers "A" Seniority

Pumproom Maintenance and
Operations —

February 16
Junes
October 26

March 26
July 16
Decembers

Automation March 30
Augusts

April 23
August 27

Basic Welding March 2
May 25
August 17

March 26
June IS
September 10 Lifeboatman/Tankerman

Third Assistant Engineer April 13
Augusts

June 19
October 9

Towboat Operator May 11 July 2

Towboat Operator Scholarship March 30 May 14
June 22 Augusts^"

' September 14 October 30

Check-in-Date Completion Date

March 2
May 25
August 10
November 1

April 2
June 25
September 11
December 4

March 16
October 5

May 1
November 20

March 2
June 19
September 11

March 26
July 16
Octobers

Julys September 11

March 29
April 26
May 24
August 16
October 11
November 22

April 23
May 21
June IS
September 10
Novembers
December 17

February 9
April 13
August 10

April 6
Junes
Octobers

March 9
May 11
July 13
September 7
October 12

May 4
Julys
September 7
Novembers
December 7

February 2
March 9
April 6
May It
Junes
Julys
August 10
September 7
Octobers
Novembers
December 7

March 2
April 6
May 4
Junes
Julys
Augusts
September 7
Octobers
Novembers
December 7
January 4

February 12
February 26
March 12
March 26
May 10
June 7
July 5
August 16
September 13
October 11
Novembers

February 26
March 12
March 26
April 9
May 21
June IS
July 16
August 27
September 25
October 23
November 20

14 / LOG / February 1981

4 •



Apply Now for an SHLSS Upgrading Course
(Please Print)

Name.

Seafarers Harry Lundeberg School of Seamanship
Upgrading Application

• • Date of Birth —

(Please Print)

(Last) (First) (Middle) Mo./DayAear

Address.
(Street)

(City) (State) (Zip Code)
. Telephone.

(Area Code)

Deep Sea Member Q

Book Number

Inland Waters Member • Lakes Mmber •

. Seniority.

Date Book
Was Issued. Port Issued

Port Presently
Registered In _

• Social Security
Endorsement(s) or
License Now Held.

Piney Point Graduate: Q Yes No Q (if yes. fill in below)

Entry Program: From. to.
(dates atteiKled)

Upgrading Program: From. to.
(dates attended)

Endorsements) or
License Received .

Do you hold a letter of completion for Lifeboat: Q Yes No ("J Firefighting: • Yes No • CPR • Yes No •

Dates Available for Training.

I Am Interested in the Following Course(s).

DECK ENGINE

Q Tankerman
• AB 12 Months
• AB Unlimited "
• AB Tugs & Tows
• AB Great Lakes
• Quartermaster
• Towboat Operator /

Western Rivers
• Towboat Operator Inland
• Towboat Operafer Not

More than 200 Miles
• Towboat Operator (O'er

200 Miles) .
• Master J Mate

O FWT • Oiler
• OMED - Any Rating
• Others.

^ STEWARD

Q Marine Electrical Maintenance
Q Pumproomi Maintenance and
• Operation
Q Automation
• Maintenance of Shipboard

Refrigeration Systems
Q Diesel Engines
• Assistant Engineer (Uninspected

Motor Vessel)
Q Chief Bigineer (Uninspected

Motor Vessel)

Q Assistant Cook
Q Cook & Baker
• Chief Cook
• Steward
Q Towtx>at Inland Cook

ALL DEPARTMENTS

• LNG
• LNG Safety
• Welding
• Lifeboatman
• Fire Fighting

• Tmrd Mate transportaiion will be paid unleas you praaant original
recaipts upon arriving at tha SchooL

RECORD OF EMPLOYMENT TIME -—(Show only amount needed to umrade in rating noted above Or attach letter of service,

whichever is applicable.)

VESSEL RAHNQHELD DATE SHIPPED DATE OF DISCHARGE

v,

:F-.. -

„r,

v -1.
February 1981 / LOG / 15

i- 'vV-''



•''Sf-'

, AA7^f^rman's Edward Rutledge
Psjf^w Jobs on Wotormo ^ n run out of me south caroimas delega
i>lC/VV ^ csre^s This bill has been a is named tion to the Continental Con

rsSSsS^

f »

0^: sea. ^ .
The ship is the Edwaro

Rutledge. the second of
two sisterships built re­
cently by Avondale Ship­
yards in New Orleans for
Waterman Steamship.

The Edward Rutledge,
crewed out of the New
Orleans hall, is an impor­
tant addition to the Water-

fleet She represents /' ' 1 -

^he Rutledge is the fifm y| ̂ 1^ •>'p^
new, or newly acquired, w ^ I, JI ̂ • ifiii ̂ /llil* UMI^
LASH ship to be taken over
by Waterman in the last
year. In addition. Water­
man has three new
RO/RO ships on the plan­
ning boards.

A decade ago. Water­
man was in serious danger
of going out of business.
But the company has re-
emerged as a power
among American-flag liner
operators.

The company has been
able to do this because of
the Merchant Marine Act of
1970, which provides con­
struction subsidies and
loan guarantees to opera
tors of vessels in the U.S.
foreign trades.

The SlU spearheaded
the 1970 Act through Con-

,/;

be:

MM I
:; •
e c-:..

,• -•••'•SVfi • , fe-

The waterman LASH Edward fluHedge named, «e an _ _ and lifeboats on the LASH
Walrman's LASH ships, tar a signer of the Declarafion of T^^elin® and nKe her StU crew.
Independence.

53 s«'

IASAI I

Saloon Messntan Mel weOT Sl^nglnes aboard the Edward Rulledge are (l-r): Ken Larpenteur, third assisianf, David Boj®, ̂ ip s «!«=!«

wS^an's fleet. :6e^amlnCooiey. port elecW^^^^ e'r: '

•« t
16 / LOQ / February 1981 February i«oI .-.e; • •; .•,;.V ve):..e-e;-M;.--:ee .v" ,

''•'•)••'* -'if'f? 'f' 'try'"fC'tV ' ' . • L •• ,•, ;••'.• .-V,,, . i.,--, r-/r~' ' '''-i''; 0r ••['" -'{i .'•• r''^' ••f •!, b-.-".- A"-r " r'\ '•••'!7 ' '•'•• "'' •

.•:.. r-



vr:'

• ."V/.

A-y>#U-;'T-:-kS"-

.fif- ; •

AFL-CIO Maritime Trades
Department Sets Program

to Reverse Maritime Deciine

•4

The Executive Board of the
8-milllon member AFL-CIO
Maritime Trades Department
(MTD) has taken the first step

V in an agressive program of
iegisiative action to reverse
the deciine of the American
maritime industry.

The MTD, under the leader­
ship of MTD and SiU Presi­
dent Frank Drozak, acted on a
wide range of crucial issues
affecting American workers in
general and maritime workers

^ in particular at its Executive
Board meeting in Bai Harbour,
Fia. Feb. 12-13, 1981. This was
one of the best attended Board
meetings in MTD history,

in addition to the Executive
_ Board members, 22 of the 28

presidents of the MTD's Port
Councils were in attendance.

However, the MTD Execu­
tive Board, which represents
43 national and international
unions, focused on several
key goals concerning the U.S.
maritime industry.

MTD President Frank Dro­
zak caiied these goals, "rea­

sonable, achievable answers to
some of the severe problems
facing our industry."

Drozak emphasized the
necessity of these programs
since, "American operators
are finding it difficult to com­
pete with foreign fleets which
ail receive major protections
from their own governments."

Drozak caiied for, and
received the enthusiastic and
unanimous support of the
MTD Executive Board for the
foiiowing initiatives:

• Legislative action reserving
a fair share of exported American
coal for American flag, American
crewed ships.

• Transfer from the Navy's
Military Seailft Command to the
private sector all transportation,
auxiliary and other service func­
tions which can be effectively
handled by the merchant marine.

• Negotiation of bilateral ship­
ping agreements between the

U.S. and Its key trading partners.
• Targeted tax relief to pro­

mote full parity In U.S. vessel
construction, so that operators
will look to American yards
rather than foreign yards to build
their ships.

• Adoption of the United f4a-

Special 8 Page Supplement

tlons UNCTAD Code for Liner
Conferences, but with assurances
that It will not violate any existing
U.S. shipping laws.
In addition to the above pro­
grams, the MTD Board vowed
action on numerous other Issues
regarding all segments of mari­
time, Including deep sea. Great
Lakes and the offshore towing
and Inland waterways Industries,
(see pages 22-23 for a complete
rundown on these actions.)
The MTD Executive Board also
heard addresses from an Impres­
sive array of speakers Including
AFL-CIO President Lane Klrk-
land. Other speakers Included
Congressmen Walter Jones (D-
N.C.) and Leo ZeferettI (D-N. Y.),
as well as Paul Burnsky, presi-,
dent of the AFL-CIO Metal Trades'
Department, and top AFL-CIO
staff people Including Al Barken,
director of COPE; Ray Denlson,
director of Legislation; Alan
KIstler, director of Organizing
and Field Services; and Rudy
Oswald, director of Research.
Andrew Gibson, president of
Delta Steamship also addressed
the Board meeting, (see details
on these addresses pages 18-19).

=

ILABaek in MTD Family: Cieason Calls for Utdty
THE International Long­

shoremen's Association has
reaffiliated with the AFL-CIO
Maritime Trades Department
after a lengthy absence.

MTD President Frank Drozak
announced the ILA's reaffiliation
with the MTD and welcomed
ILA President Teddy Gleason
back into the MTD family of 43
national and international
unions comprising 8 million
workers.

Gleason then hit the deck and
expressed the ILA's appreciation
and happiness at once again
being a member union of the
MTD. He then delivered a
stirring mes^sage calling for
solidarity and unity among
American trade unions.

Gleason pointed out some of
the political problems facing the
trade union movement, and tie
stated that "we have to forget the
labels of Democrat and Republi­
can for now; we have to work
with those who will work with

considerable resources of the goals set forth by the Maritime eluded, "whatever we have to do
International Longshoremen's Trades Department at its Execu- to cooperate, whatever it takes to
Association toward achieving the tive Board session. He con- get the job done, weH do it."

us.
Gleason then pledged the

ILA President Teddy Gleason calls for labor unity after being welcomed back into tfie Maritime Trades Department by MTD
President Frank Drozak (rigfit).

February 1981 / LOG / 17

A.



J y

« ' •

New House M.M. Chairman Jones Addresses MTD
EXPANDING America's

shipbuilding capability as
well as the country's merchant
fleet were stressed by the new
Chairman of the House Mer­
chant Marine and Fisheries
Committee.

Speaking before the MTD
Executive Board on Feb. 13,
Representative Walter B. Jones
(D-N.C.) expressed his views on
the vital subjects of "re-industri­
alizing the shipyards of the U.S.-
and insuring that we have a
commercial fleet that is sufficient
to meet our economic and
national defense needs."

He pointed to the recent
closing of the Sun Shipyard in
Philadelphia and the ultimate
loss of 3,000 jobs. Jones said he
hoped that "President Reagan
also took note of this closing and
realizes the urgency of our
present maritime predicament,"

Jones pointed out that as a
presidential candidate, Reagan

-had made his maritime policy

statement at the Sun Shipyard.
The Congressman then urged

American shipyards to follow
Japanese shipbuilding produc­
tion technology, the basics of
which, he noted, originated- in
the U.S.

the Congressman therefore
feels that American shipyards
must develop products that are
competitive on the world market.
"Obviously, as long as American
shipyards are wholly dependent
on subsidy programs and the
Navy for their order books they
will never achieve the kind of cost
efficiency and volume needed
under today's financial condi­
tions."

Talking about America's wa-
terborne domestic commerce,
Jones pointed to the "grim
situation for our coastwise
trades." He cited a Maritime
Administration report that stated
there are presently only 15 self-
propelled ships remaining in the
coastwise and intercoastal trade

rtep. Walter Jones (D-N.C.), chair­
man, House Merchant Marine and
Fisheries Committee
of the United States.

The committee chairman noted
the economic advantage of water
transportation and urged that

ways be immediately sought "to
increase the size of our domestic
fleet."

Looking back at the last
Congress, Jones, who has been a
member of the Merchant Marine
and Fisheries Committee for 15
years, said that 30 days of
subcommittee hearings had been
field on the Omnibus Maritime
bill. He said that the hearings
showed that the policies set forth
in the 1936 Merchant Marine Act
"are not working. The various
agencies in the Federal bureauc­
racy which are supposed to
implement maritime policy are
fragmented and operate at cross-
puposes."

Denison:Will Fight Budget Ax
'jp HE AFL-CIO is gearing up back as the days of FDR.

its legislative department to
repel expected attacks in the new
97th Congress on basic sot3ial
programs and pro-worker legis­
lation which the AFL-CIO
fought so hard to achieve as far

Barkan: Labor Still Strong on Capitol Hill
A BARKAN, long time head

of the AFL-ClO's Com-"
mittee on Political Education
(COPE), told the MTD Board
that the AFL-CIO will continue
to fight as always for the rights
of workers.

He said that the conservative
victory at the polls last November
was by no means a mandate to
start desmantling the programs
that labor fought to build.
Barkan pointed out that Regan,
for instance, won only 51 percen.t
of the popular vote as compared
to 62 percent for Nixon in 1972
and 63 percent for Johnson in
1964.

Al Barkan,
AFL-CIO COPE

Though the loss of the White
.House and the Senate has been'
billed in the media as a defeat for
labor, Barkan stressed that labor
supported candidates did well.

Barken noted that COPE-
endorsed candidates fyr the
Presidency and for Congress
were 59.5 percent successful. This
cornpares to a success rate of 59.8
percent in 1972, 56.4, percent in
1968, and 70 percent m-1976. The
last ,was an unusual year, partly
because of the Watergate scandal
of the early 1970's.

The COPE director predicted
that 1982 would be a turnaround
year with labor making a big
comeback politically.

"We will stand fast in our
political beliefs," Barkan said,
"and continue labor's 'never say
die' tradition."

Ray Denison, head of the
AFL-CIO Legislative Depart­
ment, said that labor would fight
to preserve important social
programs like unemployment
insurance, social security, food
stamps, medicare. Trades Ad­
justment Assistance, and more,
from falling victim to devastating
budget cuts.

^ 1

Ray Denison, head of iegisiatlon for
AFL-CiO

Rep. Zeferetti Seeks Gov't Action on Maritime
REP. Leo Zeferetti(D-N.Y.),

a member of the key House
Rules Committee, has pledged
his support to revamp govern­
ment policy concerning the

Jean Ingrao
Hospitalized, Misses

Board Meeting
•

MTD Executive Secretary-
Treasurer Jean Ingrao missed her
first board meeting in 29 years".
She was in the hospital for an
operation. The Executive Board
members all signed a get-well
card and offered their prayers for
a swift recovery. The latest report
on Mrs. Ingrao's health is that
she's doing fine and itching to get
back to work. ,

18 / LOG / February 1981 ,

.American maritime industry.
He told the Executive Board of

the Maritime Trades Department
that "we must arrest the decline
of U.S. maritime," noting that
less than 5 percent of all U.S.
foreign commerce is carried in
American bottoms, and that
there are less than two dozen
functioning shipyards in the
U.S.
-A former member of the House

Merchant Marine and Fisheries
Committee, Zeferetti said he
would vocally support programs
thait would 1.) increase the
merchant fleet's role as a military
auxiliary to the Navy. 2.) reserve
a fair share of exported U.S. coal
for American flag ships. 3.)
loosening of government regula­
tions which drive up the cost of

building ships in American yards.
4.) change in the tax structure to
make it more attractive to build

vhAE TJO
Rep. Leo Zeferetti (D-N.Y.)

ships in the U.S. instead of
overseas.

Zeferetti added that he would
work to "convince the Reagan
Administration of the impor­
tance of a strong merchant
marine ,to America's defense
capability." He also said that he
would support the MTD in
fighting cuts in the already too
low maritime subsidy programs
for construction and operating
differentials.

Rep. Zeferetti said that it
would take "a lot of headaches
and hard work" to accomplish
the goal of a revitalized merchant
fleet. But, he promised his
^'unflagging support" in his
position on the Rules Committee
toward achieving that goal.



• \

Kirkland Pledges AFL-CIO Clout to Help

f-

LINKING the strength and
stability of the U.S. econ­

omy with the nation's maritime
capability, AFL-CIO President
Lane Kirkland issued a strong
call on the opening day of the
Maritime Trades Dept.'s Execu­
tive Board meeting for a revital­
ized U.S. merchant marine "built
in American yards, manned by
American crews and dependably
controlled under the American
flag."

In his Feb. 12 keynote address
before the largest AFL-CIO
department Kirkland told the
MTD Executive Board that
"your goal of creating a strong
merchant marine is not yours
aloneT^ft is a goal of the entire
movement past, present and
future," he said, adding bltintly
"there is no way our country can
guarantee its own survival, let
alone reach its highest potential,
without it."

Kirkland noted that in the face
of the current "vast expansion of
the world market for coal, there
was never a better time for
America to revitalize her ship­
ping and shipbuilding industries."

Coal Is An Answer

The expanding market for
U.S. coal means, Kirkland
continued, that "there was never
a better opportunity for the U.S.

industries. AboVe all, it would
bring America's defense estab­
lishment a margin of safety that
certainly does not exist as long as
foreign countries control Amer­
ica's lifeline."

Pointing out that the MTD's
job in the months ahead would^
focus on convincing the new
Administration and Congress of
the crucial role of the U.S.
merchant marine jn the nation's
economic and defense capability,
Kirkland promised that the effort
would have the active support of
the AFL-CIO "all the way."

Coupled with labor's fight to
preserve and upgrade the U.S.
merchant fleet Kirkland told the
MTD Executive Board, is the
fight to maintain key labor-
backed social programs which
have been targeted for the ax in
the new federal budget.

