http://www.seafarerslog.org/archives_old/files/original/1ecb075e2842954b8b7b2a82bd8c2423.PDF 425b740884a176f0d1dc5c0032487617 PDF Text Text '.y 7;.^: >4 ?;4&;x;-<• ' . -. .•i.''^Sffi?a*. . ". "• "J: • »l- ""''"'irT'''' --^'^ ^ y. : „ •"'• " 7-'?: • •"?•••• ?' :,• • '. •,'• "'' r: ' • ,. ' . /"'•-•''•• --iL--r r •iV QaMalPublleatloaoftlie8eaiarenliit»nurtlMialUnieii«Atlaatic,6alf,LtfkMaadlalaatfiniten District • AFL-CIO ¥•!. 4S N«. S F«fr. lf«l �President's Report by Frank Drozdk The past year was a difficult and critical one for the labor movement as a whole, for many of the affiliates of the AFL-CIO Maritime Trades Department, and for our Union. Our greatest concern was the problem of un­ employment and all that it im­ plies for the American worker and his family. It is the nation's single most pressing issue and one that re­ quires a strong and concerted effort To move the government to respond positively to this cri­ sis. In the maritime industry, thousands of workers—on U.S. ships and boats and in the ship­ building and support manufac­ turing trades—^f^ace the elimi­ nation of their jobs. The Bureau of Labor Statistics reported that nationwide un­ employment was edging toward 11 percent by the end of 1982. In some industries—including parts of our own—the percentages are much higher. In the construction industry, 21.9 percent of the work force was on the pavements as of last November. In manufacturing, the figure was 14.8 percent. These statistics represent real people. All told, 12 million workers haven't got jobs and millions more live in fear of losing the jobs they have. The picture in the commercial shipyards is grim. Between W September 1981 and September 1982, the number of workers employed on private commercial work nose dived from 28,533 to 20,078, a 29.6 percent drop. As part of a conscious government policy move, including elimination of the construction subsidy and foreign building for companies receiving operating subsidy, our vital shipbuilding mobilization base is being bled to death. Such work a.s there is consists of Navy contracts and repair work. Of the 26 yards that are needed for an adequate defense posture, no more than 14 will benefit from the proposed naval buildup. Beyond this, there are virtually no new orders.' At a time like this, it is an outrage that we are preparing a wholesale exporting of thousands of American jobs. These are skilled,workers that the nation would need in event of a war, workers who wouldn't be there if their jobs were exported. Deep sea shipboard employment declined by 1,400 jobs during that same period. Part of the problem is a reflection of the energy situation and the tanker glut. Because of this, many of our ships are laid up. There has also been a significant increase in compe­ tition from Third World and state-owned fleets. In addition, there have been constant attacks on the maritime industry from many quarters that would destroy much of the industry. These have been assaults on the Jones Act, on the cargo preference programs, and on the Alaska oil ban—to name just a few. These attacks come largely from people who oppose decent wages and working conditions for U.S. workers. Only constant policing on our part stood between us and much more serious unemployment. A number of factors have contributed to the current state of affairs. But government policy is at the heart of it. With regard to maritime, it is essential that we work to reverse this destructive decline. We must continue in meetings with government repre­ sentatives, with Congressional committees, and in various other ways, to urge a positive approach to our economic problems and most particularly for the creation of an effective maritime policy. SIU Legislation List: Pontics is Porkchops Every month new bills are introduced in. the U.S. Senate and House of Representatives which could have direct or in­ direct impact on our Union and our livelihood. Below is a list of proposed legislation which concerns the SrU and the entire membership. As a service to the membership, the LOG will keep you updated on the status of these bills and others as they are introduced. Senate S. 46—Introduced by Senator Robert Pack wood (R-Ore.) on Jan. 26, 1983. A bill to consol­ idate and re-enact certain of the marine safety and seamen's welfare laws of the United States. Title 46 Recodification. Re­ ferred to the Committee on Commerce, Science, and Trans­ portation. S. 47—Introduced by Senator Robert Gorton (R-Wash.) on Jan. 26, 1983. A bill to improye the international ocean commerce transportation system of the United States. Referred to the Committee on Commerce, Sci­ ence, and Transportation. S. 48—^Introduced by Senator 2/LOG/February 1983 Robert Packwood (R-Ore.) on Jan. 26, 1983. A bill to amend subtitle IV of Title 48, United States Code, to remove restric­ tions in intermodal ownership. Referred to the Committee on Commerce, Science, and Trans­ portation. S. 125—Introduced by Senator Daniel Inouye (D-Hawaii) on Jan. 26,1983. A bill to authorize appropriations for the maritime construction differential sub­ sidy program for fiscal year 1984. Referred to the Committee on Commerce, Science, and Trans­ portation. S. 188—Introduced by Senator Darnel Inouye (D-Hawaii) on Jan. 26, 1983. A bill to further the development of a strong merchant marine by requiring that certain mail of the United States be carried on vessels of U.S. registry. Referred to the Committee on Commerce, Sci­ ence, and Transportation. lizing ports in nations contig­ uous to the United States. Re­ ferred to the Committee on Commerce, Science, and Trans­ portation. S. 206—Introduced by Senator Daniel Inouye (D-Hawaii) on Jan. 26, 1983. A bill to increase the role of the Secretary of Transportation in administering Section 901 of the Merchant Marine Act of 1936. That sec­ tion contains cargo preference languages. Referred to the Com­ mittee on Commerce, Science, and Transportation. House H.R. 89—Introduced by Rep. Baltasar Corrada (D-P.R.) on Jan. 3, 1983. A bill to allow the operation of foreign-flag vessels between U.S. ports and Puerto Rico, either directly or by way of foreign ports. Referred to Committee on Merchant Marine and Fisheries. S. 205—Introduced by Senator H.R. 1076—Introduced by Rep. Daniel Inouye (D-Hawaii) on Don Bonker (D-Wash.) on Jan. Jan. 26, 1983. A bill to amend 31, 1983. A bill to strengthen the Shipping Act of 1916 to the domestic waterbome com­ provide for jurisdiction over merce of the United States. This common carriers by water en­ ' bill would close the loophole in gaging in foreign commerce to the Jones Act which allows for­ and from the United States uti­ eign-flag vessels to carry cargo from the mainland United States to Alaska when the cargo is transported by rail to Canadian ports. Referred to the Commit­ tee on Merchant Marine and Fisheries. H.R. 1091—Introduced by Rep. Thomas Luken (R-Ohio) on Jan. 31, 1983. A bill to authorize construction of a modification of the Gallipolis locks and dam. Referred to the Committee on Public Works and Transporta­ tion. H.R. 1139—Introduced by Rep. Duncan Hunter (R-Calif.) on Feb. 1, 1983. A bill to permit the carriage of passengers be­ tween ports and places in the United States by foreign vessels if the voyages of such vessels do not directly compete with U.S.