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Lundeb^g Upgrading ! pages f f-fS ^'9. -v If. �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 Frank Drozak 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 T 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." Ronald Reagan's inauguration. He takes charge of a Commerce Dept. which has 30,000 em­ ployees and oversees, among 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 "I think we should have a Carter White House, will lend his strong merchant marine," considerable experience and Baldrige said in reply to a knowledge of government and question from Slade Gorton (R- regulatory policies toward the Wash.), the new chairman of the development of ecomomic and Senate Subcommittee on Mer­ social issues affecting workers. chant Marine. "The only thing Prior to the announcement of standing between the U.S. and a Marshall joining the AFL-CIO viable merchant marine," team, the labor movement hon­ Baldrige added, "is rnoney and ored him at a reception at AFLbilateral treaties." CIO headquarters in WashineBaldrige, who was unani­ ton, D.C. mously endorsed for confirma­ Ray Marshall has been a man tion by the Senate Commerce who has stood with us on every Committee was confirmed by the basic and important objective of full Senate and sworn in as the trade-union movement," Secretary of Commerce after AFL-CIO President Lane Kirk­ 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.) Change of address cards on Form 3579 should be sent tb Seafarers International Union Atlantic fiulf i aUoc =.r.H i i . 11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 43. No. 2. February"1981 (ISSN #01M-204^^ 2 / LOG / February 1981 other things, the National Fire & Control Administration, the Census Bureau, forecasting the weather and registering patents. 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 Mondale, 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. , MT District. AFL-CIO. 675 Fourth Ave.. Brooklyn. N.Y. �i,; ! '• V" '. a Navy Stonewalling Use of Private Sector In recent months, the relation­ Sealift Command. The Navy has ship between the U.S. Navy and tended to discourage private the private merchant marine has participation in the program. come under close scrutiny. Lead- Industry officials estimate that a ing American figures, from, good number of the nearly 150 President Ronald Reagan on auxiliary vessels that are presdown, have stated publicly that ' ently operated by the Navy could the maritime industry and the be leased out to private com­ Navy must develop a close panies. Were the Navy to utilize working relationship if this long-term leasing programs, new country's seapower is to be vessels could be manned and strengthened and revived. , built by the private sector at President Reagan alluded to substantially lower costs. this lack of co-operation during When asked about their re­ the recent Presidential campaign. luctance to utilize private sector He issued a seven point program expertise. Navy officials have which stated,among other things, questioned the private industry's that Americans "must insure that ability to adequately man the tli^re^ ^s active co-operation ' vessels. These same officials also between the Navy and the mer­ produce cost estimates that chant marine and the govern­ contradict the findings of private mental departments responsible economists. for each." Navy Hides Costs Differences between the Navy The cost estimates that the and the maritime industry have Navy likes to refer to, however, arisen over a number of issues. tend to distort the overall picture These differences tend to boil by underestimating or even down to the following phil­ hiding actual costs. osophical question: what role, if One such hidden cost can be any, is the private sector mer­ traced to the manner fn which the chant marine supposed to play in Navy determines its own pension providing auxiliary naval sup­ liabilities. Agencies of the federal port? government do not fall under the Perhaps the most drawn out provisions of ERISA. These ^ disagreement has arisen over the agencies are therefore free to use management of the Military less stringent accounting figures 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. 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 •t! li governmental regulations. More duties admirably. than 70 different Federal Agen­ Experts now doubt if the cies issue regulations that must be ~ American flag Merchant Marine followed. Often, companies must is large enough to support the submit the same licensing ap­ Nayy in any major international plication to several different crisis. agencies, any one of which can, The American flag Merchant and usually does, hold up ap­ Marine has deteriorated to the proval. These delays have sub­ point where Americans must rely stantially increased transporta­ on foreign countries to transport tion costs. 95% of their ocean-borne com­ While the federal government merce. has been busy regulating the It is therefore imperative that American flag Merchant Marine the Navy and what remains of the out of existence, it has allowed maritime industry work closely numerous tax and safety loop­ to reverse some disturbing trends. holes to stand which make it profitable for owners to use The" Navy could begin by foreign flag vessels. utilizing private sector expertise The gradual extinction of the in the Military Sealift Command American flag Merchant Marine program. It could also stop by governmental neglect and leasing and purchasing foreign mismanagement would not be so flag vessels when it can easily unfortunate were not the welfare procure readily available Ameri­ of the country endangered so. can vessels. , The Merchant Marine has Recently, the Navy bought the been traditionally called the British flag RA F Lynes. It plans Fourth Arm of the American to lease six vessels from Hansa, a Defense System. During World bankrupt German company, War I, World War II, the Korean once it gets permission from the War, and the Vietnam War, it Maritime Administration to do performed its naval support so. V . f'Iv: f ' 'If. I l;= ,VV' »+i: 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. .• .T' 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." r? .' •> >< - .k-4 " % \p: , ul] , 'lis • 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 fft • p? • • f--. • • 4'' •; . #s.:r �• xSr; U') SlU Crews Conference to Convene in April R spending 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 delegates representing all ports and the three shipboard departments. The rank and file delegates, 23 from each department, wiH be elected at a specialmeeting 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 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; Boston, 3; Detroit, 3; Jacksonville, 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 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. SlU Faces in the Crowd..... Smilin' Frank Prisock, chief pumpman on the Coye Ranger, flashes his pearly whites for his friends and shipmates throughout the SlU. Doing some welding In the engine room of the Cove Ranger prior to setting sail is Mack Philip, wiper. 4 / LOG / February 1981 •"it-;.-- �John Dwyer Retires After 27 Years With SiU N EARLY 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 JonesBaldwin Augustin ^ Please contact, James Terry, 20862nd 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 straightshooter. He threw his lot in with the new IBL. He initially met with Paul Hall, Teddy Babkowski 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 unanimous vote to break away from the ILA and join the IBL. Dwyer recalls, "a lot of people promised to stick with me all the 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 Cabdrivers beef against the Teamsters and the Hussman beef in Philadelphia also against the Teamsters. 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. 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 midApril, 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 T • %> ^ . -..i;,-'-:- i- 'V! :.'X- HE 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 DiGiorgio (Sec.-Treas.) Leon Hall (V.P. Atlantic Coast), Red SIU President Frank Drozak (second from right) opens up the first Agents Conference of 1981 in Florida. Also at the tabic arc. Campbell (V.P. Contracts and from the left: Mike Sacco. vice president Lakes and Inland Waters: Joe DiGiorgio. secretary-treasurer, and Joe Sacco. vicn Contract Enforcement), Mike president in charge of the Gulf Sacco (V.P. Lakes and Inland called upon to give a rundown of that might have arisen since the wicz, president of the SIU of Waters), and Joe Sacco (V.P. activities in their ports, including last Agents meeting. Canada. ' Gulf Coast) gave complete re­ reports on shipping, finances, In addition, Ray McKay, In addition, Carolyn Gentile, ports on the activities in their payoffs and sign-ons, new con­ administrator of the Welfare, president of MEBA District 2, specific areas. struction of boats or ships in their Pension and Vacation Plans; stopped by to reaffirm the close The Port Agents then were areas, and any specific problems Howard Schulman, SIU General ties and friendship of his Union Counsel; Frank Mongelli and with the SIU. In closing the Agents Confer­ Ken Conklin from the Lundeberg 85)1001, and Marianne Ro­ ence, Frank Drozak pointed out gers, national coordinator of the the crucial importance of com­ SIU Political, Social, Welfare munication in running a smooth, and Training Program were on effective operation. He noted, hand to give rundowns on the "we must communicate openly and freely to keep each other activities in their departments. The Agents Conference also informed of what's going on hosted some special guests from throughout the union so that we our brother unions in the SIUNA. can stop small problems from They included: Whitely Disley, becoming big problems, and so president of the Marine Fire­ that we can be totally coordi­ men's Union; Paul Dempster, nated in our efforts on behalf of president of the Sailors Union of the SIU membership." the Pacific; Buck Mercer, presiThe next Agents meeting is dent of the Military Sea Trans- tentatively scheduled for the Ray McKay, president of MEBA District 2. gave tfie Agents Conference a rousing between the SIU and MEBA District 2. address calling for unity and cooperation port Union, and Roman Grale- summer. ^ 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. 