Will Fight Budget Cuts

"Those who oppose labor's
programs have always found the
federal budget an ideal target," he
said. "Their assaults,... always
fall on workers and on the poor.

AFL-CIO President Lane Kirkland

the young, the old, the weak and
the helpless..."

Though acknowledging that
the coming fight on the budget
would not be an easy one
Kirkland promised that the AFL-
CIO would wage a good fight

nonetheless. "We have never
struck our colors on a single
issue," he said, "and we will not
do so now."

100 Year Anniversary

He reminded his audience that
the American labor movement is
marking its Centennial Anniver­
sary this year and said that the
longevity of the labor movement
proves that "movement is built
for the long haul. We are liot
dismayed or disheartened by
temporary setbacks."

"Our primary duty," Kirkland
told the MTD Executive Board,
"is to build this movement of ours
in every way we can, in every
corner of the country, to make
sure it has the power and
resources to do its Job in the
workplace and in national af­
fairs." •

"If we do that as it should be
done," the AFL-CIO president
concluded, "I have not the
slightest doubt of our ability to
learn the lessons and meet the
challenges that corne our way
over the next 100 years," ,

Labor's Crucial Job, "...organize, organize, organize"
ALOT of things about the

American labor movement
have changed in the last hundred
years. But the basic aims of the

to negotiate bilateral agreements AFL-CIO today are as clear-eut
with our trading partners who a® ">ey were a eentury ago when
want our eoal, so that American Samuel Gompers, the first AF of
ships can be guaranteed a fair
share of coal and other cargoes.

Such a program would not
only benefit the U.S. merchant
marine but "would stimulate the
entire economy," said Kirkland.
"It would mean enhanced profits,
as well as paychecks in many

L president, issued the battle
cry—"organize, organize, or­
ganize. "

In his address to the Maritime
Trade Dept's. Executive Board,
meeting Feb. 13, Alan Kistler,
head of the AFL-CIO Dept. of
Organizing and Field Services

repeated Gomper's words and
talked about how increased
organizing was a key to the
survival of the U.S. labor
movement today as at any time in
American labor history.

Over the past 20 years, Kistler
said, organizing drives have
brought more than two million
new workers into U.S. labor
unions. But in spite of those
impressive statistics, organized
labor is having trouble maintain­
ing the same percentage of
unionized workers.

Metal Trades Bumsky Vows Support for U.S. Maritime
PAUL Burnsky, president of

the Metal Trades Depart­
ment, AFL-CIO, has pledged his
department's all out support in
the "noble cause" of revitalizing
the American flag merchant
marine.

Speaking before the MTD
Executive Board meeting, he said
the Metal Trades unions, which
largely represent shipyard work­
ers, share common problems and
common goals with American
seafarers.

He blasted multinational oil
companies, which own and
operate extensive "flag-of-con-
venience" fleets to carry Amer­
ica's oil imports, as enemies of the
U.S. fleet and U.S. shipyards. He
said, "we simply cannot depend
on foreign-crewed Liberian and

I
Paul Burnsky, president. Metal
Trades Department, AFL-CIO.

Panamanian ships to stand
strong for America in a national
emergency."

Burnsky said that the fact that
foreign flag ships carry more than
95 percent of all America's
foreign commerce is a "national

embarrassment." He said that the
problems of the U.S. merchant
fleet mirrored those -of the
shipbuilding industry which is
facing "a loss of 30,000 Jobs in the
next three years."

Burnsky praised the AFL-CIO
Maritime Trades Department for
its constant fight to uplift
America's maritime industry. He
also said that his department had
called on Congress to enact two
programs to help the American
fleet and American shipyards, as
follows:
• Establish and guarantee

funds for a long term merchant
marine construction program.
• Accelerate and broaden the

present Navy construction pro­
gram, with emphasis on mobile,
adaptable conventional forces.

The slipping percentage figures
of organized workers in this
country are caused by several
problems, Kistler said. First, the
labor market has been shifting
away frorn older traditionally
unionized industries to newer
trades and services which are
non-unionized.

Another shift, Kistler pointed
out, is the geographical move of
industry out of strong union
areas like the notheastern United
States, into the largely non-union
south and southwest. In addition,
Kistler said, the number of
workers in the labor force has
increased dramatically over the
last two decades.

"We've got to get out there and
-organize, Kistler said. "We must
get together and work together to
help each other organize."

Alan Kistler, Dir. of Organizing and
Field Services, AFL-CiO

February 1981 / LOG / 19



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Roman Gralewicz. president. SlU of Canada
Anthony Scotto, president of the Greater and Eastern Area Exec. Bd. member of the William Konyha. president of the Carpenters MTD President Frank Drozak IIMPPIS with Jesse Calhoon president of National MEBA and an MTn -maritime situation to MTD Board Leon Schacter. MTD Exec. Bd. member and
New Yoi-k and Vicinity MTD Port Council. MTD. * ^/lTn QW __ i nranK urozak (le^eets witn jesse uainoon, presioent ot National MEBA and an MTD meeting. He also called for unity of all vice-president emeritus of the United Food and member of MTD Exec. Bd. Exec. Bd. member

meeting,
segments of maritime.

unify -president emeritus of the United Food
and Commercial Workers.

Highlights iUaritime Trades DepartmeinExec. Bd. Meeting Feb. 12-13,1981

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, MTD Vice President Steve Leslie addresses

Workers and MTD Ex^ec. Bd. member of^th^°0^pe'rSiTM President Page Groton. of the Boildrmakers union, and an MTD Exec. Bd. member, hits!
resolution as part of the big turnout for the Board meeting listens.

Morris Weisberger (left) Western Ama FVOZ^ 'km . • it.,
John Yarmola^ vice presitlent of the SIUNA lormer presideni ol Ihe Sailore Union of the PacBic D
and an MTD Exec. Bd. member. vice president of AFSCME and an MTD Fypn RH ' Bernard Puchalski. president of the

exec. BO. member. Chicago MTD Port Council

Rudy Oswald, head of the AFL-CIO Re- Lawrence Motley, president of the Aluminum
search Department, gives the MTD Board • Workers, greets the MTD Bd. meeting. Holley

peck on a shipbuilding meeting a rundown on economic issues as Peter Rybka. vice president of the Grain recently came-aboard as an MTD Exec. Bd.
labor sees them. Millers and an MTD Exec. Bd. member. member.

MTD Exec. Bd. members Lester Null (left), president of the Pottery Dominick Carnavale. of the Plumbers Union.
Workers and John McNamara. president of the Firemen and Oilers, is an MTD Exec Bd member

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MTD Executive Board Vows Action on »

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The Executive Board of the AFL-CIO Maritime Trades
Department, during its meetings on Feb. 12-13, 1981, passed
numerous resolutions dealing with the health and safety of
the American maritime industry and American workers in
general.

Following is a brief but complete rundown of those actions:

Bilateral Shipping
Agreements

The AFL-CIO Maritime Trades
Department (MTD) urges the new
Reagan Administration to negotiate
bilate'ral shipping agreements with
the U.S.'s foreign commerce trading
partners so as to boost trade,
shipping and maritime employment.

Today, the United States has
bilateral shipping agreements with
other nations. These agreements
between two trading countries give
each nation a percentage of .the
cargoes carried. The pacts also give
part of the cargoes to ships of third
countries.

Maritime Administration
Since the Reagan Administration

got a bid to transfer the Maritime
Administration (MARAD) from
the U.S. Commerce Department to
the U.S. Department of Transporta­
tion, the MTD resolves again to
oppose any such= move.

The same proposal was turned
down by the U.S. Congress in the
1960s during President Johnson's
reign.

Moving MARAD to the Trans­
portation Department would give
the maritime industry less attention

in a department interested mainly in
the trucking and railroad industries.

Naval Support Vemels
This resolution recommends that

the President and the Congress
should transfer from the U.S. Navy
to private industry the operation of
auxiliary and support ships (oilers
and tugs) sailed by the U.S. Military
Sealift Command (MSC) and the
Navy.

Even the Government's General
Accounting Office (GAG) says it
would be cheaper. And it would let
the Navy use its budget to build
warships.

With overseas oil and scarcer raw
materials harder to move in a
national emergency or wartime, the
U.S. merchant marine serving then
as an effective naval supply and
support auxiliary, must gain vital
peacetime experience now in this
critical role on a larger scale.

UNCTAD Code for Liner
Conferences

The MTD calls for the U.S. to
accept the United Nations Confer­
ence on Trade and Development
(UNCTAD) Code for Liner Confer­
ences or foreign flagships will cap­
ture more American and worldwide
commerce.

The code, which may start this
year, is a global plan of cargo
sharing to promote liner operations
of the developing Third World.

At least 24 countries representing
a minimum 25 percent of the world's
liner trades must okay the code.
Today, 48 nations representing 18.7
percent of the world's liner trades
have okayed it.

Coal Exports
The MTD asks Congress to fund

the modernization and capacity
expansion of inland waters trans­
portation projects, and for the
Administration to negotiate bila­
teral shipping agreements for the
increased export of our coal. Grea­
ter use of our coal for domestic
power was also urged.

Improvements are needed on the
Mississippi River locks and danfs .
network, nationwide coal terminals
and harbor dredging projects.

More bulk ships must be built
since U.S. flag bulkers carry only 2
percent of these cargoes out of the 40
percent of this country's internation­
al trade.

The bilateral coal shipping agree­
ments would give more jobs to
Seafarers, shipbiiilders and those in
the maritime shoreside trades.

Coal Export Terminal
The MTD supports the efforts of

the U.S. Corps of Engineers, Port
Authority of New York and New
Jersey, Conrail and others to
develop a modern and major coal

export terminal in the port of New
York and New Jersey as fast as
possible.

The Port Authority of N.Y. and
N.J. is now looking at possible sites
on Upper N.Y. Bay to build a coal
export terminal linked to Conrail.

The port is nearer to Europe—a
major user of steam coal—than
other U.S. coal exporting ports.

Such a coal export terminal
would generate more jobs for
maritime.
America's Competitiveness

The MTD urges both the Presi­
dent and Congress to review the
U.S. trade policy. The present
foreign policymakers must look at
domestic economic roadblocks to
trade and the revitalizing of our
economy. Tax laws and regulations
should also be revised.

Accelerated Depreciation
The MTD resolves that U.S. tax

laws be changed to allow for
accelerated depreciation of vessels
like other maritirhe nations do.

The U.S. flag shipping industry
wo^ks at a disadvantage because it
does business under a restrictive tax
policy which hinders new invest­
ment and discourages reinvestment.

The U.S. allows depreciation after
14.5 years. Japan and Western
Europe typically after six years. In
Great Britain, vessels can be depre­
ciated in a single year.

Export Promotion ^

The MTD asks the U.S. Govern-

AFL-CIO, MTD Honor the Memory of Paul Hail
PRIOR to his death on June

22, 1980, Paul Hall had
served faithfully for 23 years as
president of the Maritirne Trades
Department and for nearly that
long as a vice president and
executive council member of the
AFL-CIO. In fact, at his death,
Paul Hall was Senior Vice Presi­
dent of the AFL-CIO.

His accomplishments were
widely known and respected
throughout the trade union
movement. And during the MTD
Executive Board meeting Feb.
12-13, Paul Hall's memory was
honored by both' AFL-CIO

_ President Lane Kirkland and the
entire Executive Board of the
Maritime Trades Department.

First, AFL-CIO President
Lane Kirkland read and then
presented to Mrs. Rose Hall a
beautifully written, leather
bound statement adopted and

\ signed by all of Paul Hall's peers
on the AFL-CIO Executive
Board.

Then, Mrs. Hall was,presented
with a statement, framed and

22 / LOG / February 1981

Mrs Rose Hail is presented with the AFL-CIO Executive Council's statement on
the late Paul Hall by AFL-CIO President Lane Kirkland (second left). MTD Presi­
dent Frank Drozak (right) and Steve Leslie, MTD Vice President (left).

printed on parchment, of love
and appreciation of Paul Hall by
the entire AFL-CIO Maritime
Trades Department Executive
Board.

The Board then offered a
special tribute to both the mem­
ory of Paul Hall and in apprecia­
tion to Mrs. Rose HalL The
Board unanimously installed
Mrs. Hall as an Honorary mem­

ber of the MTD Executive
Board.

Below is the text of that
resolution, as read by Dominick
Carnevale of the Plumbers
Union:
Honorary Board Membership

for Rose Hall
For 23 years until his untimely

death. Paul Hall poured every
ounce oj his unsurpassed abilities

as a leader and organizer into
budding the Maritime Trades
Department into a thriving,
dynamic organization represent­
ing the interests of 8 million
American workers.

Throughout all of those years.
Rose Had unwaveringly sup­
ported her husband in all his
erideavors with pride and dignity.
At the same time. Rose Had
extended to the members of the
MTD Executive Board, past and
present, every kindness and
courtesy willingly and graciously.

At this time, the Executive
Board of the Maritime Trades
Department wishes to collective­
ly "thank you " Rose Had for
your support and friendship ad
these years. And that we wish this
dose relationship to continue for
many, many years to come.

THEREFORE, BE IT RE­
SOLVED that the Executive,
board of the Maritime Trades
Departtnent demonstrate its love
and re.spect for Rose Had by
appointing her as an honorary
member of the MTD Executive
Board.

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Crucial Maritime, Worker issues
merit to work with labor and
management to review and enforce
more effectively its international
agreements. It recommends the
Government-industry-labor advi­
sory groups be given a greater role in
policy making.

With protectionism in interna­
tional trade on the upswing, direct
export promotion grows in impor-
tance.Foreign governments aid their
productive industries with dumping,
indirect subsidies, favorable laws
and treatment and non-tariff bar­
riers. The Japanese use government
agencies to promote exports. The
Germans use joint labor-manage­
ment policy-making bodies.

Meanwhile, the U.S. loses domes­
tic jobs and industries to the
multinational companies overseas.

While the U.S. Trade Act of 1979
levied tariffs on many goods and
fought dumping and subsidies, it is
hard to enforce. However, the ACT
gave us a U.S. Trade Representative
Office which works with the Depart­
ments of Commerce and Labor and
the MTD in the export field.

Pension Offset on
Unemployment
Compensation

The MTD backs the passage of
Federal legislation which would
amend the Internal Revenue Code
of 1954 to eliminate the requirement
that States reduce the amount of
unemployment compensation.

Starting Apr. I, 1980, the U.S.
Unemployment Compensation Re­
form Act of 1976 required all States
to reduce a person's unemployment
compensation by the amount of any
governmental or private pension or
retirement pay received by an

• individual.
The National Commission on

Unemployment Compensation rec­
ommended repeal of this proviso.

Taxation of Social Security
Benefits

The MTD will support legislation
in the 97th Congress, through
statute, prohibiting the taxation of
Social S'ecurity benefits.

Congre.sS pass a resolution in 1980
expressing that Social Security
benefits should remain tax exerhpt.

Minimum Wage Legislation
The MTD wilL intensively lobby

in Congress for increased minimum
wages and will strongly oppose any
efforts to impose a subminimum.

For more than 10 years, conserva­
tives in and out of Congress have
tried to foster a youth subminirhum
wage upon the nation. They have
Wanted the Federal minimum wage
to be cut by 25 percent for. young­
sters 18 to 20 during the first six
months on a new job.

The drive, said to create jobs for
teenagei s,really undercuts the inade­
quate minimum wage and gives
corporations a cheap labor pool.

The subminimum wage doesn't

create new jobs but results in adult
workers (mostly women) getting
fired so teeners can be hired in their
place at lower pay. Then after six
months, when the required full
minimum wage takes effect, the
hired teenagers are fired in turn so a
new batch of youngsters are taken
on at the subminimum wage.

Ah increased minimum wage is
needed now, not a reduction. Today
the $3.35 ceiling is worth less in real
wages than the. minimum wage of
the early 1960s was.

An increase would mean more
spending to hype the economy and
create new jobs decreasing unem­
ployment.

Food Stamp Program
The MTD will vigorously oppose

any and ail efforts to sharply cut the
program which brings a decent diet
to the poor and needy. And will
strongly support efforts in Congress
to maintain the present Food Stamp
Program.

Only a dozen years ago, malnutri­
tion and hunger in the U.S. hit
millions. The Food Stamp Program
has helped to alleviate this, say
Field Foundation doctors.

This fiscal year, higher food prices
and rising joblessness will cost the
program more than $11-billion.
Some 2I-million poor, elderly,
disabled and jobless get 44 cents
each a meal. Over half of these
households have yearly gross in­
comes of less than $3,600; 85 percent
under $6,000.

Conservatives created a myth
about food stamp fraud, abuse and
waste. Now the Administration and
the Senate have the program slated
for the budget axe.

Producltivity
The MTD resolves to prevent

misguided productivity proposals
from becoming weapons to be used
against labor. The organized move­
ment has lead the drive to push
economic policies of full employ­
ment and economic growth resulting
in productivity increases.

Recessions always lower produc­
tivity; prosperity increased it. And
this country h^s been operating far
below its overall industrial capacity .
for over 10 years. Plus uncontroll­
able skyrocketing imported oil
costs and interest rates are other
factors leading to mounting' infla­
tion.

Management defines productivity
as working harder for the same
wages. Labor says it is better work
or raising each worker's hourly
output. You get this from a skilled,
experienced, and educated labor
force and modernized, well-main­
tained equipment reflecting the
latest technology. Since 1950, poor
management failed to take a long-
term view on economic investment
in modern machines and technology.

We must continue to upgrade the.

skills of our memberships. Manage­
ment must make major capital
improvements. And with long-term
redevelopment must be protection
of workers' needs for jobs and
economic security.

Service Industries
The MTD recornmends that the

U.S. Government support and
promote service industries in inter­
national trade based on:
• A.definition of our service indus­

tries and their problems must be
given.

• The Government must set up the
mechanisms through which bi­
lateral, case-by-case, negotiations
can take place. .