-flag vessels. Referred to the Committee on Merchant Marine and Fisheries. H.R. 1242—Introduced by Rep. Lindy Boggs (D-La.) on Feb. 3, 1983. A bill to require 5 percent of U.S. imports and exports to be shipped on U.S.-flag vessels by 1984, and a 1 percent per year increase until 20 percent of bulk imports and exports are carried on American ships. �>Acf Reserves 20 Percent of Bulk Cargo •" • •..•-Jr Boggs Bill Back on Floor; Cargo for U.SrShlps Will Save Thousands of Maritime Industry Jobs Twenty percent of America's waterbome bulk foreign trade could be carried on U.S.-flag vessels by the turn of the cen­ tury, if Rep. Lindy Boggs (DLa.) can guide her new shipping bill through this session of Con­ gress. , Mrs. Boggs, along with a bi­ partisan coalition of 45^co-sponsors, introduced the "Compet­ itive Shipping and Shipbuilding Revitalization Act of 1983" on Feb. 3 in the U.S. House of Representatives. Currently, Americanships carry only four percent of this country's bulk trade. Under the Boggs Bill's provisions all ex­ porters and importers of U.S. bulk commodities would be re­ quired by 1984 to ship five per­ cent of their cargoes on U.S.flag ships. That requirement would be increased by one per­ cent each year until the 20 per­ cent figure is reached. In addition to the bulk cargo provisions, the bill also calls for a 15 percent reduction in con­ struction and operating costs for U.S.-flag ships. Such a reduc­ tion, which leaders in labor, shipbuilding and shipping say can be achieved, would be a boost to the American ship­ building industry, which has come to a virtual halt because of cheap, government-subsi­ dized foreign competition. Because the size of the U.S. bulk fleet has shrunk, experts estimate that some 158 new 120,000 dwt bulk ships would need to be built by 1998 to carry 20 percent of the country's bulk exports and imports. "Here is a vehicle whereby a concentrated effort toward greater efficiency and lesser costs can be achieved in the American maritime industry," SIU Pres­ ident Frank Drozak said. "Such a development could not come at a more critical mo­ ment, both in terms of the prob­ lems of the shipping industry and the state of our national economy. With nationwide un­ employment reaching alarming levels, the proposed legislation could create tens of thousands of jobs," Drozak said. The reduced construction and operating costs would allow the American merchant fleet to be Rep. Lindy Boggs (D-La.) explains her Bulk Cargo Bill to members of the Washington, D.C. Propeller Club. Paul J. Burnsky(l.) president of the AFL-CIO's Metal Trades department looks on. cost-competitive with foreign government supported and sub­ sidized fleets. One section of the Boggs' Bill calls for the Secretary of Transportation to set price guidelines based on the reduced costs and international charter market indexes. While the proposed legisla­ tion would indeed be a shot-inthe-arm for shipyard and ship­ board employment, the ship­ building companies and the shipping industry, plus Ameri­ can balance of trade payments, it would also strengthen Amer­ ican defense capabilities, sup­ porters of the bill said. "The bill will be of tremen­ dous value in providing a badly needed transportation asset for the defense of this country," Drozak said. The American merchant ma­ rine, as it exists today, does not have the capability to serve as an effective auxiliary in time of war or national emergency, nor is the country's shipyard mo­ bilization base sufficient to meet national defense requirements, Mrs. Boggs said. "I don't believe we as a na­ tion can grow and prosper with­ out the ships and shipyards to support a strong national de­ fense and a trading capacity to reach the markets of the world . . . Enactment of H.R. 1242 . . . will strengthen our national defense by providing a bulk fleet that is capable of serving as a naval and military auxiliary in time of national emergency," the congresswoman Some critics of the bill, lead­ ers of the so-called "free-trade" movement have claimed that enactment would damage America's standing as the world's leader in free trade. However, in a speech before the Washington, D.(^. chapter of the Propeller Club, Mrs. Boggs called on the critics to enter "the real world of 1983." "Our operators and ship­ builders are hard pressed to compete with other countries where support for shipbuilding and shipping are considered to be priorities of national policy. Rather than provide the special support or cargo policies needed to maintain our merchant' ma­ rine, we seem to have gone in the opposite direction," she said. "In the real world of 1983 shipbuilders abroad can con­ struct their ships well below market costs because their gov­ ernments, recognizing the im­ portance of the industry, are willing to indemnify them against losses through a variety of direct and indirect subsidies. "In the real world of inter­ national commerce, many na­ tions recognize the importance of strong national merchant fleets and support their fleets through subsidies, tax incentives, pref­ erential financing and cargo pol­ icies . . . It's time thdt we enter the real world of 1983," Mrs. Boggs told the group.^ She also pointed out that ma­ jor shipping countries through­ out the world reserve portions of their.cargoes for their ships. France reserves two-thirds of its oil and one-half its coal im­ ports for French vessels. Ven­ ezuela requires 100 percent of government cargoes and 50 per­ cent of all trade be carried on its ships. Japan and Korea fi­ nance below market rates for construction, and socialist countries, Tvith no need to worry — about profits, charge below market rates. ^ "American shipping and shipbuilding can be competitive in the international trade forum. The (Boggs Bill) provides the formula which the administra­ tion, the Congress, and the in­ dustry itself has been looking for as an answer to developing an American-flag bulk shipping capability," Drozak said. Hearings on the legislation have not been scheduled, but aides to Mrs. Boggs said hear­ ings could begin in late April or early May. Also, several mem­ bers of the Senate have indi­ cated a willingness to introduce companion legislation in that chamber. Although there have been few indications from the Reagan ad­ ministration on its stand on the Bulk Bill, Drozak said he be­ lieves the bill addresses many of the administration's concerns about foreign trade. "President Reagan has on a number of occasions expressed concern over the cargo policies of foreign countries and their negative impact on the U.S. maritime industry. This bill ap-r pears to deal with some of that