6 J LOG / February 1981 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- Frank Perdue With Fowl Play 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 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. SlU-MEBA, D-2 May Reinstitute Joint Ed Program 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 SIU/MEBA-District 2 educational 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 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. �/ Winter Duty on Lakes Hardly Brrr-abie W inters 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 Unioncrewed fleet of carferries, which run year-round are equipped with their own built-in icebreak­ ers. It's a winter wonderland on the Daryl C. Hannah, but who needs It. Ice was more than a foot thick alt over the boat, 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. Thick-skinned SIU deckhand Vernon GImpel claltns that the cold domn't bother him In the least. This photo was taken fromtheshore, showing the total expanse of Ice on theSt. Clair River, and the trapped tug In the dtstmce V •, Already one vessel, the SIUcontracted 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 Ice from the rails, vi^nches an^^ther deck gear on tne uaryi nvinan. , February 1981 / LOG / 7 liiiifiiiife -4 �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 millionappropriation 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, or without a corresponding relaxation of stringent antipollution standards that will soon go into effect, owners will find it necessary to scrap tankers that would otherwise remain in this country's domestic and foreign trade. Title XI funds are not affected by cutbacks in construction subsidies, for they are considered to be off budget credit activities, There is a great deal of uncertainty surrounding Carter's tentative budget, For one thing, the budget is almost certain not to be passed in 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 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 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. Inouye Introduces Ocean Shipping Act of 1981 Senator Daniel Inouye (D-Hawaii) is continuing his efforts to reform the overregulated 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 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 Baldridge: Maritime NeedsBilateral 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." 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. Corrent, Gossie McKee, Robert Campbell. Joseph \" session of Congress, and the only one to win widespread support. 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. February 1981 / LOG / 9 y �' Eagleton Asks Labor's Help to Rebuild Dem Party I' 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; New House I 4 t ' j; 1 •;> f, \ ' i 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 Chairman Jones Vows Action to Help Maritime In his first major policy state­ asserted, is a concerted effort on ment since succeeding John the part of all segments of the Murphy, Walter B. Jones (D- maritime industry to work to­ N.C.), the new Chairman of the gether to turn back the decline of House Merchant Marine and the American flag merchant Fisheries Committee, stressed his. marine,. "No one segment of our long-standing support for the national maritime community maritime industry. can go it alone. While govern­ Jones told an audience that ment can offer no cure-all, had assembled at the Center for neither business nor labor can go Ocean Law and Policy in the it alone either. We need one Virgin Islands that he assumes his another." office without any prejudice, and When asked about the new few, if any, pre-conceived no­ Administration's stand on the tions. "This should give me the maritime industry, Jones insisted freedom to hear carefully the that President Reagan's com­ needs and desires of all segments mitment to restoring America's of this industry." seapower was "firm and un­ What is needed now, Jones qualified." Overseas Chicago Committee i 1 } i "i i: i i •i? 'i' 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." 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. i i;, tf • 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 wellreceived 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 secretarytreasurer 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." 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 Robert Droulard sails as Conveyorman out of the Port of Algonac, Mich. He Is using the off-season to upgrade his skills. School of Seamanship. One of the courses available at the school is designed to upgrade Lakes Seafarers in the conveyor department, and to train conveyormen 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 oxyacetylene cutting will also be taught in the machine shop. The course will also cover cargo handling procedures, types Seafarer Maynard Baker makes final adjustments on a repair Job he was doing on a typical conveyor belt. Maintenance and repair of conveyor equipment aboard the big self-unloaders that ply the Great Lakes is an essential skill. of cargos and their characteris­ tics, loading and unloading oper­ ations, preventative maintenance schedules, safety equipment, and safety rules and regulations. Great Lakes Seafarer Mike Schroble checks a belt splice for squareness. Hands-on Instruction Is the key element In the four-week Conveyorman 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 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 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 sixweek 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 weeks in duration, consists of Meet Seafarers' Needs aboard today's modern ships • both classroom and practical 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. 0 o"fl~b~b"6 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 0 cians must be trained and competent in all phases of electronics. The Marine Electronics course at the Seafarers Harry Lundeberg School of Seamanship, six 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 o Jim Harrison diagrams the diode mode for Seafarer °- , 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 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 procedures for celestial naviga­ have always had a curiosity about tion. Upon completion of the the ancient art of celestial course, the students will be able navigating. Many of our students to calculate the exact moment have also been deep sea AB's who of sunrise and sunset. They will are thinking of preparing for be able to determine compass their Third Mates exam. If you error, both by taking an ampli­ are included in one of these tude of the sun and by azimuth of categories, submit your applica­ the sun, and they will know the tion as soon as possible for one of procedures for finding latitude by our four 1981 classes. February 1981 / LOG / 13 tBsrr �V •• , i SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING COURSE SCHEDULE ,-L :r'^ ..." ' 1-Mi 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 Third Mate Julys September 11 Able Seaman March 29 April 26 May 24 August 16 October 11 November 22 April 23 May 21 June IS September 10 Novembers December 17 Bosun Recertification February 9 April 13 August 10 April 6 Junes Octobers Steward Recertification March 9 May 11 July 13 September 7 October 12 May 4 Julys September 7 Novembers December 7 "A" Seniority 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 Lifeboatman/Tankerman 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 Course Check-in-Date LNG Celestial Navigation March 26 May 21 July 16 September 12 Novembers First Class Pilot July 30 May 10 September 27 December 17 Quartermaster March 2 April 27 June 22 August 17 October 12 May 24 July 19 September 13 Novembers FOWT . Completion Date Course QMED i 1981 June 18 August 13 Octobers Decembers Marine Electrical Maintenance March 2 V Julys October 26 April 23 August 27 December 17 Marine Electronics July 2 October 22 May 25 September 14 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 Diesel Scholarship March 30 June 22 October 12 May 21 August 13 Decembers 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 Third Assistant Engineer April 13 Augusts June 19 October 9 Towboat Operator May 11 July 2 Towboat Operator Scholarship March 30 June 22 ' September 14 14 / LOG / February 1981 r- .'•i-s»--.'-' 4 • May 14 Augusts^" October 30 �Apply Now for an SHLSS Upgrading Course (Please Print) (Please Print) Seafarers Harry Lundeberg School of Seamanship Upgrading Application • Name. (Last) • Date of Birth — Mo./DayAear (Middle) (First) Address. v, (Street) . Telephone. (Area Code) (Zip Code) (State) (City) Lakes Mmber • Inland Waters Member • Deep Sea Member Q . Seniority. Book Number Date Book Was Issued. Port Presently Registered In _ Port Issued Endorsement(s) or License Now Held. • Social Security :F-.. Piney Point Graduate: Q Yes Entry Program: From. Upgrading Program: From. No Q (if yes. fill in below) to. (dates atteiKled) Endorsements) or License Received . to. (dates attended) 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). ENGINE DECK 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 • • • • • Tmrd Mate STEWARD ^ O FWT • Oiler • OMED - Any Rating • Others. 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 Q • • Q Assistant Cook Cook & Baker Chief Cook Steward Towtx>at Inland Cook ALL DEPARTMENTS • • • • • LNG LNG Safety Welding Lifeboatman Fire Fighting 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 v RAHNQHELD DATE SHIPPED DATE OF DISCHARGE February 1981 / LOG / 15 -1. i- 'vV-'' „r, �, AA7^f^rman's Edward Rutledge Psjf^w Jobs on Wotormo i>lC/VV •''Sf-' ^ csre^s This bill has been a ^ n run out of me south caroimas delega is named tion to the Continental Con rsSSsS^ 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 Waterfleet 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. be: But the company has reemerged 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- f» :; • , MM I e c-:.. • ,• -•••'•SVfi fe- The waterman LASH Edward fluHedge named, «e an Walrman's LASH ships, tar a signer of the Declarafion of Independence. 53 _ _ and lifeboats on the LASH T^^elin® and nKe her StU crew. s«' IASAI I Saloon Messntan Mel weOT wS^an's fleet. •« t Sl^nglnes aboard the EdwardRulledge are (l-r): Ken Larpenteur, third assisianf, David Boj®, ^ip s «!«=!« :6e^amlnCooiey. port elecW^^^^ e'r: ' i«oI 16 / LOQ / February 1981 .-.e; • ''•'•)••'* -'if'f? 'f' .•:.. r- 'try'"fC'tV ' •; .