• Service industry markets and jobs
must be protected in domestic law
and in international agreements.

• Trade Adjustments Assistance
should be given workers affected
by imports.

• Multilateral discussions should be
pursued once all the facts are
available and bilateral negotia­
tions have been concluded.
Almost 70 percent of U.S. em­

ployment is in services. They face
new competition here and abroad in
international trade.

Service industries can also.export
jobs. Runaway ships, films and
shops ill data processing are the
culprits. Foreign ships and airlines
take away jobs too.

In building and construction
contracts worldwide, the U.S. has
dropped from Nt). I to No. 5!

Enviroiunent
The MTD resolves that we must

be careful to see that a clear balance
is struck in protecting the natural
environment. We must avoid ex­
tremists. Where regulations go too
far, they should be changed. But
when the basic human need for a
decent living and working environ­
ment is challenged, we must con­
tinue to come down on the side of
that basic human need.

The Perdue Boycott
It is resolved that the MTD

strongly supports the struggle of the
Frank Perdue workers to organize
into a union. The MTD supports the
boycott of Perdue products to win
the strike and obtain a union
contract. The MTD urges all affil­
iates to give the maximum aid and
assistance to that boycott.

Perdue Inc., producer of highly
advertised and priced poultry,
mistreats and abuses its workers. It's
blocking the workers at the Ac-
comac, Va. plant form forming a
union and bargain collectiveFy.
Allegedly it intimidated, harrassed~
threatened and dismissed workers
who support the efforts of Local 117
of the United Food and Commercial
Workers International Union to
organize them. Perdue has ordered
its employes to work under con­

ditions which are arbitrary, mean-
spirited, onerous, cruel, dangerous
and unworthy of 20th Century
America.

The workers are now picketing
the plant under an unfair to labor
strike. The union is now boycotting
all Perdue products.

Great Lakes Shipboard
Safety

More than five years have passed
since the Great Lakes bulk carrier
Edmund Fitzgerald went down with
all hands during a raging but typical
November storm on the eastern end
of Lake Superior.

Opinions differ on the reasons for
the accident. However, there is a
consensus on the need to update
regulations governing Great Lakes
vessel design and construction.

The Maritime Trades Depart­
ment urges that the Coast Guard's
inquiry in regards to freeboard be
adopted by Congress. It also urges
that the Coast Guard work closely
with the Great Lakes shipping
industry to protect the safety of the
men and women working onboard
American flag vessels.

USPH8

Under a series of resolutions
dating back to 1798, the United
States government is legally and
morally responsible, for providing
quality health care to seamen who
sail onboard vessels documented
under its laws.

Unfortunately, the,continued
existence of this country's strong
system of Public Health Service is
being threatened by budget cuts and
continuing uncertainties surround­
ing the economy.

The Maritime Trades Depart­
ment calls upon the new Adminis­
tration and the new Congress to
restore the USPHS budget to its
previous level. It would like to
remind Congress that these hospi­
tals have proven to be quite a
bargain, for not only do they
provide health care service to
seamen, but they provide it to other
federal health beneficiaries, at costs
far below what the federal govern­
ment pays for comparable services.

Gambling
There are a number of steps that

the federal government could take
that would go a long way in reviving
the once-proud American flag cruise
ship industry, at little or no cost to
the American taxpayer.

Laws prohibiting gambling on­
board American vessels do very little
good and a great deal of harm. They
encourage operators to document
their passenger vessels under the
laws of some other country. Jobs are
lost, and so are tax revenues.
Meanwhile, gambling has not been
diminished in any way whatsoever.

Continued on fol'o wing page

February f981 / LOG / 23

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MTD Board Acts on Crucial issues
Continued tram previous page

In the same vein, U.S. tax laws
inhibit growth of an American flag
passenger cruise industry.

To give one example; a business
can deduct business expenses if it
holds a convention on land. It
cannot deduct those same expenses
if it hold its convention onboard a
pas.setiger vessel.

The Maritime Trades Depart­
ment urges the federal government
to put prejudice aside, and to
carefully examine all methods of
reviving its once-proud passenger
cruise industry.

Fishing Industry in
New York

Jobs and taxes are being lost to
New York and the federal govern­
ment because nothing is being done
to nurture a regional fishing indus­
try.

There is ample space in the New
York harbor for development of a
seafood complex that would include
operating and administrative activ­
ity for the handling, storage, process­
ing, marketing and distribution of
fish and fish related products.

The MTD therefore call upon
the federal government and the state
of NewYork to support the necessary
state/federal legi.sIation that would
make establishment of a New York
fishing industry possible.

Health Care
Given the grim statistics—thou­

sands of working men and women
die from work-related accidents and
illnesses each year, and m6re then
2.5 million more are injured—the
Maritime Trades Department op­
poses all efforts to weaken or diffuse
OSHA. The Department also urges
that efforts to train union members
on important matters of occupa­
tional health and safety be ex­
panded. All work hazards should be
identified, so as to prevent accidents
from occuring, and illnesses from
developing.

St. Lawrence Seaway
The U.S. St. Lawrence Seaway

Development Corporation and the
Seaway Authority of Canada have
signed documents implementing a
new Joint Seaway Tariff of Tolls.
The Maritime Trades Department
opposes additional Seaway toll
increases, inasmuch as the Seaway
debt will be gradually eliminated by
this latest agreement. Moreover,
any future plans to increase tolls, or
to impose user charges on Seaway
vessels, should be discouraged.

U.S. Auto Industry
The American auto industry is in

the middle of a battle for its very
survival. The difficulties being faced
by this critical industry will have
repercussions for other U.S. indus­
tries, including the maritime indus-

24 / LOG / February 1981

try on the Great' Lakes, for it
depends on the auto industry for
much of its cargo. The Maritime
Trades Department recommends
that management, labor and govern­
ment work in unison. The federal
government should examine all of
its available options—including the
imposition of import quotas and the
adoption of liberal trade adjustment
assistance, the kind that was pas.sed
by the last Congress—and act
quickly, for the auto industry's
problems pose a very real threat to
the national security of this nation.

Dredging the Mississippi
The Maritime Trades Depart­

ment urges Congress to pass legisla­
tion that will require all work done
on harbors, rivers and estuaries be
done by American flag vessels,
dredges and barges. In regards to the
Mississippi River: it is an essential
part of this nation's economy.
Dredgirig it will allow larger vessels
to travel to New Orleans, Baton
Rouge, and other important facili­
ties and communities. The dredging
will .pay for itself, for it will
substantially lower the cost of
transporting coal, grain, oil and
other such products vital to our
nation's well-being.

Fuel Allocation
In times of fuel scarcity, the

United States government empha­
sizes use of water-borne transpor­
tation, especially on the Great
Lakes, where vessel operators
deliver iron ore to feed the steel
industry, coal to fuel power plants
and grain to feed our people and the
people of the world. If it is at all
possible, the Maritime Trades
Department urges the Department
of Energy to deliver lt)0% of the
operators fuel needs, for the Great
Lakes region is the heart of our
agricultural and industrial power,
and water-transportation is by far
the most fuel efficient mode of
transportation we have.'

Dredi^ng
The Port of New York and New

Jersey will undergo an economic
crisis if the federal government does
not do something to encourage the
dredging of the region's channels
and berths.

There is widespread concern that
the port will have to be closed for
lack of dredging. If that were to
happen, more than 60,000 jobs
would be lost, as would billions of
dollars in taxes, sales revenue and
personal income.

The Maritime Trades Depart­
ment supports proposals put forth
before the U.S. House Merchant
Marine and Fisheries Committee by
the "Save Our Port Committee", a
coalition of business, labor, environ­
mental and community organiza-
tio.ns frbm New York and New

Jersey. The Save Our Port Com­
mittee wants to modify the nu­
merous procedures and laws affect­
ing the dredging industry; centralize
the authority for issuing permits, for
the present procedure is costly and
time-consuming: suspend the con­
troversial bioaccumulation testing
requirements pending refinement of
the testing process; establish reason­
able criteria for issuing dredging
permits; eliminate a major source of
pollution by removing PCS "hot-
spots" in the Hudson River.

SS Poet
The tragedy surrounding the dis­

appearance of the SS Poet says a
great deal about the way that the
federal government carries out its
statutory obligation to protect the
safety of the men and women who
sail onboard vessels documented
under the laws of the United States.

Before the SS Poet left port
October 24, there had been nu­
merous signs that she was unsea-
worthy.

It has been widely reported in the
press that the shipping company was
negligent in waiting ten days to
report cessation or radio contact.
What is'also true, and what should
be remedied, is that the Criminal
Code governing such negligent
behavior is ambiguously stated.

Despite the obvious need to move
quickly so as to save whatever
persons remained alive from the 34
man crew, the Coast Guard waited
five days to begin its search.

After having belatedly begun its
search, the Coast Guard wanted to
give up quickly when no trace was
found of either the ship or the 34
crew members. The agency had to be
pressured into following up its initial
search with a more extensive one. _

These tragic, and perhaps un­
necessary, developments have
caused the AFL-CIO Maritime
Trades Department to question the
laws relating to the protection of
American seamen, as well as to the
implementation of those laws. The
Department calls upon the U.S.
Congress to investigate this tragic
loss, to develop adequate statutory
guidelines for the monitoring of
American flag vessels, and to review
the manner in which the LI.S. Coast
Guard carries out its statutory
obligations.

Great Lakes Trade

Nowhere is the decline of the
American flag Merchant Marine
more apparent than on the Great
Lakes.

By all rights, the Great Lakes
maritime industry should be
thriving. One-fifth of this nation's
population and one-quarter of its
industry and total wealth are located
in the Great Lakes region.

The Great Lakes region is also the
center of a large portion of this <

country's foreign trade, especially
with Canada.

However, American flag opera­
tors are unable to compete effec­
tively with their Canadian counter-
p,arts,. in large part because the
Canadian government does what the
American government refuses to do:
it provides its Merchant Marine
with extensive subsidies that enable
the owners to modernize their
equipment.

The MTD urges the federal
government to take action to
guarantee the U.S. an equal share of
the U.S.-Canadian cargo: It also
urges the appropriate government
agencies to make every incentive
available to American flag operators
to encourage them to enter the Great
Lakes overseas trade and the U.S.­
Canada Great Lakes and Seaway
bulk cargo trade.

Great Lakes-Seaway
Marketing

The Maritime Trades Depart­
ment goes on record as supporting
MarAd's proposals for developing a
U.S.-Great Lakes-St. Lawrence
Seaway Marketing Corporation to
promote the Great Lakes-Seaway
system and to boost American-flag
participation in all Great Lakes-
Seaway trades.

Child Care Program --
A major change has occured in the

make-up of this nation's work-force.
Women now comprise a substantial
block of full time workers. More
than six million pre-school children
have mothers in the work force.

Because of this fact, and the fact
that the growth of quality child care
centers has riot kept pace with the
need for them, the unions that
comprise the MTD call upon Con­
gress to establish a quality child care
program that takes into account the
health, social and educational needs
of Anierican children, the most
precious resource this nation has.

ega
Con-
gner
f In-

in the
mbers,

d the

. I,



Dispatchers Report lor Deep Sea
DEC. 1-31, 1980 TOTAL REGISTERED TOTALSHIPPED

AilGroups . All Groups
CiassA ClassB ObssC ClassA ClassB CiastC

Port DECK DEPARTMENT

Boston ................... 10 7 3 8 3 1
NewYork.. 118 58 6 92 88 5
Philadelphia.. 8 8 3 4 7 4
Baltimore 25 12 4 26 27 4
Norfolk 27 7 5 17 19 3
Tampa ....:. 18 7 2 6 16 0
Mobile.... 25 5 1 23 14 1
NewOrleans 103 32 10 74 38 2
Jacksonville. 39 7 2 25 10 2
San Francisco 52 20 11 48 32 8
Wilmin^on — 34 14 8 21 17 5
Seattle.... 38 18 10 76 53 8
PuertoRico 26 2 1 19 17 2
Houston 82 22 14 77 44 7
Piney Point 4 1 1 4 10 1
Yotohama..... 1 0 0 0 3 0
TolNs..... 610 220 81 520 398 53

Port ENGINE DEPARTMENT

Boston 4 2 ' 0 2 1 0
NewYork 1Q7 40 5 82 67 1
Philadelphia... —..... 8 3 0 4 2 0
Baltimore 21 7 1 20 8 0
Norfolk..... 15 11 1 12 11 0
Tampa. 7 4 2 3 8 0
Mobile.... 37 11 1 20 10 1
NewOrleans.. .......... . 90 25 2 49 31 3
Jacksonville 22 5 1 22 6 1
San Francisco 40 19 5 40 20 5
Wilmington 17 8 10 15 7 1
Seattle.: 38 11 6 33 26 6
PuertoRico 11 6 1 14 4 0
Houston.... 59 18 3 42 29 3
PineyPoint 100 1 9 0
Yokohama.. 1 0 0 0 0 0
Totals ............ 478 170 . 38 359 239 21

Port STEWARD DEPARTMENT

Boston.... 2 1 0, 0 2 1
NewYork 49 31 2 53 64 0
Philadelphia ........... 3 4 0 3 5 0
Baltimore 15 8 1 15 12 3
Norfolk 11 5 2 10 12 0
Tampa 8 2 1 3 12 2
Mobile 14 2 0 11 10 0
NewOrleans.... 47 5 2 , 31 20 1
Jacksonville 14 4 0 15 10 0
San Francisco 17 22 10 50 36 20
Wilmin^on 13 7 4 7 7 2
Seattle 19 2 7 24 17 11
PuertoRico 12 ' 5 1 11 9 2
Houston 28 3 1 24 10 3
Pin^ Point 0 8 0 0 65 1
Yokohama......... 10 0 1 1 0
Totals 253 109 31 258 292 46
Port ENTRY DEPARTMENT

Boston 2 6 4
NewYork 35 129 55
Philadelphia...: 7 18 1
Baltirmre. I 15 38 5
Norfolk J 5 33 6
Tampa 1 16 2
Mobile 8 15 5
NewOrleans.... 30 74 11
Jacksonville 9 27 4 _
San Francisco..... 30 69 59
Wilmin^on 2 18 29
Seattle 9 47 18
PuertoRico... 22 31 6
Houston 19 48 22 .
PineyPoint 0 A
Yokohama 0 1 0
Totals 194 644 228

TotahAIIDspartments. 1.535 U4i 3^ 1.137 929 120

•'Total Registered" means the number of men who actually registered for shipping at the port last montk
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.

••REGISTERED ON BEACH
AilGroups

aassA ClassB ClassC

9
153
21
39
35
28
39
160
72
85
54
61
24
115
0
1

896

4
169
13
34
22
8
37
116
36
62
22
45
13
93
0
2

676

2
66
3
24
15
12
24
59
26
43
22
28
11
56
0
0

391

7
64
12
10
11
11
5
38
12
28
23
20
4
34
0
1

280

5
69
4
13
11
9
10
32
11
26
9
12
6
26
0
1

244

1
44
4
9
5
3
5
7
4
33
8
4
4
9
0
0

140

3
16
3
3
8
5
1
13
5
10
15
13
1
17
0
0

113

2
12
0
5
2
3
0
4
2
7
12
6
1
8
0
0
64

0
12
0
1
2
2
0
3
1

28
8
15
0
2
0
0
74

5 9 11
39 252 126
7 30 7
16 70 18
7 44 16
6 23 8
14 25 8
47 104 31
18 49 12
31 128 113
4 48 82
12 49 46
19 29 11
30 70 45
0 0 0
0 0 0

255 930 534

^218 1,594 785

Shipping in the month of Decesnher was good in most A&G deepsea ports. A total of 2,186 jobs were shipped last
month to SlU-contracted deep sea vessels. That's an increase of 561 jobs shipped over the previous month. Of these 2,186 jobs
only 1,137 or sHghtiy more than half, were taken by "A" seniority members. The rest were filled by "B" and "C seniority people.
Shipping is expected to remain good for the foreseeable fiiture.

Directory
SlU Atlantic, Gulf, Lakes

& Inland Waters
United Industrial Workers

of North America

Frank Drozak, president
Joe DiGiorgio, secretary-treasurer

Leon HaU, vice president
Angus "Red" Campbell, vice president

Mike Sacco, vice president
Joe Sacco, vice president

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

(301) EA 7-4900
BOSTON, Mass. .... 215 Essex St. 02111

(617) 482-4716
CHICAGO, ILL.

9402 S. Ewing Ave. 60617
(312) SA 1-0733

CLEVELAND, Ohio
1290 Old River Rd. 44113

(216) MA 1-5450
COLUMBUS. Ohio

4937 West Broad St. 43228
(614)870-6161

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705 Medical Arts Building 55802

(218) RA 2-4110
FRANKFORT, Mich. P.O. Box D

415 Main St. 4%35
(616) 352-4441

GLOUCESTER, Mass.
- ' ^3 Rogers St.01903

(617)283-1167
HONOLULU, Hawaii

707 Alakea St. 96813
(808) 537-5714

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
PORTLAND, Or.

421 S.W. 5th Ave. 97204
(503) 227-7993

PADUCAH, Ky 225 S. 7 St. 42001
(502) 443-2493

PHILADELPHIA, Pa. 2604 S. 4 St. 19148
(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.

350 Fremont St. 94105
(415) 626-6793

SANTURCE, P.R.
1313 Fernandez, Juncos,

Stop 20 00909
(809) 725-6%0

SEATTLE, Wash. 2505 1 Ave. 98121
(206) MA 3-4334

ST. LOUIS, Mo. 4581 Gravois Ave. 63116
(314) 752-6500

TAM PA, Fla 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. 5-6 Nihon Ohdori
Naka-Ku 231-91

201-7935

v Jfe V

• - --Ti. ;•

. V-'vJ
February 1981 / LOG / 25

W'' '"c': •: • •



W-

• W''t

; ft >:?