concern and at the same time satisfies the president's addi­ tional concerns over making the industry more cost-efficient, competitive and job intensive. We hope that the president will find it possible to work with the appropriate members of Con­ gress to enact the proposed leg- ' islation into law," Drozak said. Mrs. Boggs said her bill was the right policy at the right time for the American merchant fleet. . "If we enact H.R. 1242, then we will begin to rebuild our nation's shipyards and to ex­ pand our American merchant fleet. If we take this step we will be more competitive in the in­ terdependent world of trade and development," she said. February 1983/LOG/3 I- . �I ^-i >SS Must Act' ACl' Congress 1% ^ . i- Oil Export Ban N^ E^^ni SlU Jctos and National SKUt^_at^ J- s:. The Export Administration Act, which bans the export of Alaskan oil, will expire later this year. If Congress fails to renew it, then America's security would be jeopardized and as many as 40 SlU-contracted tankers put out of commission. This legislation will be one of the more important to seamen this year. The maritime industry is feeling the cumulative effects o^ massive budget cuts and a depressed shipping market. Were, this bill allowed to expire, then the industry would be in very bad shape indeed. The Export Administration Act was passed during the Carter administration to preserve this nation's dwindling oil supply. It was felt that this country could not allow its domestic reserves to be sold abroad at a time when it was vulnerable to a cut-off 01 foreign oil. What was true three years ago is stiU true today. America now imports a larger share of its oil r than ever before. It can not rely on foreign sources of oil. The Middle East, from which most of the world's supply of oil flows, is on the edge of a precipice. Iran is controlled by an aging band of religious fa­ natics who have little standing of the outside world. Nigeria and Mexico, two of this nation's major suppliers, have staggering economic diinculties. Their continued domestic stability cannot be taken for granted. The issue has already made the front pages of the newspa­ pers. The Wall Street Journal has run a series of editonals advocating the sale of Alaskan oil to foreign markets. Earlier this month Prime Minister Yasuhiro Nakasone of Japan met with President Reagan for a se­ ries of talks concerning the - growing tensions between Japan and the United States. High on the Ust of topics discussed was the sale of Alaskan oil to Japan. President Reagan has ex­ pressed a desire to let the Ex­ port Administration Act expire. He and others like him would deplete our domestic reserves for short-term profit. Most labor, environmental, and maritime groups are coa­ lescing around this issue. Allied with thfem are a growing number of Americans who are truly wor­ ried about this nation's security. Reagan Budget A Maritime "Disaster" budget. No new Operating Dif­ President Reagan submitted ferential Subsidies will be his budget for Fiscal Year 1984 granted. Past cominitments will in the midst of a mounting eco­ be met, and that's it. nomic crisis that includes huge According to reports floating projected deficits and the high­ around Washington, the Reagan est unemployment levels since administration hopes to phase World War II. out the Operating Differential The budget, which would in­ Subsidy Program by encourag­ crease defense spending by more ing American operators to pay than $340 bUlion over the next back their Construction Differ­ four years, calls for severe cut­ ential Subsidies and buy-out their backs in most domestic pro­ grams. It received a cool recep­ Operating Differential Subsi­ dies. Such a move could have tion on Capitol Hill from RepubUcan leaders, who were serious long-term consequences afraid that the Republican Party for the American-flag merchant would suffer a major setback m marine. The SIU opposes drastic next year's elections if the budget were adopted without major re­ change in the present maritime structure without a detailed ex­ visions. Reaction to the budget was ploration of the possible con­ immediate and negative. Dem­ sequences. The demise of the ocrats openly criticized Rea­ American-flag merchant marine gan's-priorities. SIU President is a high price to pay for a hasty Frank Drozak called it "a dis­ and poorly conceived program. aster" which would have irre­ Outlays for research and deparable consequences for the . velopment will be $13.6 million. _ . < i the National Maritime Council Outlays for operations and SIU Wilmington Port Agent in southern California. He's also maritime industry. Peter Petersen, a high ranldng training will be $72.7 million— Mike Worley has been elected on the Board of Governors of president of the Southern Cali­ the Propeller Club, the execu­ official in the Nixon adminis­ a drop of $14 million from the fornia Ports Council of the AFL- tive board of the AFL-CIO's tration, fashioned a bipartisan previous year. CIO's Maritime Trades Depart­ Committee on Political Educa­ coalition of all living former President Reagan is seeking Treasury secretaries which con­ ment. to put a cap of $900 miUion on tion in Los Angeles county, and In his two-year term, which is on the Organizing Committee demned most of the assump­ the Title XI loan guarantee pro­ took effect Jan. 1, Brother Wor­ of the AFL-CIO in Los Angeles tions made in the budget. gram, which will represent a While the budget contained ley will be heading a Ports and Orange counties. huge decrease from last year s few surprises for the maritime Council whose members in­ budget. The figure is even smaller As president of the Southern industry, it still elicited a wave clude 33 unions in southern Cal­ California Ports Council, Wor­ than it looks: $300 million can of shock and anger. Few people only be allotted "in case of a ifornia. ley was just appointed to the can reconcile this budget with Brother Worley, who was bom Maritime Advisory Board for nationSd emergency." the pledge President Reagan in MobUe, Ala. in 1950, joined Los Angeles county. The news of the budget comes the'^SIU in 1966. He saUed in The former president of the made during the. 1980 election at a bad time for the Americanthe deck department, first as an Ports Council was Clyde Dod- to "revitalize" the American- flag merchant marine, which is OS and then as an able-seaman. son, WUmington port agent for flag merchant marine. Spending will be maintmned feeling the effects of a world­ District 1 of the Marine Engi­ wide drop in the shipping mar­ He came ashore in 1970 to at 1983 levels, or else curtailed. work for the Union in San Fran­ neer's Beneficial Association. Despite the depression in the ket. Elected to the post of vice At the same time. Congress cisco as a patrolman. Amencan shipbuilding indus­ Over the years he has worked president of the Ports Council try, there will be no outlays for was considering ending the ban for the SIU in various parts of was