•,;.V ve):..e-e;-M;.--:ee .v" ' . • L •• ,•, ;••'.• .-V,,, . i.,--, r-/r~' ' '''-i''; 0r ••['" -'{i .'•• r''^' , ••f •!, b-.-".- A"-r "r'\ '•••'!7 ' '•'•• "'' • �A-y>#U-;'T-:-kS"- .fif- ; • AFL-CIO Maritime Trades Department Sets Program to Reverse Maritime Deciine V ^ _ The Executive Board of the 8-milllon member AFL-CIO Maritime Trades Department (MTD) has taken the first step 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: 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- • 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 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 Klrkland. Other speakers Included Congressmen Walter Jones (DN.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 HE International Long­ considerable resources of the goals set forth by the Maritime eluded, "whatever we have to do shoremen's Association has International Longshoremen's Trades Department at its Execu- to cooperate, whatever it takes to reaffiliated with the AFL-CIO Association toward achieving the tive Board session. He con- get the job done, weH do it." 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 us. ILA President Teddy Gleason calls for labor unity after being welcomed back into tfie Maritime Trades Department by MTD Gleason then pledged the President Frank Drozak (rigfit). T vr:' • ."V/. February 1981 / LOG / 17 A. •4 �« ' • New House M.M. Chairman Jones Addresses MTD E XPANDING America's statement at the Sun Shipyard. shipbuilding capability as The Congressman then urged well as the country's merchant American shipyards to follow fleet were stressed by the new Japanese shipbuilding produc­ Chairman of the House Mer­ tion technology, the basics of chant Marine and Fisheries which, he noted, originated- in Committee. the U.S. Speaking before the MTD the Congressman therefore Executive Board on Feb. 13, feels that American shipyards Representative Walter B. Jones must develop products that are (D-N.C.) expressed his views on competitive on the world market. the vital subjects of "re-industri­ "Obviously, as long as American alizing the shipyards of the U.S.- shipyards are wholly dependent and insuring that we have a on subsidy programs and the commercial fleet that is sufficient Navy for their order books they to meet our economic and will never achieve the kind of cost national defense needs." efficiency and volume needed He pointed to the recent under today's financial condi­ closing of the Sun Shipyard in tions." Philadelphia and the ultimate Talking about America's waloss of 3,000 jobs. Jones said he terborne domestic commerce, hoped that "President Reagan Jones pointed to the "grim also took note of this closing and situation for our coastwise realizes the urgency of our trades." He cited a Maritime present maritime predicament," Administration report that stated Jones pointed out that as a there are presently only 15 selfpresidential candidate, Reagan propelled ships remaining in the -had made his maritime policy 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 Denison:Will Fight Budget Ax 'jp HE AFL-CIO is gearing up 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. 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 crosspuposes." Barken noted that COPEendorsed 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 Al Barkan, that 1982 would be a turnaround AFL-CIO COPE year with labor making a big Though the loss of the White comeback politically. .House and the Senate has been' "We will stand fast in our billed in the media as a defeat for political beliefs," Barkan said, labor, Barkan stressed that labor "and continue labor's 'never say supported candidates did well. die' tradition." back as the days of FDR. 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 R EP. 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 • J y MTD Executive SecretaryTreasurer 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 L INKING 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. to negotiate bilateral agreements with our trading partners who want our eoal, so that American 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 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 laborbacked 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. nonetheless. "We have never struck our colors on a single issue," he said, "and we will not do so now." 100 Year Anniversary 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 AFLCIO would wage a good fight Labor's Crucial Job, "...organize, organize, organize" A LOT of things about the American labor movement have changed in the last hundred years. But the basic aims of the AFL-CIO today are as clear-eut a® ">ey were a eentury ago when Samuel Gompers, the first AF of 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 P f- AUL 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-convenience" 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 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," , 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 30,000Jobs 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 �If " I:•<!•, s:,. U': V^lj f^ ^• • 1.:, i i • .'f • " #' Anthony Scotto, president of the Greater New Yoi-k and Vicinity MTD Port Council. Roman Gralewicz. president. SlU of Canada and Eastern Area Exec. Bd. member of the MTD. * William Konyha. president of the Carpenters ^/lTn QW and member of MTD Exec. Bd. MTD President Frank Drozak IIMPPIS with Jesse Calhoon president of National MEBA and an MTn __ i nranK urozak (le^eets witn jesse uainoon, presioent ot National MEBA and an MTD Exec. Bd. member -maritime situation to MTD Board meeting. He also called for unify unity of all meeting, segments of maritime. • Leon Schacter. MTD Exec. Bd. member and vice-president -president emeritus of the United Food and Commercial Workers. Highlights iUaritime Trades DepartmeinExec. Bd. Meeting Feb. 12-13,1981 y "i'If- i c H' c , fs T Workers and MTD Ex^ec. Bd. member MTD Vice President Steve Leslie addresses of^th^°0^pe'rSiTM President Page Groton. of the Boildrmakers union, and an MTD Exec. Bd. member, hits! peck on a shipbuilding resolution as part of the big turnout for the Board meeting listens. Rudy Oswald, head of the AFL-CIO Research Department, gives the MTD Board meeting a rundown on economic issues as labor sees them. • Peter Rybka. vice president of the Grain Millers and an MTD Exec. Bd. member. Lawrence Motley, president of the Aluminum Workers, greets the MTD Bd. meeting. Holley recently came-aboard as an MTD Exec. Bd. member. "•<i7 r, •' •'f- I ¥ ; r • .IT" 7 -- i' "r^i 'H. - • Cl John Yarmola^ vice presitlent of the SIUNA and an MTD Exec. Bd. member. Morris Weisberger (left) Western Ama FVOZ^ lormer presideni ol Ihe Sailore Union of the PacBic vice president of AFSCME and an MTD Fypn RH ' exec. BO. member. 'km . • it., D Bernard Puchalski. president of the Chicago MTD Port Council MTD Exec. Bd. members Lester Null (left), president of the Pottery Workers and John McNamara. president of the Firemen and Oilers, . F.-i-iv: ^VL_"L"T'^ . =^7- ___• irraiB »w It 7 74:#^ •I Dominick Carnavale. of the Plumbers Union. is an MTD Exec Bd member •|74(=.^fr -T :T •" . • r;fi:-V ,.7. • - .'5- V. JT 1^11 �SiE»r:®~ MTD Executive Board Vows Action on 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: • ' *^1 «'•, Bilateral Shipping Agreements . 'I'." 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. 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. 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 America's Competitiveness expansion of inland waters trans­ The MTD urges both the Presi­ portation projects, and for the dent and Congress to review the Administration to negotiate bila­ U.S. trade policy. The present teral shipping agreements for the foreign policymakers must look at increased export of our coal. Grea­ domestic economic roadblocks to ter use of our coal for domestic trade and the revitalizing of our power was also urged. economy. Tax laws and regulations Improvements are needed on the should also be revised. Mississippi River locks and danfs . Accelerated Depreciation network, nationwide coal terminals The MTD resolves that U.S. tax and harbor dredging projects. laws be changed to allow for More bulk ships must be built accelerated depreciation of vessels since U.S. flag bulkers carry only 2 like other maritirhe nations do. percent of these cargoes out of the 40 The U.S. flag shipping industry percent of this country's internation­ wo^ks at a disadvantage because it al trade. The bilateral coal shipping agree­ does business under a restrictive tax policy which hinders new invest­ ments would give more jobs to ment and discourages reinvestment. Seafarers, shipbiiilders and those in The U.S. allows depreciation after the maritime shoreside trades. 14.5 years. Japan and Western Coal Export Terminal Europe typically after six years. In The MTD supports the efforts of Great Britain, vessels can be depre­ the U.S. Corps of Engineers, Port ciated in a single year. Authority of New York and New Export Promotion ^ Jersey, Conrail and others to The MTD asks the U.S. Governdevelop a modern and major coal » ;ht "to mestic J last been a Jarine for 15 ys of i been ritime arings t forth i^Act arious reauc;d to :y are cross- kX if the spartI fight social /ment food I Admore, tating AFL-CIO, MTD Honor the Memory of Paul Hail P RIOR 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 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. 22 / LOG / February 1981 : rf'"'. on for id of vould ;agan npor;hant fense at he D in y too :ranis ating at it aches iplish ;hant I his I his iittee �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 importance.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. 