One Seaman's View of Drugs

The reason I am writing this letter is to share with the
membership a statement that a friend of mine made about drugs. I
have been sailing in the SIU for four years. And I have seen several
people who have messed themselves up from drugs, booze, etc.

My friend's statement on drugs goes something like this: "Drugs
destroy the user's spiritual and physical ability to function as a truly
complete human being. Should the use of marijuana be legalized or
decriminalized, we will all be hurt. Because though the law may
look at marijuana as a misdemeanor type drug, it is more than a
misdemeanor in its effects."

Some people may not consider the above statement profound.
But I feel that every little bit helps if it will help convince the
constant users of drugs of the dangers they are bringing upon
themselves.

A Seaman
Jacksonville, Fla.

76 Scholarship Winner an Engineer
I am writing to yoii, as a scholarship recipient, to thank you again

for your valuable assistance during my college years.
The scholarship proved to be a mighty asset throughout my four

years as a Chemical Engineering student at Cooper Union. The
award, combined with my savings, proved to be ample enough to
attend college and pursue my technical training without any
financial worries. Thus I was able to complete my courses andL
participate in quite a few extracurricular activities without having
to hold a part time job during the school year.

Presently I am working as a Design Engineer for Chevron,
U.S.A. Inc. The work is both challenging and satisfying, and the
whole field is expanding due to the high demand for technical
personnel to help solve tlie nation's problems.

Now I have my whole career, and a good part of my life, ahead of
me to look forward to, but before I look ahead I wanted to once
again thank you for making it possible via the SIU Charlie Logan
College Scholarship program. It helped me get to where I stand
today, and hopefully to where 111 stand tomorrow.

Many thanks again,
Nicholas Livanos
1976 Scholarship Winner

Hard Work, Full Speed Ahead
I would like to express my sincere appreciation for the hard work

that it takes to make the SIU as strong as it js today and to keep it
that way in the future.

We realize out here the constant fight the Union wages in
Washington, D C. to keep our industry strong. And we realize that
the Union's lobbying efforts, testimony before committees, letters
to Congressmen and Senators, combined with the leadership of
Frank Drozak and our Washington team, is paying off for us all.

The Washington fight is a crucial fight. It is necessary for the
future of the SIU and the future of the American merchant marine,
which is so badly needed for our country.

Fraternally,
Bill Mullins, AB
LNG Leo

SIU Rehab Program a Lifesaver
I just wanted to take this time to say Happy New Year, and may it

be prosperous for you all, and at the same time say a word about
how great the Seafarers International Union and the Seafarers
Alcoholic Rehabilitation Center has been for me.

The SIU is one of the best organizations I have had an
opportunity to become a part of. They have come thru when I and
my wife needed them. Thanks to the SIU from both of us. Now
about the Seafarers Alcoholic Rehabilitation Center (S.A.R.C.).

For me the S.A.R.C. was a life saver. You see, I'm an alcoholic.
I've been to other treatment programs before coming to the
S.A.R.C. They were good programs, but I was like a fish out of
water. Here, I was involved with Brother seamen. It makes a
difference. They have the finest staff and counselors, and
everybody cares, trainees, SIU personnel—I could go on forever.

I'll be leaving here shortly—going back into life, as a new man.
They taught me so much here, but most important how to live
without a drink and I thank everyone for this. I look forward to life
now. My wife and I are and will be forever grateful for everything.

To my Brothers and Sisters of the Sea—if any of you think or
suspect you have a problem with alcohol, stop for one second and
think. It could save your life. The SIU and S.A.R.C. are here for us
and are ready to help.

Thanks again SIU and S. A. R.C. Today is the first day of my life.
May God Bless All of You,
Mr. & Mrs. Frank Vest
Bradenton, Florida

Diesel Grad a Hit With Sea-Land Brass
Just a note to advise you that I met one of the Graduates of the

Lundeberg School Diesel Course on board the Sea-Land Explorer.
He was sailing QMED.

The crew was pulling a piston while I was on board. This QMED
was acutely aware of the situation and he took the initiative
throughout the work. Actually, all the crew that was involved
conducted themselves very well.

Thought you would be interested in knowing that the efforts of
the SIU and Piney Point are paying off for everyone concerned.

Sincerely,
SEA-LAND SERVICE, INC.
J.J. Nichols
Manager, Fleet Engineering
. Services.

Retiree Never Misses an Edition
I receive the Log every month. I want to express my thanks to the

SIU for the fine editing of this most informative Union publication.
Though I am retired, I am still very interested in our Union and
what happens in the maritime industry.

I also wish to express my thanks and gratitude to the Seafarers
Welfare Plan for their help, and to all our brothers on the SIU
Executive Board for keeping this Union the best in the maritime
industry.

Fraternally,
Arthur J. Heroux, Retired

There in Times of Need
On behalf of my late husband Beirly Bodden and myself, I would

like To thank everyone at the SIU for the kindness and
consideration in paying the doctor and hospital bills so promptly,
as well as the prompt and kind handling of his death benefits May
everything go well with the SI U so it will be able to help others as it
has helped me.

Sincerely,
Mrs. Edna Bodden
Tampa, Florida

- .'i x: -

my

26 / LOG / February 1981



r-'-

N-

U.S. Flag Must Get Share of Coal Exports
LAST summer, former Presi­

dent Carter emerged from a
[meeting with the European Com-
Lon Market countries and Japan
[bearing assurances from those
(energy-hungry nations that they
would double or triple their
purchase of U.S. coal by the end

[of the century.
Ever since that summit meet-

[ing concluded. Congress, various
state governments and private
industry have been climbing all

lover each other to set the U.S.
(coal export program in-motion.

In a world scrambling for
I alternative energy sources, coal is
I about to hit the big time. And the
United States, blessed with an
abundance of the fuel, is counting
on nothing less than a bonanza in
coal sales.

However, naming the United
States the "chief producer and
exporter of coal for the interna­
tional market" is one thing.
Making it happen is something
else again.

To bridge the gap between
seeing the U.S. as the world's
foremost coal exporting country
on paper and in reality, the
Federal Government gave assur­
ances that they were prepared to
help industry cope with the
increased mining of coal and
development of adequate han­
dling, storage and transportation
facilities.:

In addition, there were prom­
ises of aid to speed the significant
expansion of ports on the Gulf,
East and West Coasts to accom­
modate deep draft coal carriers;
expansions which must take
place before a coal export pro­
gram of any size can get off the
ground.

The port of Baltimore, the .
nation's second largest coal
exporting port, is buzzing with
privately-funded improvement
projects. Recently a group of six
corporate investors announced
that they were jointly funding a
S150 million coal handling facil-

^^<fiSLAriOAf

ity for the port.
While private investors are

busy expanding the storage and
transfer capabilities of U.S. coal
ports. Congress is taking a look
at the public side of it—snipping
away some of the red tape so that
badly-needed dredging of key
coal ports can begin as soon as
possible.

Sen. John. Warner (R-Va.)and
Sen. Bennett Johnston (D-La.)
co-sponsored legislation to
streamline the now-lengthy
process of granting harbor
dredging permits. Similar

Februoiy, |98|

Joe DiGiorgio

Official Publication of the Seoforeri International Union of
North America, Atlontic, Gulf, Lakes and Inlond Waters District,

AFt-CIO

Executive Board
Frank Drozak

President

Vol. 43, No. 2

Secretary* teasurer Fd Turnel"
A Pxeculive Vice-President
Angus "Red" Campbell

Leon Hall
Vice President

Vice President
Mike Sacco
Vice President

Joe Sacco
Vice President

Ray Bourdius
Assistant Editor

James Gannon
Editor

Edra Ziesk
Assistant Editor

Mike Gillen
Assistant Editor

Rotan
(-oast Associate Editor

Marietta Homa
Assistant

nayonpour
Editor

Max Siegel Hall
Assistant Editor

Frank Cianciotti
Director of Photography/ Writer

Dennis Lundy
Photography

1B9
Marie Kosciusko

Administrative Assistant
George J.. Vana

Production/Art Director

! ^ Seafarers International Union, Atlantic,
^'stna, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel.

Gulf, Lakes and Inland Waters
'499-6600. Second class postage

paid at Brob'kiyn, N.Y. (ISSN #0160-2047)

legislation has also been intro- i
duced in the House.

Legislation to speed the
process of deepening U.S. ports
to the 55-foot depth required by
deep draft coal carriers is
obviously needed. Passage of
such a measure would allow
Baltimore, for one, to clear the
backlog of 50 to 60 ships which
now sit outside her harbor for
long'periods of time waiting for
coal.

But passage of these bills won't
change the fact that of all those
ships waiting to make a foreign
coal run, not a single one of them
flies the American flag.

None of the measures related
to the U.S. coal export program
which have been introduced to
date make a single mention of a
role for U.S.-flag vessels.

Though a sizeable bulk fleet
will be necessary to move the
coal -as many as one thousand
100,000 dwt dry bulk vessels by
some estimates -the government
hasn't taken a single step to
make sure at least some of those
ships are built in U.S. shipyards.
Nor have there been any
assurances that at least a portion

of the American coal moved
abroad will be delivered in
American-flagships.

In these times of scarce energy
supplies, it is good to know that
the' United States has the
resources to provide other
nations with badly-needed fiiel.

But these are also times of high
unemployment; of a dwindling
American shipbuilding base; of a
iieglected U.S. mercihant marine
which could be given a badly-
needed boost by being included
in a U.S. coal export program.

The U.S. isn't considering
giving away American coal to
Western Europe and Japan. Why
then should we consider giving
away tens of thousands of
American shipya rd, seagoing and
related support jobs?

Yet without adequate guar­
antees—guarantees which should
be attached to any pending
legislation related to the U.S.
coal export program—that IS

exactly what our government is
proposing to do.

We believe that a wholesale
giveaway of American jobs is a
handout this nation can neither
afford nor justify.

February 1981 / LOG / 27

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At recrewing in the middle of last month of the tug Freedom in the port of Jacksonville are (left)Cook William Justi of
Tampa and Tankerman Lowell Jones of Jacksonville. . '

Dispatchers Report for Inland Waters

DEC. 1-31,1980 nOTAL REGISTERED
All Groups

Class A Class B Class C

TOTAL SHIPPED
All Groups

aassA Class B Class C

••REGISTERED ON BEACH
All Groups

Class A Class B Class C

Port DECK DEPARTMENT

Boston 0 0 0 • 0 0 0 0 0 0
New York 0 0 0. 0 0 0 0 0 0
Philadelphia •. ... G 0 0 0 0 0 0 0 0
Baltimore — 1 0 0 0 0 7 7 0
Norfolk ..; 0 0 0 0 0 0 0 0 0
Tampa 4 . 2 2 1 0 1 10 3 3
Mobile 0 .0 0 0 0 0 0 • 1 0
New Orleans 1 1 3 0 1 0 2 3 6
Jacksonville 3 2 1 3 1 1 0 1 0

0 0 0 0 0 0 0 0
Wilmington 3 5 4 2 2 1 4 8 5
Seattle 0 0 0 0 0 0 0 0 0
Puerto Rico 0 0 2 ' 0 0 1 0 1 3
Houston 8 1 2 3 2 0 16 5 6
Port Arthur .:. 20 12 2 32 7 1 30 7 9
Algonac :. 0 0 0 0 0 0 0 0 0
St. Louis ; 1 3 2 ,6 1 1 0 5 2 10
Piney Point 0 5 2 0 5 2 0 0 0
Paducah 4 1 10 0 0 2 8 3 43
Totals 48 32 34 42 19 9 82 41 85

Port ENGINE DEPARTMENT

Boston 0 0 0 0 0 0 0 0 0
New York 0 0 0 0 0 0 0 0 0
Philadelphia 0 0 0 0 0 0 0 0 0
Baltimore 1 0 0 0 0 0 2 0 1
Norfolk 0 0 0 0 0 0 0 0 0
Tampa 0 . 0 0 0 0 0 1 0 1
Mobile • 0 0 0 0 0 0 0 0 0
New Orleans 2 0 0 1 1 0 1 0 1
Jacksonville ••••••••• • ••••••••••••a 2 1 1 1 0 1 1 1 0
San Francisco..'.. ••••••••• • ••••••••••'•a* 0 0 0 0 0 0 0 0 0
Wilmington ... .-r.... 0 0 2 '0 0 , 4 0 0 1
Seattle 0 0 0 0 0 0 0 0 0
Puerto Rico V" 0 0 0 0 0 0 0 0 0
Houston 0 0 0 0 0 0 1 0 0
Port Arthur 1 0 0 0 0 0 '' 1 1 0
Algonac 0 0 0 0 0 0 0 0 0
St. Louis 0 0 0 0 0 0 0 0 0
Piney Point 0 0 0 . 0 0 0 0 0' 0
Paducah 1 0 0 0 0 0 1 0 1
Totals 1 3 2 1 5 8 2 - 5

Port STEWARD DEPARTMENT

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 All Dapartments.

0 0 0 0 0 0 0 0 0
0 0 0 0 0 Q 0 0 0
0 0 0 0 0 ( 0 0 0
0 ^ 0 0 0 0 0 1 1 1
0 0 0 0 0 0 0 0 0
2 0 0 1 0 0 1 0 1
0 0 0 0 0 0 0 0 0
1 0 0 0 0 0 1 0 0
0 0 0 0 0 0 1 0 0
0 0 0 0 0 0 0 0 0
0 0 1 0 0 0 1 0 2
0 0 0 0 0 0 0 0. 0
0 0 0 0 0 0 0 0 0
0 0 1 0 0 0 1 0 2 • 1 0 0 2 0 0 1 0 0
0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 3
0 1 0 0 1 0 0 0 0
0 0 4 0 1 0 0 0 7
4 1 6 3 2 0 7 1 16

59 34 43 47 22 14 97 44 106

•'Total Registered- means the number of men who actually registered for shipping-at the port last month.
••"Registered on the Beach" means thetotal number of men registered at the port at the end of last month.

ZB / LOG / February 1981 - >

•V-. .

Legal Aid
In the event that any SIU 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. 10118
Tele. #(212) 279-9200

BALTlIVfORE, 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
8T1 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455

TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvd.
Tampa, Florida 33609
Tele. #(813) 879-9482

^SAN FRANCISCO, CALIF.
John Paul Jennings^ Henning,
Walsh & Ritchie
100 Bush Street, Suite 440
San Francisco, California 94104|
Tele. #(415) 981-4400

Philip Weltin, Esq.
Weltin & Van Dam
No. l 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

DETROIT, MICH.
Victor G. Hansiin
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220

GLOUCESTER^ MASS. E^A
Orlando A'TVhite
Two Main Street
Gloucester, Massachusetts 01930|
Tele. #(617) 283-8100

SEATTLE, WASH.
Vance, Davies, Roberts.
Reid & Anderson
100 West Harrison Plaza •
Seattle, Washington 98119
Tele. #(206) 285-3610

CHICAGO, ILL.
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263^6330

IJ

1



• j; =

Irate Readers to Log;

Button Gwinnett a Liberty Ship, Too!
When we ran our story on

Waterman's new LASH ship Button
Gwinnett (see the Log, Nov., 1980)
we had no idea it would evoke the
response from our readers that it
did. It seems we neglected to
mention an earlier SlU-crewed ship
by that same name, a Liberty Ship,
with a wartime record of service in
the Atlantic and Mediterranean sea
lanes.

Two former crewmembers of the
Liberty Button Gwinnett, Willard
Pratt and Willard Rowlee, wrote to
remind us about that earlier ship
named for an obscure signer of the
Declaration of Independence.^ They
both asked the same question: "How
about a follow-up article on the
Liberty Ship Button Gwinnett? We
felt it was the least we could do to
make up for our oversight. So here it
is fellas, and with a picture of the old
gal to boot!

The Liberty Ship Button Gwin­
nett was launched at the South­
eastern Shipbuilding Corp., Savan­
nah, Georgia in May, 1943 as part of
the unprecedented American ship­
building program during World
War 11. While on the ways she was
designated Hull #11 and, like most
of the other 88 Libertys built at that
yard, was named for a famous
Georgian. Others were named for
such notables as Thomas Wolfe,
Isaac Hopkins, Juliette Low and
Casimir Pulaski (a Revolutionary
War hero killed during the Battle of
Savannah).

As a Liberty, the Button Gwinnett
measured 441'6" overall with a
breadth of 57' and a depth of 34'
(draught of 26'10"). She displaced
14,245 tons and had a hauling
capacity of 10,500 dwt. Her 2,500
hp. triple expansion, steam recipro­
cating engine gave her a designed
service speed of 11 knots (that is,
when her bottom was clean!).

Owing to extensive welding and
' prefabricated assembly modules, the

Button Gwinnett was constructed in
about 30 days' time and at a cost of
about $2 million. (Some Libertys
were launched in less than two
weeks, while one—the Robert E.
Peary— was launched after just four
days and 15 hours!) It was said that
the Libertys were "built by the mile
and chopped off by the yard."

Eyewitness Accounts

It would be difficult to detail the
wartime experiences of the Button
Gwinnett, since most of the deck and
engine log books of the Libertys
operating at that time have been
destroyed. As a result we must rely
heavily on the memories of those
who sailed her and other Libertys.

Willard Rowlee (Bk. #43252,
retired) sailed on the Button Gwin-
ne/r as Steward Utility in early 1945.
In a recent letter to us he recalled
some of his experiences in the ship.

• \-

• • J

The Liberty Ship Button Gwinnett.

The New Button Gwinnett, a LASH ship, operated by Waterman.
"We had a very eventful trip to

Marseilles, France from New York
and Newport News, Va.," he wrote.
"It was in January and we went in
convoy. It was a slow (eight knots)
and rough crossing.