Charlie Russo who is Wil­ the Construction Differential on the export of Alaskan oil. Such a move would lay up as the country including the Gulf mington port agent for the Sail­ Subsidy Program. ors Union of the Pacific. Re­ and the Western Rivers. $439 million has been allotted many as 40 SlU-contracted elected to the post of secretarytankers, and play havoc wi Besides his present posts in treasurer was Lee Dahlenburg, to the Operating Differential what is left of the maritime in­ Wilmington as SIU port^ent secretary-treasurer of Teamster Subsidy Program, a drop of some and president of the Ports Coun­ $15 million from last year's dustry. Local 572. ^ cil, Worley is also chairman of Worley Elected Ports Council President In Southern California i3 3 4 / LOG / February 1983 �k'tr-I"' ..:- -, . '• —T' '••• •: •• -''.v' .' SlU Calls for CDS Hearings Before Any Changes SIU President Fraiilc Drozak has called for Congressional hearings before any changes are made by the Maritime Admin­ istration in the 47-year-old Op­ erating Differential Subsidies (CDS). Several proposals to elimi­ nate the CDS are before MarAd. But the major question raised by maritime supporters is, does MarAd have the authority to change laws made by Congress? Drozak and Rep. Walter B. Jones (D-N.C.) believe Congress should be the body which makes any changes in the CDS pro­ gram. ''It would appear at this stage that it is the responsibility of Congress and its appropriate committees to examine these very vital questions and issues from the standpoint of the na­ tional interest," Drozak wrote to Jones and Sen. Robert Packwood (R-Ore.), chairman of the Senate Committee on Com­ merce, Science and Transpor­ tation. The controversy centers around the so-called "buy-out" proposals which would basi­ cally terminate ODS contracts through different forms of gov­ ernment payments and free the operators from the various reg­ ulations and constraints that ap­ ply to subsidized operators. "Theproposals. . .mayraise serious questions concerning the separation of legislative and ex­ ecutive powers," Jones wrote to former Department of Trans­ portation Secretary Drew Lewis shortly before Lewis resigned. Jones also pointed out that the 1936 Merchant Marine Act, which provides for ODS, does not have any section giving MarAd the authority to make the "buy-out" payments. Both Drozak and Jones ex­ pressed the fear that any such MarAd action would open the door to gut the requirements of government participation from the 1936 and 1970 Merchant Ma­ rine Acts. "Our present policies are based on a partnership between the United States government and the merchant marine. That is to say, the U.S. government is actively involved in working with the maritime industry, and the industry with the govern­ ment, to preserve the fleet as a national asset. "Yet at a time when other governments are strengthening and reinforcing the partnership with their maritime industries, we appear to be heading in ex­ actly the opposite direction. In fact the termination of existing programs . . . is a message, per­ haps, that as far as having a national maritime policy is con­ cerned, the United States is 'fin­ ished with engines'," Drozak wrote. Jones also questioned the va­ lidity of the proposals in his letter to Lewis. He also asked for a thorough briefing on all the proposals before MarAd. "There can be no such thing as national maritime policy without the direct, aggressive and continuing involvement by the national government. In the absence of the active involve­ ment of the United States gov­ ernment and industry, U.S. maritime policy would inevita- bly come to an end," Drozak said. Hearings on the matter have if it should be continued or if the 180-day rule should go back into effect. The SAB has been monitoring the shipping situation and felt it had an obligation to all seamen to enact the 125-day rule at the present time. In this way, more seamen will have the opportu­ nity to ship for at least 125 days, the time that is necessary to maintain eligibility for the Sea­ farers Benefit Plans. Thus, those seamen and their families will not lose the protection provided by the Plans. The ruling made by the SAB was announced at the February membership meetings. •1 '• ' or Senate, but are expected to take place later in the session. Senate OKs Seamen's Health Care Study While there appears to be lit­ tle chance that the 200-year-old U.S. Public Health Service hos­ pitals and clinics will be re­ established, a new government study is underway to explore what forms of health caf e ben­ efits would best serve American merchant seamen. The study by the govern­ ment's General Accounting Of­ fice (GAG) was authorized by a Senate resolution introduced by Sen. Daniel Inouye (D-Hawaii). No deadline has been set, but according to legislative sources, the results could be made public by early summer. "In my judgment," Inouye said, "a very good case can be made that we should once again reinstate some form of health care benefits for these individ­ uals. Our nation's merchant ma­ rine and our nation's very na­ tional security depend upon these men and women. There is a clear federal interest." During the budget cutting frenzy of the early Reagan administration, the USPHS hospitals and clinics were shut down in October 1981. The fa­ cilities were open to merchant seamen. Coast Guard person­ nel, some civil servants, and other groups. Alternative federal medical services were made available to everyone but merchant marine patients, who accounted for about one-third of the caseload. Since then, a system of private health insurance financed by the SIU and ship operators has pro­ vided health benefits. While health care is available to SIU members, as the Union and its allies have constantly pointed out, the reasons for fed­ erally funded health care for the nation's merchant sailors are as valid today as they were 200 years ago when the system was established. Seniority Upgraders View Washington Program SIU Seeks Job Sharing, Cuts 'B' Time to 125 Days Because there is presently a decline in shipping, the Seafar­ ers Appeals Board (SAB) feels that there should be a more equitable distribution of employn^ent. Therefore, it has ruled that as of March 1, all Class "B" sea­ men shipped on or after that date must leave the vessel after one round trip or 125 days, whichever is longer. Class "B" seamen shipped prior to March 1 may retain their jobs for one round trip or 180 days, whichever is longer. The 125-day ruling will be reviewed after six months to see •• Standing on the steps of the Capitol are the "A" seniority students who recently attended a five-day education program at Union Headquarters. They are Dana Paradise, Allan HItt, Vergel Reyes, Robert Ohier, David Betz, Jackie Robinson, Nicholas Komnlnos, Jerry Boruckl, William Christmas, Roderick Bright, Joseph King and Robert Sowell. With them are Tyler Womack and John Ruiz, SIU ofTiciais-in-training, and Ken Conklln, SHLSS commandant. February 1983 / LOG / 5 • 'P' �•S- : L In its monthly series of interviews aiid reports, "PRO­ FILES" will highlight key government officials instrnmental in shaping national and maritime policy. * •f. .1— I "HERE WAS A MAN TO HOLD AGAINST THE WORLD A MAN TO MATCH THE MOUNTAINS AND THE SEA." Lincoln, The Man Of The People Senator Daniel K. Inouye A MAN of great prominence to the U.S. Maritime In­ dustry and to the Seafarers In­ ternational Union is Senator Daniel Inouye (D-Hawaii). Sen­ ator Inouye is personally ac­ quainted with many SIU mem­ bers, particularly those Seafarers crewing the SS Constitution and the SS Independence, the SIUcontracted cruise ships sailing in the Hawaiian Islands. It was through the efforts of legislators like Senator Inouye that these ?'