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. . Food Stamp Program • Service industry markets and jobs The MTD will vigorously oppose must be protected in domestic law any and ail efforts to sharply cut the and in international agreements. program which brings a decent diet • Trade Adjustments Assistance to the poor and needy. And will should be given workers affected strongly support efforts in Congress by imports. to maintain the present Food Stamp • Multilateral discussions should be Program. pursued once all the facts are Only a dozen years ago, malnutri­ available and bilateral negotia­ tion and hunger in the U.S. hit tions have been concluded. millions. The Food Stamp Program Almost 70 percent of U.S. em­ has helped to alleviate this, say ployment is in services. They face Field Foundation doctors. new competition here and abroad in This fiscal year, higher food prices international trade. and rising joblessness will cost the Service industries can also.export program more than $11-billion. jobs. Runaway ships, films and Some 2I-million poor, elderly, shops ill data processing are the disabled and jobless get 44 cents culprits. Foreign ships and airlines each a meal. Over half of these take away jobs too. households have yearly gross in­ In building and construction comes of less than $3,600; 85 percent contracts worldwide, the U.S. has under $6,000. dropped from Nt). I to No. 5! Conservatives created a myth about food stamp fraud, abuse and Enviroiunent waste. Now the Administration and The MTD resolves that we must the Senate have the program slated be careful to see that a clear balance for the budget axe. is struck in protecting the natural environment. We must avoid ex­ Producltivity tremists. Where regulations go too The MTD resolves to prevent far, they should be changed. But misguided productivity proposals when the basic human need for a from becoming weapons to be used decent living and working environ­ against labor. The organized move­ ment is challenged, we must con­ ment has lead the drive to push tinue to come down on the side of economic policies of full employ­ that basic human need. ment and economic growth resulting The Perdue Boycott in productivity increases. It is resolved that the MTD Recessions always lower produc­ strongly supports the struggle of the tivity; prosperity increased it. And Frank Perdue workers to organize this country h^s been operating far below its overall industrial capacity . into a union. The MTD supports the boycott of Perdue products to win for over 10 years. Plus uncontroll­ the strike and obtain a union able skyrocketing imported oil costs and interest rates are other contract. The MTD urges all affil­ factors leading to mounting' infla­ iates to give the maximum aid and assistance to that boycott. tion. Perdue Inc., producer of highly Management defines productivity advertised and priced poultry, as working harder for the same mistreats and abuses its workers. It's wages. Labor says it is better work blocking the workers at the Acor raising each worker's hourly comac, Va. plant form forming a output. You get this from a skilled, union and bargain collectiveFy. experienced, and educated labor Allegedly it intimidated, harrassed~ force and modernized, well-main­ threatened and dismissed workers tained equipment reflecting the who support the efforts of Local 117 latest technology. Since 1950, poor of the United Food and Commercial management failed to take a longWorkers International Union to term view on economic investment organize them. Perdue has ordered in modern machines and technology. We must continue to upgrade the. its employes to work under con­ ditions which are arbitrary, meanspirited, 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. V( 'fr. 7i 4'•J ' 7 • •V/, • 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. •T • '''ji " '.1:- 1I 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. 1 • i'i ,r Continued on fol'o wing page •>i February f981 / LOG / 23 • �^: • ^' !il'- 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 indus24 / LOG / February 1981 . I, 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 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 "hotspots" in the Hudson River. SS Poet country's foreign trade, especially with Canada. However, American flag opera­ tors are unable to compete effec­ tively with their Canadian counterp,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. 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. Great Lakes-Seaway Before the SS Poet left port Marketing October 24, there had been nu­ The Maritime Trades Depart­ merous signs that she was unseament goes on record as supporting worthy. MarAd's proposals for developing a It has been widely reported in the U.S.-Great Lakes-St. Lawrence press that the shipping company was Seaway Marketing Corporation to negligent in waiting ten days to promote the Great Lakes-Seaway report cessation or radio contact. system and to boost American-flag What is'also true, and what should participation in all Great Lakesbe remedied, is that the Criminal Seaway trades. Code governing such negligent Fuel Allocation behavior is ambiguously stated. Child Care Program -Despite the obvious need to move In times of fuel scarcity, the United States government empha­ quickly so as to save whatever A major change has occured in the sizes use of water-borne transpor­ persons remained alive from the 34 make-up of this nation's work-force. tation, especially on the Great man crew, the Coast Guard waited Women now comprise a substantial Lakes, where vessel operators five days to begin its search. block of full time workers. More After having belatedly begun its deliver iron ore to feed the steel than six million pre-school children industry, coal to fuel power plants search, the Coast Guard wanted to have mothers in the work force. and grain to feed our people and the give up quickly when no trace was Because of this fact, and the fact people of the world. If it is at all found of either the ship or the 34 that the growth of quality child care possible, the Maritime Trades crew members. The agency had to be centers has riot kept pace with the Department urges the Department pressured into following up its initial need for them, the unions that of Energy to deliver lt)0% of the search with a more extensive one. _ comprise the MTD call upon Con­ These tragic, and perhaps un­ operators fuel needs, for the Great gress to establish a quality child care Lakes region is the heart of our necessary, developments have program that takes into account the agricultural and industrial power, caused the AFL-CIO Maritime health, social and educational needs and water-transportation is by far Trades Department to question the of Anierican children, the most the most fuel efficient mode of laws relating to the protection of precious resource this nation has. American seamen, as well as to the transportation we have.' implementation of those laws. The Department calls upon the U.S. Dredi^ng Congress to investigate this tragic The Port of New York and New Jersey will undergo an economic loss, to develop adequate statutory crisis if the federal government does guidelines for the monitoring of not do something to encourage the American flag vessels, and to review dredging of the region's channels the manner in which the LI.S. Coast Guard carries out its statutory and berths. There is widespread concern that obligations. the port will have to be closed for Great Lakes Trade lack of dredging. If that were to happen, more than 60,000 jobs Nowhere is the decline of the would be lost, as would billions of American flag Merchant Marine dollars in taxes, sales revenue and more apparent than on the Great personal income. Lakes. The Maritime Trades Depart­ By all rights, the Great Lakes ment supports proposals put forth maritime industry should be before the U.S. House Merchant thriving. One-fifth of this nation's Marine and Fisheries Committee by population and one-quarter of its the "Save Our Port Committee", a industry and total wealth are located coalition of business, labor, environ­ in the Great Lakes region. mental and community organizaThe Great Lakes region is also the tio.ns frbm New York and New center of a large portion of this < 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. ega Congner f In- in the mbers, d the �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 Dispatchers Report lor Deep Sea DEC. 1-31, 1980 TOTAL REGISTERED AilGroups . CiassA ClassB ObssC TOTALSHIPPED All Groups ClassA ClassB CiastC Port DECK DEPARTMENT Boston NewYork.. ................... Philadelphia.. Baltimore Norfolk Tampa Mobile.... NewOrleans Jacksonville. ....:. San Francisco Wilmin^on Seattle.... PuertoRico Houston Piney Point — Yotohama..... 10 118 7 58 3 6 7 7 5 32 7 5 2 1 10 2 8 25 8 12 52 20 27 18 25 103 39 34 38 26 82 4 1 TolNs..... 610 3 4 0 3 88 17 6 23 74 25 19 16 14 38 10 1 5 7 27 48 4 4 3 0 1 2 2 32 8 8 10 1 14 1 21 76 19 77 4 17 53 17 44 10 5 8 2 7 1 81 520 398 53 0 220 8 92 4 26 11 14 18 2 22 1 Port 0 3 0 Philadelphia... —..... Baltimore Norfolk..... Tampa. 4 1Q7 2 40 0 5 2 82 1 67 0 1 21 15 7 11 1 1 20 12 8 11 0 0 37 90 22 11 25 5 1 2 1 20 49 22 10 31 6 17 8 10 38 11 6 11 6 1 59 18 3 100 15 33 14 42 1 7 26 4 29 9 359 239 8 7 Mobile.... NewOrleans.. Jacksonville .......... . San Francisco 40 Wilmington Seattle.: PuertoRico Houston.... PineyPoint Yokohama.. Totals ............ 1 478 3 ' 0 4 2 19 5 0 170 . 4 2 3 0 0 8 40 0 1 3 1 20 0 38 Port 5 1 6 0 3 0 0 0 21 2 49 1 31 0, 2 0 53 2 64 Baltimore Norfolk 15 11 8 5 1 2 15 10 12 12 3 0 Mobile 14 2 0 11 10 0 Philadelphia ........... 3 Tampa 8 NewOrleans.... Jacksonville San Francisco Wilmin^on 47 14 17 13 Seattle PuertoRico Houston Pin^ Point Yokohama......... Totals 4 0 2 1 5 4 22 7 2 0 10 4 19 2 12 ' 5 28 3 0 8 10 253 109 7 1 1 0 0 31 Port 2 NewYork Philadelphia...: NewOrleans.... Jacksonville San Francisco..... Wilmin^on Seattle PuertoRico... Houston PineyPoint Yokohama Totals TotahAIIDspartments. 3 16 3 3 8 5 1 13 5 10 15 13 1 17 0 0 113 4 169 13 34 22 8 37 116 36 62 22 45 13 93 0 2 676 5 69 4 13 11 9 10 32 11 26 9 12 6 26 0 1 244 2 12 0 5 2 3 0 4 2 7 12 6 1 8 0 0 64 3 , 1 0 2 66 3 24 15 12 24 59 26 43 22 28 11 56 0 0 391 1 44 4 9 5 3 5 7 4 33 8 4 4 9 0 0 140 0 12 0 1 2 2 0 3 1 28 8 15 0 2 0 0 74 5 3 12 31 15 50 7 20 10 36 7 24 11 24 0 1 258 17 9 10 65 1 292 0 2 1 0 20 2 11 2 3 1 0 46 5 39 7 16 7 6 14 47 18 31 4 12 19 30 0 0 255 9 252 30 70 44 23 25 104 49 128 48 49 29 70 0 0 930 11 126 7 18 16 8 8 31 12 113 82 46 11 45 0 0 534 ^218 1,594 785 ENTRY DEPARTMENT Boston Tampa Mobile 7 64 12 10 11 11 5 38 12 28 23 20 4 34 0 1 280 STEWARD DEPARTMENT Boston.... NewYork Norfolk 9 153 21 39 35 28 39 160 72 85 54 61 24 115 0 1 896 ENGINE DEPARTMENT Boston NewYork Baltirmre. ••REGISTERED ON BEACH AilGroups aassA ClassB ClassC J I 6 35 129 15 38 7 5 1 8 30 9 30 2 9 22 19 18 33 16 15 74 27 69 18 4 55 1 5 6 2 5 11 4 59 29 47 31 48 18 6 22 0 0 194 1 644 A 0 228 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. 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, weretaken by"A" seniority members. The rest were filled by "B" and"C seniority people. Shipping is expected to remain good for the foreseeable fiiture. . V-'vJ 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 DULUTH, Minn. 