"As we lined up in three columns
to enter the Straits of Gibraltar at
high noon it got kind of noisy. The
nearest two ships port side, a Liberty
Ship and a tanker, were hit. 1 have
never known if it was mines or
torpedoes but the escort ships were
dropping depth charges so close they
seemed to raise their fantails right
out of the water, not to mention how

it rattled the Button Gwinnett. We
also had a couple of air raids while in
France but they didn't come very
close."

Though the Libertys have been
credited with making the difference
between victory and 'defeat, those
who sailed them will admit they
tended to bounce around some in
rough seas. Willard Rowlee remem­
bers one weather-related incident
that occurred in the Button Gwin­
nett:

"1 do remember that it had a coal
galley stove and 1 would get one half

hour overtime each day for starting
the fire and getting ready for
breakfast. I also remember a lot of
pitching and rolling one night, and
when I went to the galley the next
morning the deck was awash with
dirty sea water and the pots and pans
were floating all over the place. I
think breakfast was a little late that
day."

During World War II, the Button
Gwinnett was operated by the South
Atlantic Steamship Line. When the
war ended. South Atlantic con­
tinued operating the ship until 1948
when she was placed in the reserve
fleet in Wilmington, N.C. She was
not withdrawn again from the
reserve until she went for scrapping
in Panama City in December, 1968.

It was during the ship's last year of
operation that Seafarer Willard
Pratt sailed in the Liberty Button
Gwinnett as oiler. Though the
passage of time and "countless"
other voyages and ships have made
it difficult for Pratt to recall much
about the one voyage he made in the
Button Gwinnett, the ship left an
impression with him nonetheless. It
was, after all, Pratt who wrote to us
saying we had "failed entirely to
mention a certain beautiful old
Liberty."

Beautiful? Well, in spite of
President Franklin Roosevelt's
labeling the LibertysUgly Duck- '
lings", there are many seamen, such
as Willard Pratt, who would beg to
disagree.

One last note: when the Wilming­
ton Reserve Fleet was phased out in
1968 all the remaining 22 ships (all
Libertys, including the Button
Gwinnett) were sold together in a lot
for $600,000. That's just under
$28,000 per ship.

Now all but a few of the original
2,700 and some odd Liberty Ships
are gone (the most notable excep­
tion being the fully restored museum
ship Jeremiah O'Brian now oper­
ated by the National Park Service in
San Francisco.)

But, as we found out recently
from a couple of our readers, the
memories are going strong!

DEC. 1-31,1980

Algonac (Hdqs.).

Algonac (Hdqs.).

Algonac (Hdqs.).

Algonac (Hdqs.).

Uiaiiliiliiri Rnillir trHt MK
•TOTAL REGISTERED TOTAL SHIPPED ••REGISTERED ON BEACH

All Groups All Groups All Groups
Class A Class B Class C Class A ^assB Class C Class A Class B Class C

, DECK DEPARTMENT

36 9 3 58 62 4 29 13 7
ENGINE DEPARTMENT

21 9 3 42 29 0 20 9 5

STEWARD DEPARTMENT

6 3 0 17 16 1 4 8 0

ENTRY DEPARTMENT

28 47 5 , 0 0 0 . 22 58 24

ToWsAllbepartmerrts... 91 68 11 117 107 5
•'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 atthe end of last month.

75 88 36

February 1981 / LOG / 29

... (

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li;-^.--V.-t^.- ..,V^.

Roy Joseph
Kelly, 58, died of
heart-lung failure
in the Baltimore
USPHS Hospital
on May 6. Brother
Kelly joined the
SlU in 1944 in the
port of New

Recertified Bo­
sun James Joseph

I Gorman, 52,
drowned while
fishing offa boat in
St. George's Inlet,
Jacksonville on
Sept. 13. Brother
Gorman joined the

SIU in 1947 in the port of New York
sailing 35 years. He graduated from the
Union's Recertified Bosuns Program in
1977. Seafarer Gorman also sailed in
World War II and he sailed for Crowley
Maritime in 1978 on the tug Gauntlet. A
native of New York City, he was a
resident of Jacksonville. Interment was
in Riverside Memorial Park Cemetery,
Jacksonville. Surviving are his parents,
Mr. and Mrs. Frank and Mary Gorman
and a brother, Frank of Miami and
Harbor City, Calif.

Ronald Eugene
Hayes, 31, died in
University Hospi­
tal, Jacksonville
on July 15. Brother
Hayes joined the
SIU in the port of
Baltimore in 1967

(sailing as a.
FOWT. He was bom in Baltimore and
was a resident of St. Augustine, Fla. and
Jacksonville. Burial was in San Lorenzo
Cemetery, St. Augustine. Surviving are
his mother, Evelyn of St. Augustine; his
father, Paul and his sister, Linda.

ciyde Wilson
Marriner Jr., 27.
died of multiple
internal injuries in
Mary view Hospi­
tal, Portsmouth,
Va. when his
motorcycle was hit
by a car in

Chesapeake,- Va. on Aug. 23. Brother
Marriner joined the SIU in 1978 sailing
as a wiper after his graduation from
Piney Point. He was born in Ports­
mouth and was a resident of Norfolk
and Portsmouth. Burial was in the Olive
Branch Cemetery, Portsmouth. Surviv­
ing are his mother, Mrs. Dorothy M.
Taree of Newark, N.J.; his father.
Seafarer Clyde W. Marriner Sr. of
Portsmouth; an uncle, James Marriner
and a grandmother.

30 / LOG / February 1981

Orleans sailing as a bosun. He Was a
former member of the SUP and the,
IBU. Seafarer Kelly was a veteran of the
U.S. Navy in World War II. He was
born in Memphis, Tenn. and was a
resident of Baltimore. Interment was in
the National Cemetery, Memphis.
Surviving are his mother. Pearl of
Memphis; a daughter, Mrs. Betty
Ackerman of Coldwater, Miss, and
three sisters, Mrs. James H. Young Jr.
of Memphis, Mrs. Mary Olgivie, also of
Memphis and Mrs. Cecelia Wolfe of
Vienna, Va.

Pensioner Alex­
ander Kingsepp,
78, passed away
from natural
causes on Nov. 1.
Brother Kingsepp

I joined the SIU in
1943 in the port of
New York sailing

as an oiler. He sailed 34 years. Seafarer
Kingsepp was on the picketlines in the
1961 N.Y. Harbor strike and the 1962
Robin Line beef. A native of Estonia,
USSR, he was a resident of Lakewood,
N.J. Surviving is his widow, Anna.

Pensioner Jose
Gabine Galarza,
86, passed away
from a pulmonary
ailment in_ the
Chalmette (La.)
General Hospital
on Feb. 9. Brother
Galarza joined the

SIU in 1938 in the port of New Orleans
sailing as an AB. He sailed 39 years.
Seafarer Galarza was a veteran of the
post-World War I U.S. Army. Born in
Ascension, Paraguay, he was a resident
of St. Bernard, La. Burial was in St.
Bernard Memorial Gardens Cemetery.
Surviving are two sons, Joseph Jr. of
New Orleans and Ronald; a daughter,
Mrs. Alice G. VonHolden of St.
Bernard and a brother, Ramon.

James Patrick
McNeely, 51, died
of pneumonia in
the Tampa Me­
morial Hospital
on Mar. 9. Brother
McNeely joined
the SIU in 1945 in
the port of New

Pensioner Jo­
seph John Keat­
ing, 70, died of
cancer in Callicon,
N.Y. on Aug. 31.
Brother Keating

[ joined the SIU in
1941 in the port of
New York sailing

as a chief electrician and 3rd assistant
engineer. He walked the picketline in the
1961 N.Y. Harbor beef. Seafarer
Keating also owned a printing business.
Born in New York State, he was a
resident of Whiting, N.J. Burial was in
Hardyston (N.Y.) Cemeteiy, Sullivan
County. Surviving are his widow, Mary
and his uncle, John Keating of the
Bronx, N. Y.

Henry Dean
McRorie, 51, died
of a heart attack in
St. Luke's Hospi­
tal, Jacksonville
on Oct. 14. Broth­
er McRorie joined
the SIU in 1946 in
the port of Nor­

folk sailing as a QMED. He also sailed
during the Vietnam War. Seafarer
McRorie was a veteran of the U.S. Air
Forces in the Korean War. A native of
Anderson, N.C., he was a resident of
Norfolk and Monroe, N.C. Burial was
in Lakeland Memorial Park Cemetery,
Monroe. Surviving is his mother, Mrs.
Minnie T. Bivene of Monroe.

P e n s i o n e r
James Crist
Mitchen, 59, died
at home in New
Orleans on July
19. Brother Mitch­
ell joined the SIU
in 1944 in the port
of Norfolk sailing

as a bosun and 3rd mate. He was an
organizer in the Isthmian Line drive.
Seafarer Mitchell was also a poet and
mechanical draftsman. And he was a
veteran of the U.S. Regular Army in
World War 11. Bom in Gettysburg, Pa.,
he was a resident there. Cremation took
place in the St. John Crematory, New
Orleans. Surviving are his mother,
Anna; his father, C. D. Mitchell of
Gettysburg; two brothers, George of
Adams, Pa. and Richard of York
Springs, Pa. and a sister, Mrs. Lorna
Yingling of Gettysburg.

Jeffrey David
Hess, 24, died of
multiple injuries in
St. Mary's Hospi­
tal, Leonafdtown,
Md. on Nov. 6
when his motor­
cycle hit a fixed
object in St.

Mary's, Md. He was, attending an AB
upgrading class at the Point at the time.
Brother Hess joined the SIU in 1978
following his graduation from the HLS.
He sailed as an OS aboard the LNG
Capricorn (Energy Transportation) in
1980 and the LNG Aquarius (Energy
Transportation) in 1978. Seafarer Hess
was born in Lansing, Mich, and was a
resident there. Interment was in Deep-
dale Cemetery, Lansing. Surviving are
his mother, Mrs. Ruth J. Dale of

•Lansing and his father, Reuben of
Pennsylvania.

York sailing as a tankerman and pilot.
He sailed as a recertified bosun and
mate on the hydro tug Zanzibar
(Constmction Aggregates) from 1961 to
1979. Seafarer McNeely also ^iled on
the Dredge Ezra in 1979 and iheDredge
Long Island. And he sailed from 1971 to
1979 as.a mate for Great Lakes Tug and
Dredge and was on the Sea-Land Shore-
gang, Elizabeth, N.J. from 1972to 1974.
In 1961, he was on the picketline in the
N.Y. Harbor beef. Born in Brooklyn,
N.Y., he was a resident of Port Richey,
Fla. Cremation took place in the Wash­
ington Memorial Park Crematory,
Coram, N.Y. Surviving are his widovv,
Catherine; two sons, James Jr. and
Steven and five daughters, Li.nda,
Eileen, Lorraine, Cathy and Barbara.

Pensioner Wil­
liam Airtry, Jr.,
49, died of a heart

J, attack in New
Orleans on Oqt.
28. Brother Autry
joined the SIU in
the port of Mobile
in 1956 sailing last

Oliver Russell
Celestlne, 61, died
while serving on
the SS Anchorage
(Sea-Land) on

1 Apr. 14. Brother
Celestine joined
the SIU in 1944 in

'the port of New
Orleans sailing as a chief steward.
Celestine sailed for 32 years. He also
rode the Robin Line. Seafarer Celestine
hit the bricks in the 1961 N.Y. Harbor
beef. A native of Houma, La., he was a
resident of New York City. Burial was in
McDonoghville Cemetery, Gretna, La.
Surviving are his widow, Lenese,
and his mother, Ruth of New Orleans.

Pensioner Roy
Ellis Curtis, 70,
passed away from
arteriosclerosis in

IsSt. Mary's Hospi­
tal, Port Arthur,
Tex. Brother
Curtis joined the
SIU in the port

of Houston in 1959 sailing as a 3rd cook.
He was bom in Georgetown, Tex. aiid
was a resident of Port Arthur. Seafarer
Curtis also sailed as a wiper. Interment
was in Greenlawn Memorial Park Cem­
etery, Port Arthur. Surviving are his
widow. Alma; a daughter, Mrs. Mary
Garland of Port Arthur and his mother,
Mrs. Addie Tyler, also of Port Arthur.

Joseph Remko,
59, died of heart-
lung failure in the
Baltimore US­
PHS Hospital on
Oct. 25. Brother
Remko joined the
SIU in the port of
Baltimore in 1955

sailing as a FOWT. He was a veteran of
the U.S. Navy in World War II. Seafarer
Remko was bom in Fenrtsylvania and
was a resident of Baltimore. Interment'
was in Glen Haven Memorial Park
Cemetery, Glen Burnie, Md. Surviving
are his widow, Betty; a son, Joseph Jr.
and his parents, Mr. and Mrs. Wesley
and Eva Remko.

Pensioner Eu­
gene Chinaros
Ollvares Salvador,
76, succumbed to

1 asthma at home in
Kenner, La. on
Sept. 28. Brother
Salvador joined
the SIU in the port

of New York in 1953 sailing as a chief
steward. He was bom in the Philippine
Islands. Cremation took place in the
St. Vincent de Paul Cemetery No. 2 Cre­
matory. Surviving is his widow. Myrtle.

as a chief steward. He graduated from
the Andrew Fumseth Training School,
Mobile in 1958. Seafarer Autry applied
for nomination to the general election of
Union officers in 1971. He was a veteran
of the U.S. Army during the Korean
War. Born in Mobile, he was a resident
of New Orleans. Interment was in Penn
Hill Cemetery, Mobile. Surviving are
his widow, Mary; a son, William Jr. of
University, Ala.; his mother, Jeannette,
and hi^ father, William Sr. of Mobile.

William Seltzer,
62, died in the
Staten Is. (N.Y.)
USPHS Hospital
on Sept. 6. Brother
Seltzer joined the
SIU in 1942 in the
port of Mobile
sailing as a chief

steward. He was born in Alabama and
was a resident of the Bronx, N.Y. Burial
was in Fair Lawn (N.J.) Cemetery. Sur­
viving are his father, John of the Bronx;
two brothers, Clovis of Mobile and
Johnnie Jr. also of the Bronx and a sis­
ter, Mrs. Catherine Conway of Mobile.

m



m
Pensioner W«l-

! ter Frank Russell
Sr., 64, died of

I heart failure at
i home in Houston
on Aug. 27. Broth­
er Russell joined

; the Union in the
1 port of Houston in

1956 sailing a7a deckhand for G&H
Towing from 1956 to 1977. He was a
former member of the Teamsters Union-
Local 940, Galveston from 1946 to 1956.
And he was a veteran of the^U.S. Navy
in World War 11. Boatman Russell was
born in Danville, 111. Cremation took
place in the Brooksidb Crematory,
Houston. Surviving are his widow,
Pauline; a son, Walter Jr. of Houston;
four daughters, Helen, Deborah, Ada
and Paulette and a brother, WUbur.

Lyman Ong, 56,
died of heart fail­
ure in the Univer­
sity of California
Hospital, * San
Francisco on Aug.
2. Brother On^
first sailed on the
West Coast in

7952. He joined the SlU-merged
Marine Cooks and Stewards Union in
1950 sailing as an officers' waiter for the
American President Line and the States
Steamship Co. Ong was a veteran of the
U.S. Army in World War 11. Born in
San Francisco, he was a resident there.
Burial was in Olivet Memorial Park
Cemetery, Colma, Calif. Surviving are
his mother, Quan Shee Ong of San
Francisco; a brother, Algernon of San
Diego, Calif, and a sister, Evangeline
Dang, also of San Francisco.

Pensioner John
Frank Murphy,
62, died of cancer
in Christ Hospital,
Oaklawn, 111. on
Sept. 18. Brother
Murphyjoined the
Union in the port
of Chicago in 1961

sailing as an oiler and deckhand for the
Great Lakes Dredge and Dock Co. in
1948 and for the Great Lakes Towing
Co. from 1937 to 1979. He was born in
Chicago and was a resident of Coloma,
Mich. Interment was in Holy Sepulchre
Cemetery, Worth, 111. Surviving are his
widow, Margaret of Chicago and four
daughters, Mrs. Margaret Hanrahan,
Mrs. Joan Sutton, Mary and Shirley.

Pensioner John
I Marvin Keech,63,
succumbed to a
stroke in the
Pungo District
Hospital, Belhav-
en, N.C. on Apr.
1. Brother Keech
joined the Union

in the port of Norfolk in 1961 sailingasa
chief engineer for McAllister Brothers
from 1955 to 1979. He was also
fisherman for the Belhaven Fish and
Oyster Co. from 1949 to 1955. Boatman
Keech was also a member of the SIU
Fishermen's and Seafood Workers
Onion-Atlantic Coast Division and the
UMW's Marine Workers Local. A
native of Belhaven, he was a resident
ihere. Interment was in the Odd Fellows
Cemetery, Belhaven. Surviving are his
widow, Geneva; a daughter, Dorothy; a
grandson, John Dodd Hague and a
''r"'her, Jesse of Belhaven.

Pensioner Rob­
ert Stanley Mc-
Kenney, 67, died
of heart-lung fail­
ure in the Penin­
sula General
Hospital, Salis­
bury, Md. on July
19. Brother Mc-

Kenney joined the Union in the port of
Baltimore in 1957 sailing as a chief engi­
neer for Baker Whiteley Towing from
1967 to 1972. He was a former member
of the ILA Local 1510. Boatman
McKenney was born in Northeast, Md.,
and was a resident of Baltimore. Burial
was in Parkwood Cemetery, Baltimore.
Surviving are his widow. Vera and a
son, Ronald.

Ira Lee Perine,
65, was dead on
arrival of a heart
attack at the Jack­
son (Ala.) Hospi­
tal on June 22.
Brother Perine

I joined the' Union
in the port of

Mobile in 1957 sailing as a deckhand
and cook for Radcliffe Materials from
1955 to 1980. He was a former member
of a AFL-CIO construction union.
Boatman Perine was born in Choctaw
Bluff, Ala. and was a resident of Jack­
son. Interment was in New Canaan
Cemetery, Jackson. Surviving are his
widow. Ever Mae and a son, Joseph of
Choctaw Bluff.