.•I? '%~ • f.: f. A C' Sen. Daniel K. Inouye ^ •+— ships were flagged under United States registry providing many hundreds of jobs for U.S. work­ ers. The senator, a native of Ha­ waii, was first elected to Con­ gress in 1959, to the U.S. House of Representatives as the first Congressman from the state of Hawaii. He was elected to the United States Senate in 1962 and was reelected in 1968,1974, 1980. Senator Inouye is a member of the Senate Committee on Ap­ propriations, the Senate Dem­ ocratic Steering Committee, Senate Democratic Policy Com­ mittee the Senate Select Com­ mittee on Intelligence. He also sits on the Senate Committee on Commerce, Science and. Transportation where he is the ranking member of its Subcom­ mittee on Merchant Marine. The senator has received nu­ merous awards and honors, in­ cluding the 1980 Admiral of the 6 / LOG / February 1983 y . •• 'i . ' . Ocean Sea Award from the United Seamen's Service. Senator Inouye is leading the way with numerous maritime legislative measures to be re­ viewed during the 98th Con­ gress. He recently introduced a bill authorizing $200 million for new ship construction subsidy funds. In his statement accompany­ ing the bill the senator said, ". . . there are better ways to promote commercial shipbuild­ ing in private U.S. yards, but we must begin actively explor­ ing alternatives. Temporary au­ thority to build foreign is not an alternative. It is an escape from reality. Congress has been wait­ ing over two years for an alter­ native proposal from the admin­ istration. In the interest of national security and a strong merchant marine, I do not be­ lieve we can delay any longer." Senator Inouye was . ada­ mantly opposed to the termi­ nation two years ago of the PHS Hospital care for merchant sea­ men. He believes, "we should once again reinstate some form of health care benefits for these individuals who are subject to unusual health hazards. Their welfare is involved in national security." It is easy to see why we value this man. Senator Inouye's ded­ ication and support to the Amer­ ican merchant marine is com­ mendable. We, of SIU, salute you. Senator Daniel Inouve! A Reminder: Congressman Joseph P. Addabbo A NOTHER strong supporter df the U.S. merchant ma­ rine is Congressman Joseph Ad­ dabbo (D-N.Y.). Congressman Addabo, as the Subcommittee Chairman of Defense Appropri­ ations for the House Appropri­ ations Committee, recognizes the strategic role played by the American merchant marine as the fourth arm of our nation's defense. Congressman Addabbo re­ gards the American merchant marine as an integral adjunct to the defense and commercial functions of the U.S. Navy. Congressman Addabbo was elected to the U.S. House of Representatives in 1960, the 87th Congress, and he has been serv­ ing as New York's 6th Congres­ sional District Representative ever since. Congressman Addabbo has a perfect maritime record. He has thwarted attacks on the Jones Act. He endorses and is working to develop a national maritime policy, and he understands that the key element is cargo. L-- / Rep. Joseph P. Addabbo Currently, Congressman Ad­ dabbo is leading the charge in the House of Representatives for federal funding of health care for merchant seamen. He is also one of the original 45 co-spon­ sors of the Competitive Ship­ ping and Shipbuilding Act of 1983, H.R. 1242. Boggs Bill Co-sponsors Following Is a partial list of co-sponsors for the Boggs Bill. If you don't see your representative's name, call or write and urge bim or ber to support the bill. (For the story on this bill, see page 3.) Norman D. Dicks (Wash.) Democrats Dennis E. Eckart (Ohio) Mario Biaggi (N.Y.) Harold E. Ford (Tenn.) Glenn M. Anderson (Calif.) Joseph Gaydos (Pa.) Carroll Hubbard Jr. (Ky.) Steny H. Hoyer (Md.) Don Honker (Wash.) Tom Lantos (Calif.) Norman E. D'Amours (N.H.) Clarence D. Long (Md.) Barbara Mikulski (Md.) Nicholas Marvoulas (Mass.) W. J. (Billy) Tauzin (La.) Joe Moakley (Mass.) William J. Hughes (N.J.) G.V. (Sonny) Montgomery Barbara Boxer (Calif.) (Miss.) Joseph Addabbo (N.Y.) John Murtha (Pa.) Michael D. Barnes (Md.) Mary Rose Oakar (Ohio) Charles E. Bennett (Fla.) Major R. Owens (N.Y.) Tom Bevill (Ala.) Claude Pepper (Fla.) Edward P. Boland (Mass.) . Melvin Price (111.) Jack Brooks (Texas) Bruce F. Vento (Minn.) William (Bill) Clay (Mo.) Charles Wilson (Texas) Robert A. Young (Mo.) SIU Headquarters Is Now Located In Washington The new headquarters of the phone number of the Seafarers Seafarers International Union is Headquarters: now located in Washington, D.C. All Union business formerly con­ Seafarers International Union ducted at the SlU's old head­ 5201 Auth Way quarters in Brooklyn is now being Camp Springs, Md. 20746 handled at the new headquar­ ters. Phone: (301) 899-0675 Here is the new address and Republicans Gene Snyder (Ky.) Don Young (Alaska) Herbert H. Bateman (Vt.) Jack Edwards (Ala.) Thomas F. Hartnett (S.C.) Maijorie S. Holt (Md.) Bob Livingston (La.) Arlan Strangeland (Minn.) G. William Whitehurst (Va.) Lyle Williams (Ohio) S •' ''2 •M �.. V-. '' Seafarer Emanuel Lowe, chief cook, gets ready to prepare a meal in the galley of the integrated tugbarge. ' •:" -'• '•'-' --t '^v •w.'v, •sr'ii-„. -,. Shown at the Alabama State Dock in Mobile is the beautiful tug-barge New York. Recertified Chief Steward Ralph R. Maldonnado makes sure some of his brand new equipment is in good working order. Welcome the Integrated Tug-Barge New York Another brand new integratedtug-barge was added to the SIUcontracted fleet this month. She's the 691-foot long New York, the third in a series of six intergrated-tugbarges being built by Apex Marine. Crewed in Mobile, Ala., the Aew York is now on her way to her per­ manent run along the East Coast. She was preceded last year by her sister ships, the Jacksonville and the Grown. She will be followed by the Mobile, Philadelphia and Bal­ timore. The barge section of the New York is equipped with a modem hydraulic pumping system. The tug section, which measures 133 feet, is powered by 18,000 hp twin diesel engines arid can reach a cruising speed of 17 knots. The New York, as well as her sister ships, are capable of handling oil, gas, jet