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 February 1981 / LOG / 25 W'''"c': •: • • v Jfe V • - --Ti. ;• �W- SIU Rehab Program a Lifesaver One Seaman's View of Drugs • W''t 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. 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 76 Scholarship Winner an Engineer ; ft >:? 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 26 / LOG / February 1981 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 �r-'- N- U.S. Flag Must Get Share of Coal Exports AST summer, former Presi­ dent Carter emerged from a [meeting with the European ComLon 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- L Februoiy, |98| I -I i- • H .. •4 -•I ) r T• •i',' 4 '4' 'is. •-••I 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 Official Publication of the Seoforeri International Union of North America, Atlontic, Gulf, Lakes and Inlond Waters District, AFt-CIO Vol. 43, No. 2 Executive Board Frank Drozak Joe DiGiorgio Secretary* teasurer A Angus "Red" Campbell President Fd Turnel" Pxeculive Vice-President Mike Sacco Vice President Leon Hall Vice President Joe Sacco Vice President Vice President James Gannon Ray Bourdius Assistant Editor Rotan (-oast Associate Editor 1B9 ! 1::; ^^<fiSLAriOAf Editor Edra Ziesk Assistant Editor nayonpour Marietta Homa Assistant Editor Mike Gillen Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Director of Photography/ Writer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George J.. Vana Production/Art Director ^ Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters ^'stna, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. '499-6600. Second class postage paid at Brob'kiyn, N.Y. (ISSN #0160-2047) legislation has also been introduced 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 i 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 badlyneeded 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 J'. • I I' .U' • ' it ;A-' . II - - 'f «. I �•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 1 J I I • •r-H; n--.: • •C-: 'i I HOUSTON, TEX. Archer & Peterson Americana Building 8T1 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 ,> ;• '0 f 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. . ' da Dispatchers Report for Inland Waters J :i DEC. 1-31,1980 TOTAL SHIPPED All Groups aassA Class B Class C nOTAL REGISTERED All Groups Class A Class B Class C •-•. i . DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis ; Piney Point Paducah Totals •. — 0 0 G ... ..; 0 4 . 0 1 3 .:. 3 0 0 8 20 0 3 0 4 48 :. 1 0 0 0 1 0 2 .0 1 2 0 5 0 0 1 12 0 2 5 1 32 0 0. 0 0 0 2 0 3 1 0 4 0 2 2 2 0 ,6 2 10 34 Port . . . v^vr-r , J.., ;. >i. • ••REGISTERED ON BEACH All Groups Class A Class B Class C • ' 0 0 0 0 0 1 0 0 3 0 2 0 0 3 32 0 1 0 0 42 0 0 0 0 0 0 0 1 1 0 2 0 0 2 7 0 1 5 0 19 0 0 0 1 0 0 1 0 1 0 1 0 1 0 0 2 2 9 0 0 0 7 0 10 0 • 2 0 0 4 0 0 16 30 0 5 0 8 82 0 0 0 0 0 0 0 0 1 0 4 0 0 0 0 '' 0 0 0 0 5 0 0 0 2 0 1 0 1 1 0 0 0 0 1 1 0 0 0 1 8 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0' 0 2 0 0 0 1 0 0 0 0 0 0 0 0. 0 0 0 0 0 0 0 1 0 0 0 0 0 7 0 3 1 3 1 0 8 0 1 5 7 0 2 0 3 41 0 0 0 0 0 3 0 6 0 0 5 0 3 6 9 0 10 0 43 85 ENGINE DEPARTMENT 0 0 0 1 0 0 0 2 2 0 0 0 0 0 1 0 0 0 1 Boston New York Philadelphia Baltimore Norfolk Tampa • Mobile New Orleans Jacksonville ••••••••• • ••••••••••••a San Francisco..'.. ••••••••• Wilmington ....-r.... Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals • ••••••••••'•a* V" 0 0 0 0 0 . 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 3 Port Boston New York Philadelphia Baltimore Norfolk ; Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals Totals All Dapartments. 0 0 0 0 0 0 0 1 1 0 '0 0 0 0 0 0 0 .0 0 2 0 0 0 0 0 0 0 1 0 0 0 , 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT .• —. • 0 0 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 4 0 0 0 ^ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 4 6 0 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 ( 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 1 0 1 0 0 1 1 0 0 0 0 7 59 34 43 47 22 14 97 1 0 Q •'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 0 0 0 1 0 1 0 1 0 0 1 0 0 0 0 0 0 0 1 5 - > 44 0 0 0 1 0 1 0 0 0 0 2 0 0 2 0 0 3 0 7 16 106 ^ 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 Gwinne/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 it rattled the Button Gwinnett. We Marseilles, France from New York also had a couple of air raids while in France but they didn't come very and Newport News, Va.," he wrote. "It was in January and we went in close." convoy. It was a slow (eight knots) Though the Libertys have been and rough crossing. credited with making the difference "As we lined up in three columns between victory and 'defeat, those to enter the Straits of Gibraltar at who sailed them will admit they high noon it got kind of noisy. The tended to bounce around some in nearest two ships port side, a Liberty rough seas. Willard Rowlee remem­ Ship and a tanker, were hit. 1 have bers one weather-related incident never known if it was mines or that occurred in the Button Gwin­ torpedoes but the escort ships were nett: dropping depth charges so close they "1 do remember that it had a coal seemed to raise their fantails right galley stove and 1 would get one half out of the water, not to mention how 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! ... ( :^1'. •V ' • "'r-, ' V Uiaiiliiliiri Rnillir trHt MK DEC. 1-31,1980 •TOTAL REGISTERED All Groups Class A Class B Class C , Algonac (Hdqs.). 36 9 3 Algonac (Hdqs.). 21 9 3 TOTAL SHIPPED All Groups Class A ^assB Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 58 62 4 29 13 7 ENGINE DEPARTMENT 42 29 0 20 9 5 1 4 8 0 0 . 22 58 24 ToWsAllbepartmerrts... 91 68 11 117 107 5 •'Total Registered" means the number of men who actually registered for shippingat 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 STEWARD DEPARTMENT Algonac (Hdqs.). 6 3 0 Algonac (Hdqs.). 28 47 5 17 16 ENTRY DEPARTMENT , 0 0 February 1981 / LOG / 29 -ii. �.> 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. li;-^.--V.-t^.- ..,V^. 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. 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 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 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 Shoregang, 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. 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. Pensio ner 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 Deepdale Cemetery, Lansing. Surviving are his mother, Mrs. Ruth J. Dale of •Lansing and his father, Reuben of Pennsylvania. 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 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. 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 1959sailing 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 heartlung 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. 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. 30 / LOG / February 1981 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 UnionLocal 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, Belhaven, 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. ---.loa Pensioner Rob­ ert Stanley McKenney, 67, died of heart-lung fail­ ure in the Penin­ sula General Hospital, Salis­ bury, Md. on July 19. Brother McKenney 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 DedI 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 Lynwood. 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 Altoona. 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. 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 SeaLand from 1962 to 1980. He sailed 40 years. Lakp-Schmidt was born in Menominee,^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 Vernor Rudolf Ylitalo, 63, died in the Memorial Med­ ical Center, Ash- . land. Wise, on Sept. 9. Brother Francis John Ylitalo joined the Wagner, 26, died Union in the jjort of multiple injuries of Sault Ste. Marie, Mich.-in 1961 sail­ sustained in an ^ auto accident in ing as an AB and tankerman. Also he worked for the Great Lakes Dredge and Philadelphia on Dock Co. He was a member of the SIU Sept. 20. Brother from 1947 to 1956. Laker Ylitalo was a Wagner joined the SIU in 1975 fol­ veteran of the U.S. Coast Guard in World War II. A native of Marengo, lowing his graduation from Piney Point Wise., he was a resident of Ironwood, sailing as an AB. He was born in Phila­ Mich. Burial was in Riverside Ceme­ delphia and was a resident there. Surviv­ tery, Ironwood. Surviving are his ing is his mother, Mrs. Helen di Battista "widow, Rauha and a daughter, Susan. of Philadelphia; his father, Robert; sis­ ter, Roseann, also of Philadelphia; a Pensioner Cal­ brother and four other sisters. vin Curtis Harris, 62, died of a heart Saleh Moham' attack in the Bay ed Barbara, 44, Minetta (Ala.) Indied of a brain tu­ , firmary on Aug. mor in the Harper 31. Brother Harris Hospital, Detroit joined the Union I on Oct. I. Brother in the port of Mo­ Harhara joined bile in 1956 sailing as a cook for Rad­ I the Union in the cliffe Materials from 1951 to 1979. He port of Detroit in 1971 sailing as a FQWT. He was born in "was also a Dozier operator. Boatman Harris was born in Uriah, Ala. and was Aden and was a resident of Detroit. a resident of Bay Minette. Burial was in Burial was in the Mt. Hope Memorial Mineola Cemetery, Uriah. Surviving Gardens Cemetery, Crimean Turks Sec­ are his widow, Margie and a son, Glenn. tion, Liyonia, Mich. Surviving are his widow, Miriam; two brothers, Mohsin Pensioner Jo­ of Dearborn, Mich, and Ahmed Saef of seph Antonio JarChicago, 111. dine, 63, died at home in Philadel­ Raul Manfredo phia on Sept. 5. Agullar, 58, died Brother Jardine of cancer in the joined the Union 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. 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, Dominick of Philadelphia, Thomas and Joseph Jr. and two daughters, Deborah and Francesca of Gary, Ind. February 1981 / LOG / 31 �Michael R. La Gasse 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 James Wadsworth Seafarer James Wadsworth, 25, grad­ uated from the Harry Lundeberg 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 remanwatertender (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 •» t 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. 