Pensioner Rich­
ard Herman Ded-

I hus, 94, passed
away from influ­
enza in the Ed^
monds Villa Care
Center, Snoho­
mish County,
Seattle, Wash, on

Feb. 9. Brother Deditus joined the
Union in the port of Seattle saUing as a
chief cook and baker. His artifacts were
donated to the San Francisco Maritime
Museum archives. He started sailing on
the West Coast in 1934. In 1936-7, he
sailed on the last ship to sail 'round the
world before World War II the SS
President Harrison (APL>Just before
the war he sailed to Hawaii and to
Alaska on the SS Baranoff. He was on
the picketline in the Maritime Federal
Pacific Coast beef. And he held the
Pacific War Zone Medal of WW II.
Bom in Briesen, Germany, he became a
naturalized U.S. citizen in 1939
' and he was a resident of Seattle. Burial
was in the Rose Garden of Greenland.
Cemetery, Mt. Lake 10, Wash. Surviv­
ing are his widow, Mary; a son,
Raymond of Spokane, Wash.; a
daughter, Mrs. June Nelson of Lyn-
wood. Wash.; a sister, Mrs. Anna
Kretchmer of Germany; five grand­
children and eight great-grandchildren.

Pensioner Cello "Cecil" "Champ"
Moranl, 72, passed away from heart
failure at home in Petaluma, Calif, on
May 24. Brother Morani joined the
Union (MC&S) during World War 11m
the port of San Francisco sailing as a
rooin steward for 35 ye^s. He first
sailed on the West Coast in 1941.
Morani was quite a baseball hitter. He
was born in Illinois. Cremation took
place in Cypress Hill Memorial Park
Cemetery, Petaluma. Surviving are
three brothers, Louis of San Francisco
and Albert and Frank of Fairfax, Calif.

Jack Arthur
I Stevenson, 22,
died when his mo­
torcycle hit a fixed
object in Harris,
Tex. on Sept. 10.
Brother Stevenson

{joined the SIU in
_ 1978 after he grad-

^ted from the^HLS where he was a tour
guide for bosuns and Boy Scouts. He
sailed as a tankerman and pumpman.
Seafarer Stevenson was born in Al-
toona. Pa. and was a resident of Winter
Park, Fla. Burial was in Glen Haven
Memorial Park Cemetery, Winter Park.
Surviving are his parents, Mr. and Mrs.
Samuel and Alice Stevenson of Winter
Park and a brother.

Pensioner Al­
bert Eugene Stout,
80, passed away
from pneumonia
on Sept. 16. Broth­
er Stout joined the
SIU in the port of
New Orleans in
1955 sailing as a

pumprtian. He sailed 18 years. Seafarer
Stout was a veteran of the U.S. Navy in
World War II. Bom in Nashville, Tenn.,
he was a resident of Algiers, La. Surviv­
ing is a daughter, Mrs. Juanita S. Keller
of Marrero, La.

Francis John
Wagner, 26, died
of multiple injuries
sustained in an ^
auto accident in
Philadelphia on
Sept. 20. Brother
Wagner joined the
SIU in 1975 fol­

lowing his graduation from Piney Point
sailing as an AB. He was born in Phila­
delphia and was a resident there. Surviv­
ing is his mother, Mrs. Helen di Battista
of Philadelphia; his father, Robert; sis­
ter, Roseann, also of Philadelphia; a
brother and four other sisters.

Saleh Moham-
ed Barbara, 44,
died of a brain tu­
mor in the Harper
Hospital, Detroit

I on Oct. I. Brother
Harhara joined

I the Union in the
port of Detroit in

1971 sailing as a FQWT. He was born in
Aden and was a resident of Detroit.
Burial was in the Mt. Hope Memorial
Gardens Cemetery, Crimean Turks Sec­
tion, Liyonia, Mich. Surviving are his
widow, Miriam; two brothers, Mohsin
of Dearborn, Mich, and Ahmed Saef of
Chicago, 111.

Raul Manfredo
Agullar, 58, died
of cancer in the
Booth Memorial
Medical Center,
Flushing, Queens,
N.Y. on Oct. 17.
Brother Aguilar

I joined the SIU in
the port of New York in 1957 sailing as a
chief electrician. He was born in
Honduras and was a resident of Forest
Hills, Queens, N.Y. Burial was in St.
Raymond's Cemetery, the Bronx, N.Y.
Surviving are his widow, Cleofe; two
sons, Raul Jr. and Francisco and a
daughter, Mrs, Mary Ann Santiago.

Leroy Edward
j Schmidt, 57, died
of pneumonia in
jthe Harborview

I Medical Center,
j Seattle on Aug. 12.
Brother Schmidt

I joined the Union
I in the port of Seat­

tle in 1954 sailing as an AB for Sea-
Land from 1962 to 1980. He sailed 40
years. Lakp-Schmidt was born in Men-
ominee,^ich. and was a resident of
Seattle. Cremation took place in the
Washington Memorial Park Crematory,
Seattle. Surviving are his mother, Marie
of Menominee; a brother, Amold of
Racine, Wise, and a sister, Mrs. Evelyn
Beach of Spokane, Wash.

Pensioner Ver-
nor Rudolf Ylitalo,
63, died in the
Memorial Med­
ical Center, Ash- .
land. Wise, on
Sept. 9. Brother
Ylitalo joined the
Union in the jjort

of Sault Ste. Marie, Mich.-in 1961 sail­
ing as an AB and tankerman. Also he
worked for the Great Lakes Dredge and
Dock Co. He was a member of the SIU
from 1947 to 1956. Laker Ylitalo was a
veteran of the U.S. Coast Guard in
World War II. A native of Marengo,
Wise., he was a resident of Ironwood,
Mich. Burial was in Riverside Ceme­
tery, Ironwood. Surviving are his

"widow, Rauha and a daughter, Susan.

Pensioner Cal­
vin Curtis Harris,
62, died of a heart

' attack in the Bay
Minetta (Ala.) In-

, firmary on Aug.
31. Brother Harris
joined the Union
in the port of Mo­

bile in 1956 sailing as a cook for Rad­
cliffe Materials from 1951 to 1979. He

"was also a Dozier operator. Boatman
Harris was born in Uriah, Ala. and was
a resident of Bay Minette. Burial was in
Mineola Cemetery, Uriah. Surviving
are his widow, Margie and a son, Glenn.

Pensioner Jo­
seph Antonio Jar-
dine, 63, died at
home in Philadel­
phia on Sept. 5.
Brother Jardine
joined the Union

adelphia in 1951
sailing as a deckhand and oiler for Tay­
lor and Anderson from 1959to 1974and
the Warner Co. from 1949 to 1958. He
was a former member of the NMU.
Boatman Jardine was born in Prov­
idence, R.l. Interment was in Holy
Cross Cemetery, Yeadon, Pa. Surviving
are his widow, Regina; three sons, Dom-
inick of Philadelphia, Thomas and
Joseph Jr. and two daughters, Deborah
and Francesca of Gary, Ind.

February 1981 / LOG / 31

---.loa



••»
t

James Wadsworth

Seafarer
James Wads-
worth, 25, grad­
uated from the
Harry Lunde-
berg School of
Seamanship
Entry Trainee
Program, Piney
Point, Md. ip

1973. Brother Wadsworth
upgraded to 3rd cook there in
1975. He holds the lifeboat,
firefighting and cardio-pulmonary
resuscitation (CPR) tickets.
Wadsworth lives in Jacksonville
and ships out of that port.

Orlando Flores
• J

Seafarer Or­
lando Flores, 24,
graduated from
the Lundeberg
School Entry
Trainee Pro­
gram in 1976. He
upgraded there
to fi reman-
watertender

(FQWT) in 1978. Brother Flores
earned the firefighting, lifeboat and
CPR endorsements. Flores lives and
ships out of the port of San Juan,
Puerto Rico.

Todd R. Peden

Seafarer Todd
R. Peden, 26, is a
1977 graduate of
the H L S S.
Trainee Pro­
gram. Brother
Peden now sails
as an AB. He has
the firefighting,
lifeboat and

CPR tickets. Peden resides in
Pittsburgh, Pa. and ships out of the
port of Wilmington, Calif.

Charles Foley

Seafarer
Charles Foley,
26, graduated

L from the HLSS
m in 1976. He sails
F as an AB. Bro-
' ther Foley
V earned the life-

i
il boat, firefight-

il I ing and CPR
endorsements. A resident of Balti­
more, he ships out of that port.

32 / LOG / February 1981

Andrew Noreikat

S eafarer
Andrew Norei­
kat, 25, gradu­
ated from the
HLS in 1976. He
sails as an AB.
Brother Norei­
kat earned the
lifeboat, fire­
fighting and

CPR endorsements. He ships out of
the port of Wilmington.

Joe Mispacel

Seafarer Joe
Mispacel, 25, is
a 1977 graduate
of Piney Point.
Brother Mispa­
cel upgraded to
FQWT there the
same year. He
has the firefight­
ing, lifeboat and

CPR tickets. Born in St. Louis, he
lives in Waukesha, Wise, and ships
out of all ports.

Kevin W. Thatcher

Seafarer
Kevin W. That-

I cher, 24, gradu­
ated from the
HLS in 1978.
He upgraded to
cook and baker
therein 1979 and
to chief cook in
1980. Brother

Thatcher acquired the LNG, fire­
fighting, lifeboat and CPR endorse­
ments. Thatcher has rode the LNG
Gemini (Energy Transport), LNG El
Paso Southern and LNG El Paso
Arzew. A resident of Staten Is.,
N.Y., he ships out of the port of New
Yoi-k.

Anthony MIgllara

Seafarer An­
thony Migliara,

125, is a 1978
graduate of
Piney Point.
Brother Mig­
liara upgraded
to AB there in
1979. He is a

I holder of the
CPR, lifeboat and firefighting
tickets. Migliara lives in Ridge, L.I.,
N.Y. and ships out of the port of
New York.

Christopher Chubb

Seafarer
Christopher
Chubb, 22< is a
1978 graduate of
the HLS Entry
Trainee Pro-

Brother
up­

graded to 3rd
I cook there in

1980. He has the lifeboat, firefight­
ing and CPR tickets. Born in New
York, he resides in St. Louis and
ships out of the port of New York.

•IP

f.f!-

gram.
'Chubb

Michael R. La Gasse

Seafarer
Michael R. La
Gasse, gradu­
ated from Piney
Point in 1978.

,Br,other La
Gasse upgraded
to AB there. He
holds the fire­
fighting, lifeboat

and CPR tickets. And he earned his
General Education Diploma (GED)
at Piney Point. A native of New
York, La Gasse lives in Brooklyn,
N.Y. and ships out of the port of
New York.

Robert Shaw

Seafarer
Robert Shaw,
25, was gradu­
ated by the HLS
in 1976. Brother
Shaw upgraded
to AB there in

11979. He holds
the tankerman,

llifeboat, fire­
fighting and CPR tickets. Born in
New Jersey, he ships out of the port
of New York.

Jack Wayne Andrews

Seafarer Jack
Wayne Andrews,
21, in 1978 grad­
uated from the
Lundeberg
School. He up-
graded to
FOWT there in
1979. Brother
Andrews up­

graded to QMED at the HLS last
month. Andrews has the lifeboat,
firefighting and CPR endorsements.
Born in Baltimore, he lives there and
ships out of the port of New York.

%
Salvatbre A. Ventura

Seafarer
Salvatore A.
Ventura, 20,
graduated from
Piney Point in
1978. He sails as
an AB. Brother
Ventura earned

pthe firefighting,
lifeboat and

CPR endorsements. He was born in
St, Louis, Mo. and ships out of the
port of New York.

Notice On Shipping Procedures (Deep Sea)
Whon throwins In for work

during a Job cali at any SlU
Hiring Haii, aaamon must pro-
duco tho fdiiowing:

« mambaraiiip cartifieata
(whara paaaaaaad)

• ragiatratian card
• ciiniacard
• seaman's papers
• vslidi up^to-data paaapart
In addKian, whan asalgnlng

a Jab tha dispatehar will com­
ply with the iaiiawing Saetian
5, Subsaatian 7 of tha Sill
Shipping Ruias:
' "Within each class of sanlar-
ity rating in ovary Depart­
ment, priority far entry rating
Jaba shall be givan to ail

man who passass Lifabaat-
man andaraamant by tha
United States Coast Quard.
The Saafarars Appeals Board
may waive tha pracading san-
tanca whan, in the sola Judg­
ment at the Board, undue
hardship will result or axtsnu-
ating circMmstancas warrant
ai^waivar."

Alaa, .ali entry rated mam-
Imrs must show their last six
months dischargaa.

Further, tha Saafarars Ap­
peals Board has ruled that "C
claaaificatian seaman may
only ragistar and sail as entry
ratings in only ana dapart-
mant."

Get qualified for the good pay and working
conditions aboard these high technology
ships. Contact the SHLSS Admissions Office to
enroll in the next LNG course.

iS



VIRGO (Apex Marine), December
21—Chairman, Recertified Bosun
Perry Burnette; Secretary E. Kelly;
Educational Director James H. Badson;
Engine Delegate O. Zandrono; Steward
Delegate James Reeves. No disputed
OT. Chairman extended his apprecia,-
tion for a fine crew and advised all to
read the Log so you will he aware of
what is going on in the Union. A vote of
thanks to the steward department.
Observed one minute of silence in
memory of our departed brothers.

SEA-LAND DEFENDER (Sea-
Land Service), December 14—Chair­
man, Recertified Bosun T. Price;
Secretary A. Reasko. No disputed OT.
All mail that was received from
headquarters is posted on the bulletin
board. Chairman discussed the benefits
of going to Piney Point to upgrade and
all those who qualify should attend. The
chief steward has the applications for
upgrading and for LNG school. The
importance of donating to SPAD was
also noted. The chief steward extended a
vote of thanks to all hands for keeping
the crew lounge clean. Observed one
minute of silence in memory of our
departed brothers.

SEA-LAND EXPRESS (Sea-Land
Service), December 26—Chairman, A.
Lasnansky; Secretary S. Brown; Edu­
cational Director E. Foreman; Deck
Dele^te D. Davis; Engine Delegate
Allen George; Steward Delegate Her­
bert Allen. No disputed OT. Secretary
noted that a wire was received about the
cost of living increase on wages and
overtime. Also received was a holiday
greeting from our President Frank
Drozak. All members were also en­
couraged to take advantage of the
upgrading courses at Piney Point.A vote
of thanks to the steward department for
a job well done. Report to Log: "Hats .
off to Piney Point and to Josette .Van
Fleet, GSU crew mess for doing an
excellent job. She is appreciated and
respected by all crewmembers. She is an
October 1980 Piney Point graduate.
This is a first for me working with a
woman in the steward department. S.
Brown, Steward." Next port Pt. Ever­
glades. •

SANTA CLARA (Delta Lines),
December 21—Chairman R. O. Brad­
ford; Secretary W. J. Fitch; Educational
Director F. Diaz. $14 in ship's fund. No
disputed OT. Chairman advised all
members to read the Log to know what
is going ori in the Union. There was a
confirmation on the cost of living
increase. Secretary handed out repair
lists which should be made out and
turned in. A vote of thanks to the'
stewartf department for the splendid
Holiday dinners. Observed one minute
of silence in memory of our departed
brothers.

LNG TAURUS (Energy Transport),
December 22—Chairman Howard
Webber; Secretary E. L. Haber; Deck
Delegate John Davis; Engine Delegate
Jose Vargas; Steward Delegate Patrick
Geary. $355 in ship's fund. No disputed
OT. Chairman suggests that all mem­
bers read the Log to keep up with what is
ping on in the Union. Also the
importance of donating to SPAD was
discussed. Observed one minute of extra
silence in memory of our departed
Captain. A vote of thanks to the steward
department for a job well done and also
for the very enjoyable pool parties. Next
port Nagasaki.

BALTIMORE (Sea-Land Service),
December 21—Chairm'an Tan Joon;
Secretary George W. Gibbons; Educa-

• tional Director W. J. Dunnigan;
Steward Delegate Stonewall Jackson
Some disputed OT in deck department.
$15.25 in ship's fund. Chairman re­
ported on the sad news that was received
about the death of our Brother Ralph
Quinnonez and our fellow brothers that
were lost on the SS Poet. A cable was
received and posted about the jaise in
pay and overtime. Discussed the
importance of donating to SPAD. A
vote of thanks to the deck department
for helping to keep the pantry and
messroom clean. The crew and the
officers had a very happy Christmas
with plenty, of food.

WILLIAM HOOPER (Waterman
Steamship), December 14—Chairman,
Recertified Bosun T. J. Hilburn;
Secretary Don Collins; Educational
Director P. Thomas; Deck Delegate W.
Becher; Engine Delegate M. Beasley;
Steward Delegate C. Smith. No dis­
puted OT, in deck or steward depart­
ments. Secretary thanketj the new OS
for bringing the Log from the Harry
Lundeberg School in Piney Point.
Several articles of interest were noted in
Log for the crew to read and also
brought to their attention was the
picture of the dragon eating seamen's
papers up with the seaman who becomes
involved in drugs. A vote of thanks to
the steward and his department forajob
well done. A general discussion was held
on the loss of the SS Poet. The crew
sends their deepest regrets to the
families and loved ones of the crew of
the Poet. Next port New York.

AGUADILLA (Puerto Rico Ma­
rine), December 3—Chairman, Recerti­
fied Bosun Victor Carbone; Secretary
Frank Vega; Steward Delegate J.
Romero. No disputed OT. A vote of
thanks to the steward department for a
job well done. Observed one minute of
silence in memory of our departed
brothers and sisters. An extra minute in
memory of the brothers we lost on the
55 Poet. Our condolences to their
families and friends. Next port San
Juan.