fuel or No. 2 diesel fuel. Since all six tugs and all six barges are built to exactly the same spec­ ifications, they are interchangeable. But the units will be disconnected only if repairs or drydocking are necessary. •J. I At the controls for the New York's engine room is QMED James Slay. February 1983 / LOG / 7" % �'1'^ Area Vice Presidents' Report Guiff Coast, by VP. Joe Sacco T HE BEST PIECE of hews I have to report this month is that SIU New Orleans Port Agent Gerry Brown is home from the hospital. He had suffered some serious in­ juries in an auto accident but is now making a rapid recovery. Some other good news from the port of New Orleans is that, after three months of layup, we have recrewed the Del Monte (Delta). She will be working on the West African run. In the port of Jacksonville we have also recrewed some ships. One is the Kopaa (Pacific Gulf Marine) which had been laid up since Jan. 6 and the other is the Penny (American Coastal and Foreign Shipping) which had been laid up for approximately a year. In Tampa, Fla. a meeting was held on Jan. 21 among opponents of a project that would convert a Texas to Florida gas pipeline into an oil pipeline. Representatives from the SIU attended the meeting where the discussion centered on legislative and legal strategy for blocking the proposed conversion. The Union feels that if conversion takes place, tug and barge traffic between Texas and the rest of the Gulf will be seriously damaged. We are also continuing the fight against the pipeline's conversion before the Federal Energy Regulatory Commission. This Commission, which had given its approval of the conversion, has now granted a rehearing on the issue. Out of the port of Mobile comes word that the delayed crewing of the brand new SlU-contracted integrated tug-barge New York (Apex) is finally underway. She had originally been set to crew on Dec. 30. This ship is the third integrated tug-barge launched by the company. The other two are the Jacksonville and the Groton. East Coast, by V.P. Leon Hall O UT OF THE PORT of Baltimore we've crewed up a newly ac­ quired SlU-contracted ship. She's the Adonis (Apex) and in early January she headed for Panama to pick up oil. Eighteen SIU jobs were shipped aboard the Adonis. A little further south, out of the port of Norfolk, we have a new inland run. Using the tug Fritzi K. and the barge Trader, SlU-contracted Marine Towing and Trans­ portation is carrying Sea-Land containers between Norfolk and' Baltimore. The round trip is made about once a week and the barge has a capacity of 275 containers. Also in the port of Norfolk we're still negotiating with C. G. Willis, an inland company, whose three-year contract expires this month. On the Union side of the table three rank-and-file members have been elected to work with Norfolk Port Agent Steve Papuchis and SIU Representative Mike Paladino. ^ Up in the port of Gloucester, the SlU-contracted Sugar Island (North American Trailers) is dredging in Boston Harbor where she's cleaning out the anchorage. The crew aboard the Sugar Island is SIU top to bottom. Also up in Gloucester we're hitting the Sabine ships steadily in our effort to organize that company's vessels. We're working closely with the National Maritime Union on this as well as other organizing operations such as Crest and Ingram. I'm happy to report from our Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. that the new education program started last month is doing very well. This program enables all our SlUnmgraders who are attending classes at the School to participate in amve-day schedule of meetings at the Union Headquarters in Camtp Springs, Md. Finally, I'm very glad to be able to tell you that New York SIU Representative Ted Babkowski, who had a serious operation recently, is doing very, very well. He came home from the hospital sooner than expected and is making a quick recovery. 8 / LOG / February 1983 J- Great Lakes & Western Rivers, by V.P. Mike Sacco B ECAUSE OF THE mild weather on the Great Lakes we're looking forward to an early fitout this year. There's no ice on the rivers and not much on the Lakes. SlU-contracted Huron Cement may fit out the Crapo as early as the first week of March. Right now the fitout schedule for some of our contracted companies is as follows: American Steamship expects to fitout 10 ships to start; Kinsman hopes to start with four vessels, and Huron is planning to start with four. Concerning the "hand bomber" Chief Wawatam, nothing has emerged so far from the talks with the Michigan Northern Railroad. However, the discussions are continuing. As I have been reporting, the SlU-contracted Detroit-Mackinac Railroad Co. lost the bid on renewing operation of the ship for the State of Michigan. The operation went to non-union Michigan Northern Railroad. Thus after 35 years under SIU contract it looked like we had lost the venerable ship. Now, though, the new company has agreed to talk with us and the Marine Engineers Beneficial Association about a contract. Regarding the fate of the two Bob-Lo passenger boats, I'm happy to report that the future is looking a little brighter. As I reported to you in December the Bob-Lo company went bankrupt. Traditionally, the company's boats, the Columbia and the Ste. Clare, ran between Detroit and Bob-Lo Island from Memorial Day through Labor Day. A bankruptcy hearing that was scheduled for Jan. 27 in Detroit has been postponed until late February. There is a good possibility that another company will buy the two vessels and keep them running. In the port of Algonac our inland SIU Representative Byron Kelly reports that the U.S. Army Corps of Engineers will probably be three weeks to a month early on its budget report this year. The budget outlines dredging projects that are being proposed by the f^eral government. It therefore gives us a good idea of possible future jobs. West Coast, by V.P. George McCartney I 'M HAPPY TO REPORT that here in San Francisco the Santa Mar­ iana (Delta) is tentatively sched­ uled to recrew this month. Laid up since Dec. 22, this combination cargo/passenger ship works on the South American run. Also here in San Francisco, we've recrewed the Oakland (Sea-Land) and are scheduled soon to recrew the Panama (Sea-Land). Up in the port of Seattle the Overseas Joyce (Maritime Over­ seas) loaded grain for Egypt and Russia early this month. Also, the Galveston (Sea-Land) which had been laid up since Jan. 15, crewed up this month. But the big news in Seattle was the ceremony on Feb. 4 fdr the brand new, SlU-contracted containership President Washington (APL). Held on Pier 23, the ceremony marked the naming of the President Washington as the honorary state ship of Washington. She and her two sister ships, the President Lincoln and the President Monroe are the largest eontainerships under U.S.