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. ThatI 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 Seafarer Chubb, 22< is a Charles Foley, 1978 graduate of 26, graduated the HLS Entry f.f!- Trainee ProL from the HLSS m in 1976. He sails gram. Brother F as an AB. Bro'Chubb up­ ' ther Foley graded to 3rd V earned the lifeI cook there in boat, firefight- 1980. He has the lifeboat, firefight­ il I ing and CPR ing and CPR tickets. Born in New endorsements. A resident of Balti­ York, he resides in St. Louis and more, he ships out of that port. ships out of the port of New York. Charles Foley i il 32 / LOG / February 1981 iS Jack Wayne Andrews Seafarer Jack Seafarer Wayne Andrews, Michael R. La 21, in 1978 grad­ Gasse, gradu­ uated from the ated from Piney Lundeberg Point in 1978. School. He up,Br,other La Gasse upgraded graded to to AB there. He FOWT there in holds the fire­ 1979. Brother fighting, lifeboat Andrews up­ and CPR tickets. And he earned his graded to QMED at the HLS last General Education Diploma (GED) month. Andrews has the lifeboat, at Piney Point. A native of New firefighting and CPR endorsements. York, La Gasse lives in Brooklyn, Born in Baltimore, he lives there and N.Y. and ships out of the port of ships out of the port of New York. New York. •IP % Robert Shaw Salvatbre A. Ventura 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. 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 man who passass Lifabaatduring a Job cali at any SlU man andaraamant by tha Hiring Haii, aaamon must pro- United States Coast Quard. duco tho fdiiowing: The Saafarars Appeals Board « mambaraiiip cartifieata may waive tha pracading san(whara paaaaaaad) tanca whan, in the sola Judg­ • ragiatratian card ment at the Board, undue • ciiniacard hardship will result or axtsnu• seaman's papers ating circMmstancas warrant • vslidi up^to-data paaapart ai^waivar." In addKian, whan asalgnlng Alaa,.ali entry rated mama Jab tha dispatehar will com­ Imrs must show their last six ply with the iaiiawing Saetian months dischargaa. 5, Subsaatian 7 of tha Sill Further, tha Saafarars Ap­ Shipping Ruias: peals Board has ruled that "C ' "Within each class of sanlar- claaaificatian seaman may ity rating in ovary Depart­ only ragistar and sail as entry ment, priority far entry rating ratings in only ana dapartJaba shall be givan to ail 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. �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 PIONEER (Sea-Land Service), December 7—Chairman Law­ rence Ruel; Secretary O. Paschal; Educational Director Jeffrey Christensen; 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. SEA-LAND DEFENDER (SeaBALTIMORE (Sea-Land Service), HOUSTON (Sea-Land Service), De­ Land Service), December 14—Chair­ December 21—Chairm'an Tan Joon; cember 28—Chairman, Recertified Bo­ man, Recertified Bosun T. Price; Secretary George W. Gibbons; Educasun Basilio Maldonado; Secretary H. Secretary A. Reasko. No disputed OT. • tional Director W. J. Dunnigan; Ortiz. No disputed OT. Chairman" All mail that was received from Steward Delegate Stonewall Jackson advised all members who qualify to headquarters is posted on the bulletin Some disputed OT in deck department. upgrade as soon as they can. Secretary board. Chairman discussed the benefits $15.25 in ship's fund. Chairman re­ reported on behalf of the SI U all of our of going to Piney Point to upgrade and ported on the sad news that was received wishes to all of our brothers at sea and all those who qualify should attend. The about the death of our Brother Ralph PANAMA (Sea-Land Service), De­ ashore for continued cooperation with chief steward has the applications for Quinnonez and our fellow brothers that our President Frank Drozak and the cember 7—Chairman, Recertified Boupgrading and for LNG school. The were lost on the SS Poet. A cable was sua M. Kerngood; Secretary J. F; Union staff. Working together, we can importance of donating to SPAD was received and posted about the jaise in Miller. No disputed OT. Chairman achieve our objectives for the New Year. also noted. The chief steward extended a pay and overtime. Discussed the discussed the importance of safety A vote of thanks to the steward vote of thanks to all hands for keeping importance of donating to SPAD. A aboard ship and noted that accidents do department for the good service on the the crew lounge clean. Observed one vote of thanks to the deck department - Holidays, the special Christmas and occur due to carelessness. Also sug­ minute of silence in memory of our for helping to keep the pantry and gested that those who qualify should go Thanksgiving dinners. departed brothers. to Piney Point to. upgrade. A vote of messroom clean. The crew and the LNG LEO (Energy Transport), thanks to the steward department for a officers had a very happy Christmas SEA-LAND EXPRESS (Sea-Land December 1—Chairman, Recertified Job well done. Next port Piraeus. with plenty, of food. Service), December 26—Chairman, A. Bosun David LaFrance; Secretary Lasnansky; Secretary S. Brown; Edu­ Official ship's minutes were also< WILLIAM HOOPER (Waterman Henry Jones, Jr.; Educational Director cational Director E. Foreman; Deck received from the following vessels: Steamship), December 14—Chairman, Kenneth Linah; Engine Delegate Clif­ Dele^te D. Davis; Engine Delegate Recertified Bosun T. J. Hilburn; ford Hall; Deck Delegate O. C. Wiley. Overseas Harriette Allen George; Steward Delegate Her­ Secretary Don Collins; Educational $130 in ship's fund. No disputed OT. Williamsburg bert Allen. No disputed OT. Secretary Director P. Thomas; Deck Delegate W. Chairman requested all to maintain Sea-Land Freedom noted that a wire was received about the Becher; Engine Delegate M. Beasley; safety watch and to report all hazards at Santa Lucia cost of living increase on wages and Steward Delegate C. Smith. No dis­ once. Brother William Mullins brought Sea-Land Independence overtime. Also received was a holiday puted OT, in deck or steward depart­ up motion of shipping LNG jobs frpm Ogden Columbia greeting from our President Frank ments. Secretary thanketj the new OS Japan and a letter was forwarded to Potomac Drozak. All members were also en­ for bringing the Log from the Harry headquarters. A vote of thanks to the Montpelier Victory couraged to take advantage of the Lundeberg School in Piney Point. steward department for a nice Thanks­ Charleston upgrading courses at Piney Point.A vote Several articles of interest were noted in giving dinner, also for our pool parties Sea-Land Resource of thanks to the steward department for Log for the crew to read and also which are enjoyed by all. Observed one Philadelphia a job well done. Report to Log: "Hats . brought to their attention was the minute of silence in memory of our Santa Adela off to Piney Point and to Josette .Van picture of the dragon eating seamen's departed brothers and sisters. An extra Overseas Juneau Fleet, GSU crew mess for doing an papers up with the seaman who becomes minute of silence was observed for the Mayaguez excellent job. She is appreciated and involved in drugs. A vote of thanks to crew of the 55 Poet and our past Transcolorado respected by all crewmembers. She is an the steward and his department forajob President Paul Hall. Next port BonDel Cam po October 1980 Piney Point graduate. well done. A general discussion was held tang. Overseas Washington This is a first for me working with a on the loss of the SS Poet. The crew Aleutian Developer POINT SUSAN (Point Shipping), woman in the steward department. S. sends their deepest regrets to the Merrimac December 8—Chairman C. J. Dockrey; Brown, Steward." Next port Pt. Ever­ families and loved ones of the crew of Sea-Land Voyager Secretary L. Gadson; Educational glades. • the Poet. Next port New York. Del Viento Director A. Thaxton. Some disputed Santa Cruz SANTA CLARA (Delta Lines), OT in engine department. $6 in ship's AGUADILLA (Puerto Rico Ma­ Santa Elena December 21—Chairman R. O. Brad­ fund. Chairman discussed the benefits rine), December 3—Chairman, Recerti­ Boston ford; Secretary W. J. Fitch; Educational that will come from voting for the fied Bosun Victor Carbone; Secretary Overseas Ulla Director F. Diaz. $14 in ship's fund. No increase in Union dues which is being Frank Vega; Steward Delegate J. Sea-Land Economy disputed OT. Chairman advised all requested because of the cost of Romero. No disputed OT. A vote of Sea-Land Market members to read the Log to know what operations that has gone up and the cost thanks to the steward department for a Sea-Land Pacer is going ori in the Union. There was a to keep our Union halls open. A vote of job well done. Observed one minute of Delta Sud confirmation on the cost of living thanks to the steward department for a silence in memory of our departed Overseas Aleutian increase. Secretary handed out repair job well done. Next port Tampa. brothers and sisters. An extra minute in Overseas Chicago lists which should be made out and memory of the brothers we lost on the Overseas Alice turned in. A vote of thanks to the' 55 Poet. Our condolences to their OVERSEAS VALDEZ (Maritime Ogden Yukon stewartf department for the splendid families and friends. Next port San Overseas), December 30—Chairman Sea-Land Endurance Holiday dinners. Observed one minute Juan. Henry Jones; Secretary P. L. Hunt; •Sea-Land Innovator of silence in memory of our departed Educational Director Harry Granger; Sea-Land Liberator brothers. Engine Delegate Charles Gallagher. $50 SEA-LAND LEADER (Sea-Land LNG Gemini in ship's fund. $560 in movie fund. No Service), December 7—Chairman Wil­ Walter Rice LNG TAURUS (Energy Transport), disputed OT. Chairman praised the liam Burgess; Secretary O. B. Smith; Capricorn December 22—Chairman Howard whole crew as a fine group of sailors and Engine Delegate Frank Keller; Steward Button Gwinnett Webber; Secretary E. L. Haber; Deck wanted to especially thank the deck Delegate Steve Murawski. $121 in ship's Overseas Anchorage Delegate John Davis; Engine Delegate department for the good job they did fund. Some disputed OT in deck and Overseas Vivian Jose Vargas; Steward Delegate Patrick and for remaining ori their good engine departments. The chairman was Cove Communicator Geary. $355 in ship's fund. No disputed behavior during the entire trip. Thanked taken off ill in Algeciras, Spain. The Tamara Guilden OT. Chairman suggests that all mem­ the crew for keeping the messhall clean LNG Capricorn bers read the Log to keep up with what is acting chairman urged all