SEA-LAND LEADER (Sea-Land
Service), December 7—Chairman Wil­
liam Burgess; Secretary O. B. Smith;
Engine Delegate Frank Keller; Steward
Delegate Steve Murawski. $121 in ship's
fund. Some disputed OT in deck and
engine departments. The chairman was
taken off ill in Algeciras, Spain. The
acting chairman urged all those who
need upgrading to avail themselves of
the opportunity offered at Piney Point.
They should register for the classes as
early as possible. Also stressed was the
importance of SPAD and to participate
in other Union activities. Observed one
minute of silence in memory of our
departed brothers and sisters.

HOUSTON (Sea-Land Service), De­
cember 28—Chairman, Recertified Bo­
sun Basilio Maldonado; Secretary H.
Ortiz. No disputed OT. Chairman"
advised all members who qualify to
upgrade as soon as they can. Secretary
reported on behalf of the SI U all of our
wishes to all of our brothers at sea and
ashore for continued cooperation with
our President Frank Drozak and the
Union staff. Working together, we can
achieve our objectives for the New Year.
A vote of thanks to the steward
department for the good service on the

- Holidays, the special Christmas and
Thanksgiving dinners.

LNG LEO (Energy Transport),
December 1—Chairman, Recertified
Bosun David LaFrance; Secretary
Henry Jones, Jr.; Educational Director
Kenneth Linah; Engine Delegate Clif­
ford Hall; Deck Delegate O. C. Wiley.
$130 in ship's fund. No disputed OT.
Chairman requested all to maintain
safety watch and to report all hazards at
once. Brother William Mullins brought
up motion of shipping LNG jobs frpm
Japan and a letter was forwarded to
headquarters. A vote of thanks to the
steward department for a nice Thanks­
giving dinner, also for our pool parties
which are enjoyed by all. Observed one
minute of silence in memory of our
departed brothers and sisters. An extra
minute of silence was observed for the
crew of the 55 Poet and our past
President Paul Hall. Next port Bon-
tang.

POINT SUSAN (Point Shipping),
December 8—Chairman C. J. Dockrey;
Secretary L. Gadson; Educational
Director A. Thaxton. Some disputed
OT in engine department. $6 in ship's
fund. Chairman discussed the benefits
that will come from voting for the
increase in Union dues which is being
requested because of the cost of
operations that has gone up and the cost
to keep our Union halls open. A vote of
thanks to the steward department for a
job well done. Next port Tampa.

OVERSEAS VALDEZ (Maritime
Overseas), December 30—Chairman
Henry Jones; Secretary P. L. Hunt;
Educational Director Harry Granger;
Engine Delegate Charles Gallagher. $50
in ship's fund. $560 in movie fund. No
disputed OT. Chairman praised the
whole crew as a fine group of sailors and
wanted to especially thank the deck
department for the good job they did
and for remaining ori their good
behavior during the entire trip. Thanked
the crew for keeping the messhall clean
and cooperating with the steward
department. Also received news of pay
•raise, cost of living, along with Holiday
greetings from Frank Drozak. A vote of
thanks from the second pumpman and
the crew for a fine Christmas and
Thanksgiving, dinner. Next port Port
Arthur.

SEA-LAND PIONEER (Sea-Land
Service), December 7—Chairman Law­
rence Ruel; Secretary O. Paschal;
Educational Director Jeffrey Christen-
sen; Deck Delegate James Thompson.
No disputed OT. $14 in ship's fund.
Chairman extended a thank you to the
Secretary Treasurer's office for for­
warding SlU official ballots to members
who requested same. They were received
in Dubai on November 29, 1980. Movie
films were exchanged in Dubai for new
ones. The crew finds the movies both
entertaining and relaxing. The chair­
man again emphasized the importance
of safety aboard ship and would
appreciate it if the members would
report to hiip any conditions that they '
deem unsafe. A vote of thanks to the
steward department for excellent meals.
Next port Naples.

PANAMA (Sea-Land Service), De­
cember 7—Chairman, Recertified Bo-
sua M. Kerngood; Secretary J. F;
Miller. No disputed OT. Chairman
discussed the importance of safety
aboard ship and noted that accidents do
occur due to carelessness. Also sug­
gested that those who qualify should go
to Piney Point to. upgrade. A vote of
thanks to the steward department for a
Job well done. Next port Piraeus.

Official ship's minutes were also<
received from the following vessels:

Overseas Harriette
Williamsburg
Sea-Land Freedom
Santa Lucia
Sea-Land Independence
Ogden Columbia
Potomac
Montpelier Victory
Charleston
Sea-Land Resource
Philadelphia
Santa Adela
Overseas Juneau
Mayaguez
Transcolorado
Del Cam po
Overseas Washington
Aleutian Developer
Merrimac
Sea-Land Voyager
Del Viento
Santa Cruz
Santa Elena
Boston
Overseas Ulla
Sea-Land Economy
Sea-Land Market
Sea-Land Pacer
Delta Sud
Overseas Aleutian
Overseas Chicago
Overseas Alice
Ogden Yukon
Sea-Land Endurance

•Sea-Land Innovator
Sea-Land Liberator
LNG Gemini
Walter Rice
Capricorn
Button Gwinnett
Overseas Anchorage
Overseas Vivian
Cove Communicator
Tamara Guilden
LNG Capricorn
Maryland
Mount Vernon Victory
JPoint Julie
UST Pacific
Ogden Traveler
Sea-Land Exchange
Transcolumhia

February 1981 / LOG / 33

i-.



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serving another 5-month waiting
period, provided your second dis­
ability is expected to last 12 months
or more.

Payments you may be receiving as
military disability pay are not offset

against Social Security benefits.
Combined Worker's Compensation
and Social Security benefits cannot
go above 80% of your total average
earnings before you became dis­
abled.

Santa Clara Committee
Social Security Available

To Disabled Before
Retirement Age

If yoM .should become severely dis­
abled, yov! can start drawing
monthiV Social Security benefits
(after a 5-month waiting period) just
as if you had reached retirement age.
Your dependents can also draw
benefits.

The time element in applying for
disability benefits is very important
—a delay of over 12 months in
making application may result in
your losing benefits.

To be eligible you need medical
proof from your doctor, hospital, or
clinic where you have had treatment,
and it should show you are unable to
do any sorl of substantial work for
pay because of physical or mental

disability, and this disability has
lasted, or can be expected to last, not
less than 12 months. And you must
be "fully insured" and also have had
5 years (20 quarters) of coverage in
the last 10 years prior to your
disability.

A worker who becomes disabled
between 24 and .31 can qualify for
disability benefits if he worked in
one half of the quarters between the
time he is 21 and the time he is
disabled. A person disabled before
age 24 is eligible if, he worked 6
quarters of the last 12. (There are
special rules for disabled blind
people.)

If you return to work in spite of
your impairment, your benefits will
continue during a trial work period
of up to 9 months (not necessarily
consecutive) to test your ability to
work. If you are able to do substan­
tial work after 9 months, your
benefits will continue for an adjust­
ment period of 3 additional months.

There is a waiting period of 5
months after your disability begins
before you can collect disability
benefits. Once you have gone back
to work, if you subsequently become
disabled within 5 years, you can
again receive benefits without

SlU Rep Teddy Babkowski (seated center) checks the Union book of (seated left)
Chief Steward Walter Fitch, secretary-reporter of the SS Santa Clara (Delta Line)
at a payoff on Dec. 29 at Port Newark,.N.J. The rest of the Ship's Committee are
(standing I. to r.) AS Bill Isabel, deck delegate; Engine delegate Robert Arana and
Recertified Bosun Richard Bradford, ship's chairman. At the table (right) is SlU
Pensioner George Alexander.

USPHS Has 24-Hour Toll Free Number
Seamen and boatmen can use a

toll free number 24 hours a day to
locate the nearest Public Health
Service hospital outpatient clinic,
contract physician, or emergency
health services. The service is
provided from the Nassau Bay,
Tex. PHS hospital.

Anywhere outside of Texas,
the number is 800-231-SHIP.
From inside Texas, the number is
800-392-SHIP. Also, the Tele­

phone Company requires that

when you call long distance,.you

first dial the number 1.

KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU

Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the menjbership's
money and Union finances. The constitution requires a
detailed.audit by Certified Public Accountants every three
months, which arc to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda­
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.

TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All

. .expenditures and disbursements of trust funds are made
only, upon approval by a'majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.

SHIPPING RIGHTS. Your shipping rights and 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:

Angus "Red" Campbell
Chairman, Seafarers Appeals Board

275 - 20th Street, Brooklyn, N.V. 11215

Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.

CONTRACTS. Copies of all SIU contracts are avail­
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU

34 / LOG / February 1981

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, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Unioii. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.

PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum­
stances should any member pay any money for any 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.

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.

EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi­
nated against because of race, creed, color, sex and na­
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.

SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro­
ceeds are used to further its objects and purposes includ­
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities' for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, of 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 feeb that any of the above rights
have been violated, or that he has been denied his
constitutional right of access to Union records or infor­
mation, he should immediately notify SIU President Frank
Drozak at Headquarters by certified mail, return receipt
requested. The address b 675 - 4th Avenue, Brooklyn, N.Y.
11232.

. t



in"M7'irr'''"'^°'^'*=SIU
-inn, ara'-pS-Lrr^-r
He attended the 97n P s«-~s,S2:

'^.™."it;"i°rss
resides m San Francisco.

i l»56saUi„gasaroWT ?
« f."""" was born i^h' ^

n^io ... -'port of New
Ori^ns sailing as a FOWT. Brother

° "'e U.S. Navy. He was born in
New Orleans and is a resident there.

in ISrfn III'''""' SIU in 1949 in the port of New Orleans
^'ling as a chief electrician. Brother
Wilson IS a veteran of the U.S Navy
m^rldWaraHerrastSl,

thesis 1?" JO'""'
in .^r •"" ofPhOadelphia
BL!^or^'"®r" """ Curtis
B .1. r ® "''® 'o 1980
Brother ̂ eswasafortnermember

Phi ad I I"™ i" Ph adelphiaandisaresidentofWest
Collingswood, N J

IT
. Adolph Schaeffer, 72
joined the Union in the pan of
Baltimore m 1956 sailing as a
^rgeman for Baker Whiteley Co
^ ̂68 to 198a Brother Schaeffer r
was a^rmer member of the ILA He 0

, '•9™ i" Baltintora and is a
resident of Baltimore.

Sli°t t^*""• J°'"9d the
J>IU m the port of Mobile in 1957
sailing as a FOWT. Brother Howell
r^eived a ,960 Union PorZal

® ship, the .55- mid
ofiger^e is a veteran of the U S

I WotW War II. Seafarer
Howe ,s also a elotheulter. A native

RoJX": •""" of
tJenrfngs J.e^ "^"S- "Joined
teSIUin l947intheportofNorfolii
syngas an AB. BrotherLonggota
1960 Union Personal Safety Award
lor sailing aboard an accident-free
v^el, the SS Sree/ Poyoger. He is a
Vetera pf the U.S. Army in World

Cong was bom in
Graham, N.C. and is a resident there.

. Thomas C. -T.C.- Malone, 63,
joinrt ,he SIU in the port of Mobile
in 1962 sailing as a 2nd cook and
baker. Brother Malone was bom in

oaz, Ala. and is a resident of
Houston.

Fr^eriek C.Hm«enJr..67.joined
the Union in the port of Philadelphia

in AM ® for
iQ^n Brothers from 1975 to
J 980. Brother Hansen was a former
member of the Masters, Mates &
Pilots Union and the NMU. He was
born in Philadelphia and is a resident
of Wilmingtop, N,C.

-• 1 , .J

joined the
^ Sm in 1944 in the port of San Juan
I sailing as an AB. Brother Passapera
I was bom m Yabucoa, P.R. and is a

resident there.

6 thi^m'^m""*'''5-joined
mi? n u ^ork in
1958. Brother Blyth sailed 37 yeais

was a former member of the SUP
Seafarer Blyth hit the bricks in the
1961 Grater N.Y. Harbor beef. Born

Brooke Benjamin Butler 61

Nn"rf ll''® ^ port of
B orfolk sailing as a FOWT. Brother
Butler was born in Columbia, S.C
and IS a resident of Grand Prairie,"

1963 sailing as a chief cook. Brother
Crawford was also a railroad fire­
man. He was born in Alabama and is
a resident of Philadelphia.

SIuTl94?®T"' U in 1942 in the port of New York
. sailing as a bosun. Brother Echevar-

fi the picketline in the 1965
District Council 37 beef. He was born

62, joined
the Slu in 1944 in the port of New
York sailing as a QMED. Brother

th* .rllf Picketlines in both

1962 Robin Line strike. He was born
m Tobago, B. W. 1. and is a resident of
aan Francisco.

John Heacox, 59, joined theSlU in
1946 in the port of New York sailing
as an AB and ship's delegate. Brother
Heacox also sailed during the
Vietnam War. He was a former
member of the SUP. Seafarer Hea­
cox was born in Ohio and is a
resident of Camano Is., Wash.

Roberto Goseco Tiamson 62
jomrt «„ SIU m He ponZ'N^
York m 1955 sailing as a OMFn

be go, a, HLS
Brother Tiamson sailed 32 years He

pTanT^ Pampanga,
^ Rl-^and ma resident of San Fran-

Ovido Rivera "Red" Rodriguez,
65,joinedtheSIUin 1938 sailing as a
recertified bosun. Brother RodS

B^uJifp'' Recertified
Bosuns Program m 1974. He hit the
bncks in the 1961 N.Y. Harbor beef
the 1963 Caribe Motors strike in
Puerto RICO and the 1965 District
Council 37 beef. Seafarer Rodriguez
IS a veteran of the National Guard
Wore Wort, War II. Bom in So

City' York

?-VyeriferSS:
^anciscoaadisaresidemofBothell,

a«.,MiBre,56,jome<,,heSIU
«air Baltimore in I960
em mg y a FOWT. Brother Miller
sailed 32 years. He was also a
jr^Cin-s,. Seafarer Miller was bL

Hubert Harrington O'Brien 62

re^Wcnk x7 Amenca and is a resident of New Orleans.

Clarence Edward Owens 55
joined the SIU in 1946 in rh! l s-:="&-=v:

?? graduated from the Recer

inTorld WaHr^ A'

fbomfaTe^rS^rwT .
g and IS a resident of Jacksonville.

Hnion ,n the port of Norfolk in 1961
filing as a captain for G& H Towing
frp 1950 to 1980. Brother Buie waf
a tormer member of the NMU He is
^veteran of the U.S. Army in World
War H. Boatman Buie was born in
Wtoagtoa, N.C. aod is a resident

tbe'^s'u il^,Z' ®'°"*' " j<'™«
Yorf !!• P°" blew

MiK^ ^ blew York
IWom o- ° "•<' QMED
fcotlier Rtsbeek was bom in Czecli.
Slovakia and is a resident of

Mountain Uke Terrace, Wash.

'''•Wewicz, 58
PbiTH l'n' "•= P"' oi Philadelphia in 1961 sailing as n
Wkhand for Curtis Bay Towing for
M years. Brother Wenelewiezis a
vaeian of the U.S. Array in World

lochen """ '"'™ Consho-
ochen. Pa. and is a resident of

Bensalem, Pa. '

the^T"' "'-92-joined

£xr!:::'"'°'"'"wn.aS
w™t™° f,.!-''"®''""'"'™. He
was born m Philadelphia and is a
resident there. ^ - ana is a

m

!,/ 3-
1

JiJ -A

,vr-uaiiee2=^

v7C • : 198f / LOG / 35



i"S"S"s?5s

Sl.'llS'Zl^T" "-. J"""""-"-
^'000 h equau ^"PP'^meat of
Pension n fo ojie fnii

thr ^nows anH ^'''ther -"V.

rfeserve« Ar^i, ^ seafar« ^'^®aro/ gut
^^cuinuiafg^ ®®aii,an, he /,a'® Pau/
°f»««i„,e. ®'"'® """1 22y4^ '^'•on hJuH'^PPy\ith tW

acciitv, . inft ." setfi^

r—^Present «„, ^ b„ ®?®®""ng,o[''aveto
fjlT- —^rly hein •'^•"">afewda. °*®ePme

»;„ ''aoiand, „ sweater

""•e seamen H'°" '•

greaf A tne^u
^mericar! of thl

'aa's that ,l. PP">g."

»od an :J '"'o a fa^;f ̂Wen

Vork

'^oit
ro

^'"•'ade/pj
^^'f'more
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'^arc/i
^arch
^arch

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Houston

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leans

March
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Pint ^ ''y Point

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Columbus
C'hicaf -ago

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^-OUIS

<^'eve/and
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March
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•/,'f .:V': •



••;'•. / ss- -

Tax Time is Upon Us!
Some General Information In Filing Your Tax Return

Here we are again^ the
favorite time of year for all
American citizens^tax
time. Deadline for filing this
year is April 15,1981. If you
are not going to be able to
file within the given time
period you must get an
extension, or the Feds will
greet you with penalties.

File early if you can. That
way if youVe entitled to a
return (God forbid you have
to pay), you'll get it
promptly.

As is customary this time
of year, the Log runs some
general info on taxes. So,
here it is:

Highlights
for 1980:
Important

reminders for
this year.

Advance Earned Income
Credit (EIC) Payments
Jf you received advance payments of the
earned income credit from your em­
ployer, 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 payments you received, your
tax liability will increase or decrease
accordingly.

Renewable Energy Source Credit
Has Been Increased
Both the percentage and the maximum
credit allowable for installing solar,
wind, or geothermal energy equipment
in connection with your principal
residence have been increased. Certain
structural parts, such as solar roof
panels installed as a roof, also qualify.
See Form 5695 for more details.

Political Contributions
You can claim a credit for 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.