-flag. They are 860 feet long and carry 1,250 40-foot containers. The SIU A&G District represents steward department seamen on APL ships. Out of the port of Wilmington v/e have word that the Southern California Ports Council of Los Angeles and Vicinity has picked "Whitey" Disley, head of the SIUNA-affiliated Marine Fireman's Union, to receive their Man of the Year award. The dinner where the award will be presented, will be held in June onboard the permanently docked hotel-restaurant ship, the Queen Mary which is manned by members of the SlU-affiliated United Industrial Workers Union. In San Diego, Calif, the agreement has been ratified with SIUcontracted Star and Crescent Harbor Cruises. �•>-IV'—• :.y ."'2' If- -••' y" y •••'••..:» -f-f" •>:' " •yf ^ - SIU officials recently completed a visit to many of the SIUcontracted boats working the Gulf Coast/Delta area. Going aboard many of the boats, both the officials and the crews had a chance to familiarize themselves with the Union, its members and its goals. While much of the time was spent explaining contracts, SIU projects, the move to the new headquarters, and listening to beefs and suggestions, SIU officials had the opportunity to spend time with a few less serious endeavors. They had the chance to snap these pictures of your brothers and sisters on the Gulf Coast boats. yy-y'£• -,'''V'* 'i y- • yy • •Jfi!y->f> • -r , :si! -r^. Dixie Marauder Gumbo on the Stove Break Time on The Dixie Traveler Capt. Frank Gibson of the towboat Dixie Marauder (Dixie Carriers) is at the control of his boat in the port of New Orleans. Cooking up a pot of gumbo in the galley of his tug Dixie Raider (Dixie Carriers) is Captain Aaron Hebert. Contract Study Aboard Dixie Vandal Posing for the photographer onboard the Dixie Traveler (Dixie Carriers) in New Orleans are (I. to r.) Pilot Ron Denton, Deckhand Ernie Manint, and Captain Joe Arnaud. A)' Dixie Progress Won't Cast Off Ballots Captain Carson Abshire (left) and Tankerman Alvin Russ (middle) look over contract suggestion forms with SIU Patrolman Bob Hall aboard the Dixie Vandal (Dixie Carriers) in the port of New Orleans. On the Dixie Avenger -a: y • -yM, The crew of the ocean tug Dixie Progress (Dixie Carriers) look over ballots to elect the Dixie Committee. Onboard in Pascagoula, Miss., where the tug is having repairs made to its barge, are (I. to r.) Mate Dave Aud, Engineer Robert Katzara, Cook Gerald Hulme, AB Bob Small and Captain Robert Floyd. Some of the crew of the Dixie Avenger (I. to r.) AB-Tankerman Mark Duncan, Chief Engineer Paul Soper and Engineer Fred Williams discuss the upcoming contract negotiations with (far right) SIU Rep Bob Hall. •' .'.V 1 February 1983/LOG/9 Wt �•V' •;•. • . 1 National Navigator i: 'Si •'>" still Talkin' on C.G. Willis Pact At press time, negotiations on contract renewal at the C.G. Willis Co. here in Norfolk for its 55 SlU Boatmen were still going on as the threeyear agreement was due to expire this month. Three rank-and-file members were elected by the membership to the negotiating committee to join port of Norfolk Agent Steve Papuchis and Union Rep Mike Paladino on the committee. A new weekly run by a container-barge operation from this port to the port of Baltimore and back is in the works. The tug Fritzie K. (Marine Towing & Transport) will tow the barge Trader's (Sea-Land) 270 containers. f • Onboard the National Navigator (National Marine Co.) (I. to r.) Captain Alex LeBlanc, Tankerman Ralph Pratter, and Pilot Roger Hobbs take time out after looking over the new National Marine contracts. On the Red Circle Gale B. The Great, Great Lakes Tampa Tugs here keeps on a movin' cargoes of oil and chemicals despite Ole Man Winter's freezing solid ice and snow on the five Lakes. f- ..i^ Crowley Adds Supply, Crewboat Jobs Crowley Maritime in the port of Wilmington, Calif, has added a new supply boat and a crewboat to its fleet'here. The supply boat Skilak with 14 more SlU jobs and the crewboat Eileen Elizabeth has four more jobs to service the company's oil rigs' business. Silver Lining in '84 for Iniand Fieid Wh Giving a wave is Cook George Oliver (center) of the towboat Gale B. (Red Circle Line). With him are two of the crewmembers who swear by his cooking, AB Chuck Samnek at left and OS George Badden. The head of the SlU's Dixie Carriers, Archie L. Wilson, sees a silver lining in the inland field for early 1984 with an upturn in business by mid to late 1983 predicted by economic forecasters. Wilson added that while the barge industry usually lags behind the general economy, it should pick up later on. New Tug-Barge New York Orewed in Mobile On Feb. 8 the new integrated tug-barge New York (Apex Marine) was SlU-crewed in the port of Mobile. ' Sabine Contract Taiks Ongoing Soon Contract negotiations at the Sabine Towing and Transportation Co. in the port of Houston are scheduled to start shortly. The contract ends on Mar. 31. A new shipdocking tug, the Niki (Sabine Towing) crewed up in this port last month. In April, Orgulf Will Crew New Tugboat In April, Orgulf in the port of St. Louis will crew up its new towboat, the Justin T. Rogers. At the messtable on the Gale B. before they shove off for a port of call in Puerto Rico, are (center) Capt. Paul Hyde and (clockwise r. to I.) Mates Joe Byne and Bill Hall, AB Chuck Samnek, Union Rep Bob Hall, Cookie George Oliver and OS George Badden. Dixie Vandal Heartland Transportation will begin contract negotiations with SlU negotiators soon. The pact expires Mar. 13. Dixie Carriers, Orgulf Pacts In New Orleans SlU contracts at both Dixie Carriers and Orgulf in the port of New Orleans are set to end on Mar. 31. Rhine-Danube Canal Will Be Completed . - ft:; West Germany has decided to complete a 105-mlle canal linking the Rhine and Danube Rivers in the German state of Wurttemberg. The canal is only 22 miles from completion in the state of Bavaria and would open up a 2,125-mile waterway from the North Sea to the Black Sea. However, estimates show the canal would carry less than a sixth of the traffic originally planned. ••^ .-t. f 10/LOG/February 1983 •nrVrYi Standing on the dock next to the Dixie Vandal are (i. to r.) John Robertson, pilot, and Steve Lawton. tankerman. �•• Shake Hands and Come Retired , r- -j. Robert N. Stout James Ludwig J: « y.: :>• • New Orleans Agent Louis Guarino talks with €IU pensioner and former Dixie member Leroy Simoneaux. As the big smile indicates, Simoneaux is extremely pleased with the excellent benefits he will be receiving from the Union. LETTERS In the galley o! the Robert N. Stout (Orgulf Transport) are Deckhand Mike Marlin and Cook Hattie Bea­ vers. Mike is a recent graduate from the Seafarers Harry Lundeberg School of Seamanship in Pihey Point. Orgulf Senior Deckhand John Huffines aboard the tug James Lugwig in the port of New Orleans. On Deck in New Orleans TO THE EDITOR W; My Wife and I Say 'Thanks' I would like to thank the Seafarers Welfare Plan for paying my wife's hospital and doctor hills over the years. She had a had hout with cancer and the hUls have heeh many and large. She is still going in amd out of the