those who and cooperating with the steward need upgrading to avail themselves of Maryland ping on in the Union. Also the department. Also received news of pay the opportunity offered at Piney Point. Mount Vernon Victory importance of donating to SPAD was •raise, cost of living, along with Holiday They should register for the classes as JPoint Julie discussed. Observed one minute of extra greetings from Frank Drozak. A vote of early as possible. Also stressed was the UST Pacific silence in memory of our departed thanks from the second pumpman and importance of SPAD and to participate Ogden Traveler Captain. A vote of thanks to the steward the crew for a fine Christmas and in other Union activities. Observed one Sea-Land Exchange department for a job well done and also Thanksgiving, dinner. Next port Port minute of silence in memory of our Transcolumhia for the very enjoyable pool parties. Next Arthur. departed brothers and sisters. port Nagasaki. February 1981 / LOG / 33 i-. �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 "i • •l' i : I ./ • 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 i } 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 If yoM .should become severely dis­ the last 10 years prior to your abled, yov! can start drawing disability. A worker who becomes disabled monthiV Social Security benefits between 24 and .31 can qualify for (after a 5-month waiting period) just as if you had reached retirement age. disability benefits if he worked in Your dependents can also draw one half of the quarters between the time he is 21 and the time he is benefits. The time element in applying for disabled. A person disabled before disability benefits is very important age 24 is eligible if, he worked 6 —a delay of over 12 months in quarters of the last 12. (There are making application may result in special rules for disabled blind people.) your losing benefits. If you return to work in spite of To be eligible you need medical proof from your doctor, hospital, or your impairment, your benefits will clinic where you have had treatment, continue during a trial work period and it should show you are unable to of up to 9 months (not necessarily do any sorl of substantial work for consecutive) to test your ability to pay because of physical or mental 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 ' Social Security Available To Disabled Before Retirement Age / ' •! >• "t. KNOW YOUR RIGHTS j}. 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. KNOW YOUR RIGHTS 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: J 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. • ftj 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 . -- when you call long distance,.you first dial the number 1. 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. 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. 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 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. 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. 34 / LOG / February 1981 r• r• » . t �in"M7'irr'''"'^°'^'*=SIU -inn, ara'-pS-Lrr^-r s«-~s,S2: He attended the 97n P '^.™."it;"i°rss 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. resides m San Francisco. i ?-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 l»56saUi„gasaroWT ? « f."""" was born i^h' ^ 6 thi^m'^m""*'''5-joined mi? n u ^ork in 1958. Brother Blyth sailed 37 yeais n^io ... -'port of New Ori^ns sailing as a FOWT. Brother Hubert Harrington O'Brien 62 was a former member of the SUP Seafarer Blyth hit the bricks in the 1961 Grater N.Y. Harbor beef. Born ° "'e U.S. Navy. He was born in New Orleans and is a resident there. inin ISrfn III'''""' SIU 1949 in the port of New Orleans re^Wcnk x7 Orleans. Amenca and is a resident of New 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," ^'ling as a chief electrician. Brother Wilson IS a veteran of the U.S Navy m^rldWaraHerrastSl, s-:="&-=v: Clarence Edward Owens 55 joined the SIU in 1946 in rh! l ?? graduated from the Recer thesis.^r 1?"•"" ofPhOadelphia JO'""' in BL!^or^'"®r" """ Curtis B .1. r ® "''® 'o 1980 Brother ^eswasafortnermember 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. Phi ad I I"™ i" Ph adelphiaandisaresidentofWest Collingswood, N J IT SIuTl94?®T"' U in 1942 in the port of New York . Adolph Schaeffer, 72 joined the Union in the pan of Baltimore m 1956 sailing as a ^rgeman for Baker Whiteley Co . sailing as a bosun. Brother Echevarfi the picketline in the 1965 District Council 37 beef. He was born ^^68 to 198a Brother Schaeffer r 62, joined the Slu in 1944 in the port of New York sailing as a QMED. Brother th* .rllf Picketlines in both 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 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. 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 FranOvido 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 v7C • : -• 1 fbomfaTe^rS^rwT . g and IS a resident of Jacksonville. m was a^rmer member of the ILA He 0 , '•9™ i" Baltintora and is a resident of Baltimore. ® 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 inTorld WaHr^ A' , .J ,vr-uaiiee2=^ 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°" !,/ 3- 1 blew JiJ 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 """ '"'™ Conshoochen. 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 198f / LOG / 35 -A �i"S"S"s?5s »;„ ''aoiand, „ sweater Sl.'llS'Zl^T" thr ^nows anH rfeserve« ^'''ther "-. J"""""-"-"V. ""•e ^'000 h equau ^"PP'^meat of Pension n fo ojie fnii seafar« ^'^®aro/ gut Ar^i, ^ ^^cuinuiafg^ ®®aii,an, he /,a'® Pau/ °f»««i„,e. ®'"'® """1 22y4^ '^'•on hJuH'^PPy\ith tW acciitv, . inft ." seamen H'°" '• greaf A tne^u ^mericar! , ®*; and plan.® ®°''Da/;a. tou«,apa. „? '» re„>e , ' "'''® When , J 'adde «e fZl ^bipot, 'aa's that ,l. PP">g." setfi^ »od an :J r—^Present «„, ^ fjlT—^rly '^oit ro Vork ^'"•'ade/pj 'piiia ^^'f'more b„ ®?®®""ng,o[''aveto hein •'^•"">afewda. °*®ePme ""'«a baS^''»«<>«that IVOri* ^orkan^ ^ Vou ha al®'"®''aad '"'o a fa^;f^Wen *ey ffllt as^ "®' Ja; JJI tJi#» I.of# -p*"® 'abor. of Oaie '^arc/i ^arch \lrx^. .. jVorfort ..., , -. ,„„„t ^arch Jfbonville . Marcft Ipnn «n'••••-4^ '^'goni.t March Houston March 'Vew Or/,leans March Mobile March 10 ^"^^ncisco"""-- ^^Pch 11 . ^'Imington •'• '' March 12 . Seattie •• Marc/, 16 . ^Pint ''y Point •• March 20 .. Juan . ' March '4 . Columbus • March C'hicaf -ago March 21 ^ort Arth,lur March 10 ^-OUIS March 10 . <^'eve/and * March '3 . "oao/u/u March '2 . March '2 . -••'IJU J ' »Vare ••• 2;J0j'Pm. •• 2;30J'Pm. • • 2;J0j 'p./n. • 9;J0,'a.m. ' 2:00j'Pm. 2:J0j'Pm. 2:30| 'p.m. 2:30i'p.m. - 2:30J 'p.m. ••2:30, 'p.m. •• 2:30j'P m. . • 2:30, 'p-m. • ^0:30; 'a.m. 2:30, 'p.n,. ;• • 2:30, 'p.m. 2:30I'p.m. ffW 7:00,'p.m. . 7:00, 'p.m. 7:00,'p.m. 7:00, 'Pm. Wbil / """^'bas.' "®'"ya 7:00, 'p.m. 7:00,'p.m. ':00p..11. 2:30, 'p.m. oo Oo ;o /o O O o py^y^ yoS^i. 'lU^pcs o A: .// ^Oky 5t? n'bOP^STkoy VQQ y^No END /i-OG IQQ^ of thl s<.1/ .1 !fi y^/PilR ^REEIS r-^T SEA •/,'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: 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. Highlights for 1980: Important reminders for this year. 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. 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 Wbere to File 1981, you may have to make estimated from your spouse for all of 1980) and: tax payments. Or, you may choose to Under 65 $3^00 have income tax withheld from your 65 or over 4,300 pension or annuity. For more details, see Publication 505, Tax Withholding If you were married filing a joint return and Estimated Tax. and were living with your spouse at the end of 1980 (or on the date your spouse Do You Want More or Less died), and: Income Tax Withheld in 1981? Both were under 65 $5,400 One was 65 or over 6,400 If the refund you receive or the amount Both were 65 or over 7,400 you owe IRS is large, you may want to change your withholding for 198i. If you were married filing a separate Unresolved Problems return or married but were not living IRS has a Problem Resolution Program with your spouse at the end of $1,000 for taxpayers who have been unable to 1980 resolve their problems with IRS. If you have a tax problem you have been If you could be claimed as a dependent unable to resolve through normal on your parents' return, and had taxable channels, call the toll-free telephone dividends,, interest, or other unearned number for your area and ask for the income of $1,000 or more .,. 1,000 Problem Resolution Office. If you were a qualifying widowfer) with Wbo Must File a dependent child and: Your income and your filing status Under 65 4,400 generally determine whether or not you 65 or over 5,400 must file a tax return. You must file a return for 1980, even if you owe no tax: And your Income was at least: If you were single (this also means legally separated, divorced, or married with a dependent child and living apart If you could exclude income from sources within U.S. possessions 1,000 If you were self-employed and your net earnings from this work were at least $400 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(1if 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 '7 •r li-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. if V -F ft I • i ' • 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. I - 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 38 I LOG / February 1981 - 'siV' due on your own return. died if the deceased was required to file a If you file a separate retlirn, write return. A personal representative can be your spouse's full name in the space an executor, administrator, or anyone after Box 3 and your spouse's social who is in charge of the taxpayer's security number in the block provided property. for that number. If the taxpayer did not have to file a If your spouse does not file, check the return but had tax withheld, a return boxes on line 6b that apply if you can must be filed to get a refund. claim the exemptions for your spouse. If your spouse died in 1980 and you did not remarry in 1980, you can file a Were You a Head of Household Joint return. You can also file a Joint return if your spouse died in 1981 before There are special tax rates for a person filing a return. who can meet the tests for Head of A Joint return should show your Household. These rates are lower than spouse's 1980 income before death and the rates for Single or Married filing a your income for all of 1980. Write separate return. "deceased" and show the