Standard Mileage Rates
Increased
The standard mileage rate for business
use of a car or truck has been increased
to 20 cents per mile for the first 15,000
miles. For each mile over 15,000, the
rate is 11 cents. The standard mileage
rate for charitable, medical, or moving
purposes has been increased to 9 cents
per mile.

Estimated Tax Payments
by Retirees
'f you are retired now or plan to retire in

1981, you may have to make estimated
tax payments. Or, you may choose to
have income tax withheld from your
pension or annuity. For more details,
see Publication 505, Tax Withholding
and Estimated Tax.

from your spouse for all of 1980) and:
Under 65 $3^00
65 or over 4,300

Do You Want More or Less
Income Tax Withheld in 1981?
If the refund you receive or the amount
you owe IRS is large, you may want to
change your withholding for 198i.

Unresolved Problems
IRS has a Problem Resolution Program
for taxpayers who have been unable to
resolve their problems with IRS. If you
have a tax problem you have been
unable to resolve through normal
channels, call the toll-free telephone
number for your area and ask for the
Problem Resolution Office.

If you were married filing a joint return
and were living with your spouse at the
end of 1980 (or on the date your spouse
died), and:

Both were under 65 $5,400
One was 65 or over 6,400
Both were 65 or over 7,400

If you were married filing a separate
return or married but were not living
with your spouse at the end of
1980 $1,000

If you could be claimed as a dependent
on your parents' return, and had taxable
dividends,, interest, or other unearned
income of $1,000 or more .,. 1,000

Wbo Must File
Your income and your filing status
generally determine whether or not you
must file a tax return.

If you were a qualifying widowfer) with
a dependent child and:

Under 65 4,400
65 or over 5,400

You must file a return
for 1980, even if you
owe no tax:

And your
Income was
at least:

If you could exclude income
sources within U.S. possessions

from
1,000

If you were single (this also means
legally separated, divorced, or married
with a dependent child and living apart

If you were self-employed and your net
earnings from this work were at least
$400

'7

If you received any advance earned
income credit (EIC) payments from"
your employerfs) during 1980

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 ofage. They also apply to
those nonresident aliens arid resident
aliens who are married to citizens or
residents of the United States at the end
of 1980 and who file a joint return.

Wbo 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.

Wben to File
You should file a^soon as you can after
January 1, but not later than April 15,
1981. If you file late, you may have to
pay penalties and interest. If you know
that you cannot meet the April 15
deadline, you should ask for an
extension on Form 4868, Application
for Automatic Extension of Time to File
U.S. Individual Income Tax Return.

Wbere to File
Please use the addressed envelope that
came with your return. If you do not
have an addressed envelope, or if you
moved during the year, mail your return
to the Internal Revenue Service Center
for the place where you live. No street
address is needed.

Wbicb Form to File
You MAY Be Able to Use
Form 1040A if:
• You had only wages, salaries, tips,
unemployment compensation, and
not more than $400 in interest or $400 in
dividends. (You may file Form 1040A

.even if your interest or dividend income
was more than $40(1 if you are filing only
to get a refund of the earned income
credit), AND
• Your total income is $20,000 or
less ($40,000 or less if you are married
and filing a joint return).

Since Form 1040A is easier to
copiplete than Form 1040, you should
use it if you can unless Form 1040 lets
you pay less tax. However, even if you
meet the above tests, you may still have
to file Form 1040.

You MUST Use Form 1040 if:
• You itemize deductions.
• You claim more exemptions than are
shown in the tax table for your filing
status.
• Your spouse files a separate return
and itemizes deductions. Exception:
You can still use Form 1040A if you

continued on following page

February 1981 / LOG / 37

•r li-i-



if V

-F

ft

I

• i ' •
I

continued from previous page
have a dependent child and can meet the
tests on page 6 under Married Persons
who Live Apart (and Abandoned
Spouses).
• You can be claimed as a dependent on
your parents'return AND had interest,
dividends, or other unearned income of
$1,000 or more, AND had earned
income of less than $2,3000 if single (less
than $1,7(X) if married filing a separate
return).
• You area qualifying widow(er) with a
dependent child.
• You were a nonresident alien during
any part of 1980 and do not file a joint
return (or Form 1040NR).
• You were married to a nonresident
alien at the end of 1980 who had U.S.
source income and you do not file ajoint
return. Exception: You can still use
Form 1040A if you meet the tests on
page 6 under Married Persons Who
Live Apart (and Abandoned Spouses).
• Yoa.take_any of the Adjustments^to^
Income shown on Form 1040, lines 23
through 29.
• You file any of these forms:
Form 1040—ES, Declaration of Esti­
mated Tax for Individuals, for 1980 (or
if you want to apply any part of your
1980 overpayment to estimated tax for
1981).
Schedule G, Income Averaging.
Form 2210, Underpayment of Esti­
mated Tax by Individuals.
Form 2555, Deduction from, or Exclu­
sion of. Income Earned Abroad.
Form 4563, Exclusion of Income from
Sources in-United States Possessions. .
• 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 46.
• You claim any of the payments on
Form 1040, lines 58, 60, 61, or 62.
• You are required to fill in Part III of
Schedule B for Foreign Accounts and
Foreign Trusts.

RoundingX)ff to Whole Dollars
You may round off cents to the nearest
whole dollar on your return and
schedules. But, if you do round off, do so
for all amounts. You can drop amounts
under 50 cents. Increase amounts from
50 to 99 cents to the next dollar. For
example: $1.39 becomes $1 and $2.69
becomes $3.

- Amended Return
Use Form 1040X to change an income
tax return you have already filed (Form
1040 or Form 1040A).

Presidential Election
Campaign Fund
This fund was established by Congress
to support public financing of Presiden­
tial election campaigns.

YQU may have $1 go to the fund by
checking the Yes box. Oaa Joint return,
both of you may choose to have$l go to
this fund, or both may choose not to.
One may choose to have $I go to this
fund and the other may choose not to.

If you check Yes, it will not change the
tax or refund shown on your return.

Do not claim this amount as a credit
for contributions to candidates for
public'office on line 38.

Other Information
Death of Taxpayer
Did the taxpayer die before filing a
return for 1980?—If so, the taxpayer's
spouse or personal representative must
file and sigrt a return for the person who

died if the deceased was required to file a
return. A personal representative can be
an executor, administrator, or anyone
who is in charge of the taxpayer's
property.

If the taxpayer did not have to file a
return but had tax withheld, a return
must be filed to get a refund.

If your spouse died in 1980 and you
did not remarry in 1980, you can file a
Joint return. You can also file a Joint
return if your spouse died in 1981 before
filing a return.

A Joint return should show your
spouse's 1980 income before death and
your income for all of 1980. Write
"deceased" and show the date of death
in the name and address space of Form
1040. Also write "Filing as surviving
spouse" in the area where you sign the
return. If someone else is the personal
representative, he or she must also sign.

If a refund is due, the person claiming
it must file with the return a Form 1310,
Statement of Person Claiming Refund
Duea DeceaseifTiixpayer. If the person "
claiming the refund is a surviving spouse
filing a Joint return with the decedent.
Form 1310 is not needed.

U.S. Citizens Living Abroad
Generally, foreign source income must
be reported on your return. Please get
Publication 54, Tax Guide for U.S.
Citizens Abroad, for more information.

Filing Status
Boxes 1 through 5
Were You Single or Married?

Consider yourself single if on Decem­
ber 31 you were unmarried or separated
from your spouse either by divorce or
separate maintenance decree and you do
not qualify for another filing status.
State law governs whether you are
married, divorced, or legally separated.

If you were married on December 31,
consider yourself married for the whole
year. If you meet the tests for Married
Persons Who Live Apart (and Aban­
doned Spouses), you may consider
yourself single for the whole year.

If your spouse died during 1980,
consider yourself married to that spouse
for the whole year, unless you remarried
before the end of 1980.

Married Persons
Joint or Separate Returns?
Joint Return, In most cases, married
couples will pay less tax if they file a
Joint return. You must report all
income, exemptions, deductions, and
credits for you and your spouse. Both of
you must sign the return, eyen if only
one of you had income.

You and your spouse can file ajoint
return even if you did not live together
for the whole year. Both of you are
responsible for any tax due on a Joint
return, so if one of you does not pay, the
other may have to.

If your spouse died in 1980, or in 1981
before filing a return for 1980, write in
the signature area "Filing as surviving
spouse." Also write "deceased"after the
name of the decedent and show the date
of death in the name and address space.

Separate Returns. You can file separate
returns if both you and your spouse had
income, or if only one of yoy had
income. If you both file, you and your
spouse must figure your tax the same
way. This means if one itemizes
deductions, the other must itemize. You
each report only your own income,
exemptions, deductions, and credits,
and you are responsible only for the tax

due on your own return.
If you file a separate retlirn, write

your spouse's full name in the space
after Box 3 and your spouse's social
security number in the block provided
for that number.

If your spouse does not file, check the
boxes on line 6b that apply if you can
claim the exemptions for your spouse.

Were You a Head of Household
There are special tax rates for a person
who can meet the tests for Head of
Household. These rates are lower than
the rates for Single or Married filing a
separate return.

You may use this filing status ONLY
IF on December 31, 1980, you were
unmarried (including certain married
persons who live apart) or legally
separated and meet test a. or b. below:
a. You paid more than half the cost of
keeping up a home which was the
principal residence of your father of
mother whom you can claim as a
dependent. (You mdst be dbleTo c
this parent as your dependent without a
Multiple Support Declaration, but you
did not have to live with that parent.)

OR
b. You paid more than half the cost of
keeping up the home in which you lived
and in which one of the following also
lived all year (except for temporary
absences for vacation or school):

1. Your unmarried child, grandchild,
foster child, or stepchild. (This person

did not have to be your dependent.)
Note: If you are filing as Head, of
household because of an unmarried
child, grandchild, foster child, or
stepchild, who is not your dependent,
enter that person's name in the space
provided on line 4. Enter only one
name. If any other person qualifies you
for Head of household, no entry is
needed.
2. Your married child, grandchild,
foster child, or stepchild. (You must be
able to claim this person as your
dependent without a Multiple Support
Declaration.)
3. Any other person listed below whom
you can claim as a dependent. However,
this person does not qualify you if he or
she is your dependent under a Multiple
Support Declaration. Please see the
rules on page 7 for Dependent Sup­
ported by Two or More Taxpayers.
Grandparent Brother-in-law
Brother Sister-in-law
Sister Son-in-law
Stepbrother Daughter-in-law, or
Stepsister if related by blood:
Stepmother Uncle
Stepfather Aunt
Mother-in-law Nephew
Father-in-law Niece

Were You a Qualifying
Widow or Widower With a
Dependent Child?
If so, you may be able to use Joint return
tax rates for 1980 and use Tax Table B
or Tax Rate Schedule Y.

If your spouse died during 1979 or
1978 and you did not remarry before the
end of 1980, file a return for 1980
showing only your own income, exemp­
tions, deductions, and credits. However,
you can figure your tax at Joint return
rates if you meet all 3 of the following
tests:
a. You could have filed a Joint return
with your spouse for the year your
spouse died. (It does not matter whether
you actually fijed a Joint return.)

b. Your dependent child, stepchild, or,
foster child lived with you (except for
temporary absences for vacation or
school).
c. You paid over half the .cost of
keeping up the home for this child for
the whole year. ^

Check Box 5, Qualifying widow(er)
with dependent child, and show the year
your spouse died in the space provided.
Do not claim an exemption for your
spouse. (You can claim the exemption
only for the year your spouse died.)

If your spouse died in 1980 and you
did not remarry, consider yourself
married for the whole year. If your
spouse died before 1978 and you did not
remarry, you may check Box 4 if you
met the tests under Were You a Head of
Household? Otherwise you must file as
Single.

Exemptions
Line 6a Boxes
For Yourself
You can a]wa~ys take one ̂ xemptibn fb
yourself. Take two exemptions if you
were blind, or 65 or over. Take three
exemptions if you were blind and 65 or
over. Be sure to check all the boxes on
line 6a for the exemptions you can take
for yourself.

You can take the extra exemptions
for age 65 or over and blindness only for
yourself and your spouse. You cannot
take them for dependents.

Age and blindness are determined as
of December 31. However, if your 65th
birthday was on January 1, 1981, you
can take the extra exemption for age for
1980.

Line 6b Boxes
For Your Spouse
You can take exemptions for your
spouse of 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 ex­
emptions if blind and 65 or over. Be
sure to check all the boxes on line 6b for
the extmptions you can take for your
spouse.

If at the end of 1980, 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 1980 and
you did not remarry before the end of
1980, check the boxes for the exemp­
tions you could have taken for your
spouse on the date of death.

Lines 6c and 6d
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;
b. support;
c. married dependent;
d. citizenship or residence; and

continued on following page

38 I LOG / February 1981

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continued from pnwiom pege
e. relationship.
These tests are explained below.
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^
at the end of the year, or a full-time
student at least 5 months of the year.
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
Dependent 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.

Do not include in support items such
as income and 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 to, 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.
c. Married Dependent
The dependent did not file a Joiiit return
with his or her spouse. However, if
neither the dependent nor the depend­
ent's spouse is required to file, but they
file a joint return to get a refund of tax '
withheld, you may cl^m him or her if
the other four tests are met.

d. Citizenship or Residence
The dependent was a citizen or resident
of the United States, a resident of
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 I. 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
Stepchild
Mother
Father
Grandparent
Brother,
Sister
Grandchild
Stepbrother
Stepsister
Stepmother
Stepfather

Mother-in-law
Father-in-law
Brother-in-law
Sister-in-law
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. A person
is not a member of your household if at
any time during your tax year the
relationship between you and that
person is against local law.
C/ie Word child includes:
• Your son, daughter, stepson, or
stepdaughter.
• A child who lived in your home as a
member of your family if placed with

'V

you by an authorized placement agency
for legal adoption. -s,
• A foster child (any 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 19&0. or
• took a full-time, qn-farm training
course during any 5 months of 1980.
(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.
a. That parent gave at least $600 toward
the child's support in 1980, and the
decree of divorce or separate mainten­
ance (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 1980, and the
parent who had custody cannot prove
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 pro­
vided hy 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 dependent only if the tests for income,
married dependent, citizenship or
residence, and relationship discussed
earlier (tests a, c, d, and e) are met.

In addition, the taxpayer who claims
the jlependent must:
a. have paid more than 10% of the
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
1980 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 1980 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 conipensation benefits,
insurance damages, etc. for injury
or sickness.

Child support.
Gifts, or money or other property you

inherited or that was willed to you.
Dividends on veterans' life insurance.
Life insurance proceeds received

because of a person's death.

Interest on certain State and municipal
bonds.

Amounts you received from an insur­
ance company because you lost the use
of our home due to fire or other

^ casualty to the extent the amounts
were more than the cost of your
normal expenses while living in your
home. (You must report reimburse­
ments for normal living expenses as
Incoine.)

Amounts an employer contributed on
your behalf and benefits provided to
you as an employee or the spouse or
dependent of an employee, under a
qualified group legal services plan.

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.

Wages, including salaries, bonuses,
commissions, fees, and tips.

Dividends (Schedule B).
. Interest (Schedule B) on;

tax refunds;
bank deposits, bonds notes;
U.S. Savings Bonds;
certain arbitrage bonds issued by

State and local governments; and
accounts with savings and loan

associations, mutual savings
banks, credit unions, etc.

Unemployment compensation
(insurance)

Amounts received from accident and
health plans in place of wages, if your
employer paid for the policy.

Bartering income (Fair market value of
goods or services you received in
return for your services).

Business expense reimbursements you
received that are more than you spent
for these expenses.

Alimony, separate maintenance or

support payments received from and
deductible by your spouse or former
spouse.
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
N you cashed in if the proceeds are more

than the premiums you paid.
Profits from businesses and professions

(Schedule C).
Your share of profits from partnerships

and small business corporations
(Schedule E).

Profits from farming (Schedule F).
Pensions, annuities, endowments

(Schedule E). including lump-sum
distributions (Form 4972 or
Form 5544).

Gains from the sale or exchange
(including barter) of real estate,
securities, coins, gold, silver, gems or
other property (Schedule D or
Form 4797).

Gains from the sale of your personal
residence (Schedule D and
Form 2119).

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
Railroad Retirement Act (but not
regular Railroad Retirement Act
benefits).

Prizes and awards (contests, raffles,
lottery and gambling winnings).

Earned income from sources outside the
United States (Form 2555).

Directors fees.
Fees received for jury duty and precinct

election board duty.
Fees received as an executor or

administrator of an estate.
Embezzled or other illegal income.

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, 1979, paying off in
January^ 1980, would have all the
five months' earnings appear on
his 1980 W-2 even though his
actual 1980 earnings might be less
than those in 1979.

There are ways to minimize the
impacts of this situation. For
example, while on the ship in
1979, the Seafarer undoubtedly
took draws and may have sent
allotments home. These can be
reported as 1979 income.

Unfortunately, this raises an­
other complication. The sea­
man who reports these earnings
in 1979 will not have a W-2
(witholding statement) covering
them. He will have to list all
allotments, draws and slops on
the tax return and explain why he
doesn't have a W-2 for them.
Furthermore, since no tax will
have been withheld on these
earnings in 1979, 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
1980 W-2. The seaman then, on
his 1980 return would have to
explain that he had reported
some of his earnings in 1979 and
paid taxes on them. He would get
a tax refund accordingly.

In essence, the seaman would
pay taxes twice on the same
income and get a refund a year
later. While this will save the
seaman some tax money in the
long run, it means he is out-of-
pocket on some of his earnings
for a full year until he gets the
refund.

This procedure would also
undoubtedly cause Internal Rev­
enue to examine his returns, since
the income reported would not
coincide with the totals on his
W-2 forms.

That raises the question, is this
procedure Justified? It is justified
only if a seaman had very little
income in one year and very
considerable income the next.
Otherwise the tax saving is minor
and probably not worth the
headache.

February 1981 / LOG / 39

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