date of death You may use this filing status ONLY in the name and address space of Form IF on December 31, 1980, you were 1040. Also write "Filing as surviving unmarried (including certain married spouse" in the area where you sign the persons who live apart) or legally return. If someone else is the personal separated and meet test a. or b. below: representative, he or she must also sign. a. You paid more than half the cost of If a refund is due, the person claiming keeping up a home which was the it must file with the return a Form 1310, principal residence of your father of Statement of Person Claiming Refund mother whom you can claim as a Duea DeceaseifTiixpayer. If the person " dependent. (You mdst be dbleTo c claiming the refund is a surviving spouse this parent as your dependent without a filing a Joint return with the decedent. Multiple Support Declaration, but you Form 1310 is not needed. did not have to live with that parent.) OR U.S. Citizens Living Abroad b. You paid more than half the cost of Generally, foreign source income must keeping up the home in which you lived be reported on your return. Please get and in which one of the following also Publication 54, Tax Guide for U.S. lived all year (except for temporary Citizens Abroad, for more information. absences for vacation or school): 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 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 useJoint 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 �... »,• zW 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. you by an authorized placement agency Interest on certain State and municipal for legal adoption. -s, bonds. • A foster child (any child who lived in Amounts you received from an insur­ your home as a member of your family ance company because you lost the use for the whole year). of our home due to fire or other Student Dependent. Even if your child ^ casualty to the extent the amounts had income of $1,000 or more, you can were more than the cost of your claim the child as a dependent if he or normal expenses while living in your she can meet tests b, c, and d above: home. (You must report reimburse­ AND ments for normal living expenses as • was enrolled as a full-time student at a Incoine.) school during any 5 months of 19&0. or Amounts an employer contributed on • took a full-time, qn-farm training your behalf and benefits provided to course during any 5 months of 1980. you as an employee or the spouse or (The course had to be given by a .school dependent of an employee, under a or a State, county, or local government qualified group legal services plan. agency.) Examples of Income You Must Report Children of Divorced or Separated The following kinds of income should Parents. If a child's parents together be reported on Form 1040, or related paid more than half of the child's forms and schedules. You may need support, the parent who has custody for some of the forms and schedules most of the year can generally take the listed below. exemption for that child. However, the Wages, including salaries, bonuses, parent who does NOT have custody (or commissions, fees, and tips. who has the child for the shorter time), Dividends (Schedule B). may take the exemption if a or b below, . Interest (Schedule B) on; applies. tax refunds; a. That parent gave at least $600 toward bank deposits, bonds notes; the child's support in 1980, and the U.S. Savings Bonds; decree of divorce or separate mainten­ certain arbitrage bonds issued by ance (or a written agreement between State and local governments; and the parents) states he or she can take the accounts with savings and loan exemption, OR associations, mutual savings b. That parent gave $1,200 or more for banks, credit unions, etc. each child's support in 1980, and the Unemployment compensation parent who had custody cannot prove (insurance) that he or she gave more than the other Amounts received from accident and parent. health plans in place of wages, if your Note: To figure the amount of support, employer paid for the policy. a parent who has remarried and has Bartering income (Fair market value of custody may count the support pro­ goods or services you received in vided hy the new spouse. return for your services). Dependent Supported by Two or More Business expense reimbursements you Taxpayers. Sometimes two or more received that are more than you spent taxpayers together pay more than half for these expenses. of another person's support, but no one Alimony, separate maintenance or 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 A major tax beef by seamen is earlier (tests a, c, d, and e) are met. that normally taxes are not In addition, the taxpayer who claims withheld on earnings in the year the jlependent must: they earned the money, but in the a. have paid more than 10% of the year the payoff took place. dependent's support; and b. attach to his or her tax return a For example, a seaman who signed Form 2120, Multiple Support signed on for a five month trip in Declaration, from every other person September, 1979, paying off in who paid more than 10% of the support. January^ 1980, would have all the This form, states that the person who five months' earnings appear on signs it will not claim an exemption in his 1980 W-2 even though his 1980 for the person he or she helped to support. actual 1980 earnings might be less Birth or Death of Dependent. You can than those in 1979. take an exemption for a dependent who There are ways to minimize the was born or who died during 1980 if he or she met the tests for a dependent impacts of this situation. For while alive. This means that a baby who example, while on the ship in lived only a few minutes can be claimed 1979, the Seafarer undoubtedly as a dependent. 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 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 Mother-in-law Stepchild Father-in-law Mother Brother-in-law Father Sister-in-law Grandparent Son-in-law Brother, Daughter-in-law Sister or, if related by Income Grandchild blood: Examples of Income You Stepbrother Uncle Do Not Report Stepsister Aunt Federal social security benefits. Stepmother Nephew Welfare benefits. Stepfather Niece 2. Was any other person who lived in Disability retirement payments and other benefits paid by the Veterans your home as a member of your Administration. household for the whole year. A person Workmen's conipensation benefits, is not a member of your household if at insurance damages, etc. for injury any time during your tax year the or sickness. relationship between you and that Child support. person is against local law. Gifts, or money or other property you C/ie Word child includes: inherited or that was willed to you. • Your son, daughter, stepson, or Dividends on veterans' life insurance. stepdaughter. Life insurance proceeds received • A child who lived in your home as a because of a person's death. member of your family if placed with 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-ofpocket on some of his earnings took draws and may have sent for a full year until he gets the allotments home. These can be refund. This procedure would also reported as 1979 income. undoubtedly cause Internal Rev­ Unfortunately, this raises an­ enue to examine his returns, since other complication. The sea­ the income reported would not man who reports these earnings coincide with the totals on his in 1979 will not have a W-2 W-2 forms. That raises the question, is this (witholding statement) covering them. He will have to list all procedure Justified? It is justified allotments, draws and slops on only if a seaman had very little the tax return and explain why he income in one year and very doesn't have a W-2 for them. considerable income the next. Furthermore, since no tax will Otherwise the tax saving is minor have been withheld on these and probably not worth the earnings in 1979, he will have to headache. February 1981 / LOG / 39 'V j" �">:tj IBS f u'i. RESERVE LOG FOR THE FUTURE <'• If 1 1'" DONT LET OUR SECURITY RUNOUT 30' A DAY IS ALL IT TAKES Sign the SPAD dieck-off today. fy- -\ A'' •|: '..' : ^ -,V; •• 't' . ' -i • ' ' ^ '• . ,•• ""'v."• "• ' ' •'/'• '" ' 1 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1981 Description An account of the resource HEADLINES NEW COMMERCE SEC. ADVOCATES BILATERAL SHIPPING PACTS FORMER LABOR SEC’Y MARSHALL TO TOIL FOR AFL-CIO UNIT NAVY STONEWALLING USE OF PRIVATE SECTOR WILMINGTON MEMBERS HOLD SERVICES FOR LOST POET CREW DELTA QUEEN “LIFE” EXTENDED TO 1988 SIU CREWS CONFERENCE TO CONVENE IN APRIL JOHN DWYER RETIRES AFTER 27 YEARS WITH SIU SIU HOLDS FIRST AGENTS CONFAB OF 1981 AFL-CIO CHARGES CHICKEN KINGPIN FRANK PERDUE WITH FOWL PLAY SIU-MEMBA, D-2 MAY REINSTITUTE JOINT ED PROGRAM WINTER DUTY ON LAKES HARDLY BRR-ABLE SUN NOT SHINKING ON AMERICA’S SHIPYARDS $524M TENTATIVELY SET FOR FISCAL ’82 MARAD BUDGET NAVY OVERLOOKING U.S. FLEET IN SHIP PROCUREMENT PROPELLER CLUB PLANS T.V. ADS PROMOTING U.S. MARITIME INOUYE INTRODUCES OCEAN SHIPPING ACT OF 1981 SIU STEWARDS TOUR NATIONS CAPITAL BALDRIDGE: MARITIME NEEDS BILATERAL TREATIES EAGLETON ASKS LABOR’S HELP TO REBUILD DEM PARTY NEW HOUSE M.M. CHAIRMAN JONES VOWS ACTION TO HELP MARITIME CONVEYOR COURSE OFFERS OPPORTUNITY TO MOVE AHEAD SHLSS OFFERS BIOLOGY COURSE FOR COLLEGE-LEVEL CREDITS MARINE ELECTRONICS COURSE OFFERED AT SHLSS TO MEET SEAFARERS’ NEEDS DIESEL ENGINE COURSE TAKES IT APART AND PUTS IT BACK TOGETHER AIMING FOR THE STARS: CELESTIAL NAVIGATION COURSE IS POPULAR WITH SEAFARERS NEW JOBS ON WATERMAN’S EDWARD RUTLEDGE AFL-CIO MARITIME TRADES DEPARTMENT SETS PROGRAM TO REVERSE MARITIME DECLINE ILA BACK IN MTD FAMILY: GLEASON CALLS FOR UNITY NEW HOUSE M.M. CHAIRMAN JONES ADDRESSES MTD DENISON: WILL FIGHT BUDGET AX BARKAN: LABOR STILL STRONG ON CAPITOL HILL REP. ZEFERETTI SEEKS GOVT. ACTION ON MARITIME JEAN INGRAO HOSPITALIZED, MISSES BOARD MEETING KIRKLAND PLEDGES AFL-CIO CLOUT TO HELP M.M. LABOR’S CRUCIAL JOB, “… ORGANIZE, ORGANIZE, ORGANIZE” METAL TRADES BURNSKY VOWS SUPPORT OF U.S. MARITIME MTD EXECUTIVE BOARD VOWS ACTION ON CRUCIAL MARITIME, WORKER ISSUES AFL-CIO, MTD HONOR THE MEMORY OF PAUL HALL MTD BOARD ACTS ON CRUCIAL ISSUES U.S. FLAG MUST GET SHARE OF COAL EXPORTS IRATE READERS TO LOG: BUTTON GWINNETT A LIBERTY SHIP, TOO! 40 YEARS AT SEA UNDER HIS BELT; TIME TO RETIRE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1981 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 43, No. 2 1981 Periodicals Seafarers Log