hospital, and the Welfare Plan is paying the hills with no problem. The Welfare Plan is also paying my doctor and medicine hills, and I am retired on a Disahihty Pension. If it weren't for the Welfare Plan, I don't know what we Tvould have done. My wife and I would Uke to say "thank you" to the Welfare Plan and the SIU for the help we have received. We would also like to thank the personnel at the Union Hall in New Orleans for all of their help. Sincerely, Leroy H. Simoneaiiz S-8089 Kenner, Lcmieiana Peggy Sheridan Crew Waits for Rudder Standing on the stern of the Peggy Sheridan t&neridan Transport) are (I. to r.) Vince Braco, OS; Robert Teaboat, cook; Charles Cochran, OS; and William Casen, OS. The Peggy Sheridan lost her rudder when she went aground at the mouth of the Mississippi, south of New Orleans. This photo was taken as the boat was in the shipyard. Standing on the deck of the Robert N. Stout (Orgulf Transport) as it stops in New Orleans to turn around are (I. to r.) Lead Deckhand Jesse Began and Deckhands Vince Bolen and Mike Haas. Let Your Light Shine - i^n-, -.T- No ... not coal miners! These are boatmen on the deck of the James Ludwig (Orgulf Transport). Wearing the headlight system to work so that their hands^are free to handle the ratchets and wires are (I. to r.) Ike O'Donoghue, senior deckmate; Matt Harrison, new employee and Piney Point grad; and Clint Payne, deckhand. February 1983/LOG/II �'St:. I •: 'I Plans New Port Bill Biaggi ''With 1.7 trillion tons of es­ - Continuing his drive to make ment and Navigation Improve­ the nation's harbors economi­ cally viable havens for seaborne vessels, Rep. Mario Biaggi (DN.Y.) told Mouse delegates he plans to introduce another Port Development Bill. His last, H.R. 4627, passed Congress but failed to pass the Senate in 1982. Biaggi hopes that his yet-tobe-introduced Port Develop- timated coal reserves, the United States should emerge as the Saudi Arabia of the world coal market," Biaggi said. Among benefits from the bill, Biaggi said thousands of jobs in all parts of the country would open in maritime and related industries. He foresees a revitalization of U.S. industries "such as steel production and shipbuilding," greater invest­ ment in public service infra­ structures and an oyerall stim­ ulus to the productivity and competitiveness of U.S. manu­ factured products worldwide. ment Act of 1983 will gain bi­ partisan support. If the bill gains the necessary support in both houses of Con­ gress, Biaggi predicted a "dra­ matic expansion" of the na­ tion's international commerce and sweeping increases in U.S. steam coal exports to our West­ ern European allies and Japan. Hugh Maclnnis Is Alive & Wei In January's LOG, we inad­ vertently ran an obituary of Laker Pensioner Hugh -J r Maclnnis, 76, of Dearborn, Mich, whose relative Gary T. Maclnnis of Austin, Tex. noti­ fied us that Brother Maclnnis "is alive and well." We sincerely apologize to Hugh Maclnnis and his kin. Please excuse the error. The Editor Dispatchers Report for Deep Sea JAN. 1-31, 1983 -TOTAL REGISTEBED All Groups Class A Glass B Class C Port Gloucester NewYork... Philadelphia Baltimore... • Norfolk .... Mobile New Orleans Jacksonville San Francisco .r.r.. Wilmington ............ Seattle Puerto Rico Houston.. . Piney Point Totals Port Gloucester NewYork Philadelphia .i » .....^.. Port Gloucester NewYork Philadelphia Baltimore......... Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle PuertoRico Houston Piney Point Total . , • — Port Gloucester NewYork Philadelphia Baltimore Norfolk Mobile New Orleans ................ Jacksonville San Francisco Wilmington Seattle PuertoRico....: Houston Piney Point Totals Total All Departments t' 1 40 4 11 5 21 39 24 23 22 15 6 41 0 252 3 19 2 , 3 8 4 12 12 12 10 6 3 - 8 0 102 0 0 0 0 0 0 0 2 3 1 0 0 1 0 7 3 61 1 13 6 8 21 13 27 17 19 10 17 0 218 1 49 2 .. JG 1 0 1 43 ENGINE DEPARTMENT 0 0 , 21 0 12 6 12 37 - 15 19 10 • . 10 3 20 0 196 0' 1 2 5 5 8 6 2 ' 4 ; 2^ 5 0 58 0 0 0 0 0 1 0 0 0 «0 1 0 3 0 1 0 17 14 0 000 .7 0 0 7 1 0 10 2 0 19 2 0 16 8 — 0 12 22 0 9 4 0 6 2 0 3 1 0 10 2 0 0 0 0 116 59 0 12 14 2 8 22 8 15 3 16 4 17 0 154 ' 2 3 0 2 3 3 6 3 1 2 3 51 —REOiSTEREO OH BEACH All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 2 0 29 0 2 0 7 0 0 0 3 0 2 0 7 0 12 0 10 9 10 0 .6 .1 2 0 5 0 97 1 2 Baltimore Norfoik Mobile NewOrleans Jacksonville.....;...,........ San Francisco Wilmington Seattle : vv... PuertoRico Houston Piney Point Totals.. v.;...;.. TOTAL SHIPPED All Groups Class A Class B Class C 2 0 0 0 0 0 1 0 1 9 0 0 0 0 5 , '.fs; 9 - 0 0 9 0 0 0 0 0 0 0 0 -^0 0 0 0 15. 37 131 75 51 99 50 20 100 .j„9 703 U 57 3 H 16 12 37 27 22 99 27 3 44 ««9 298 5 4 0 9 0 0 2 4 5 9 4 0 3 «9 28 4 139 = 5 49 1 0 137 3 - ^9 0 22 015 0 27 1 95 0 45 1 37 0 27 ; - fiv , 62 1? 0 65 0 0 2 552 STEWARD DEPARTMENT 0 2 0 23 22 0 200 6 0 0 2 1 0 8 1 0 13 3 0 5 7 0 16 23 0 3 5 0 11 10 0 5 1 0 14 4 0 0 5 0 108 64 0 ; 19 2 9 14 23 21 14 15 23 J 23 0 2(14 0 0 0 0 1 4 2 0 0 3 0 11 0 0 3 0 0 57 31 0 0 200 013 10 0 17 5 0 0 22 3 0 0 65 11 0 0 28 22 0 0 27 46 1 0 20 10 1 0 18 13 1 0 7 4 0 1 33 12 0 0 0 0 0 1 309 161 3 ENTRY DEPARTMENT 0 12 2 9 4 4 14 6 13 , 2 -'-,5. 1 11 0 83 647 7 56 1 9 12 10 32 18 47 23 14 6 35 12 282 0 9 0 2 0 0 1 1 20 3 5 0 0 0 41 0 501 51 478 :"i'r : ? ' • -, > • V' 0 232 . ' : -• - • 0 1 • 0 40 ,1 20 9 8 43 18 22 , 5 • 18 9 28 . . 0 0 221 8 1,785 22 192 2 40 35 31 95 64 91 71 71 27 93 8 843 0 22 0 3 1 1 6 1 53 11 13 ' 2 6 0 119 1,506 161 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of January was down from the month of December. A totai of 719 jobs were shipped in January on SiU-cohtracted deep sea vesseis. Of the 719 jobs shipped, 486 jobs or about-66 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. There were eight trip relief jobs shipped. Since the trip relief program began on April 1,1982, a total of 298 relief jobs have tieen shipped. 12 / LOG / February 1983 Directory of Ports Frank Drozak, President Ed Turner, Exec. Vice President Joe DIGIorgio, Secretory-Treasurer Leon Hall, Vice President Angua "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President Gaorga McCartney, Vice President HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746« (301)899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313)794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301)327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 COLUMBUS, Ohio ^ 2800 South High St., P.O. Box 0770, 43207 (614) 497-2446 DULUTH, Minn. 705 Medical Arts Building 55802 (218)722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (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)435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (212)499-6600 NORFOLK, Va. 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez, Juncos, Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 623-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 " (213) 549-4000 �Seafarers HARRY LUNDEBERG SCHOOL OF SEAMANSHIP JN'-' Piney Point Maryland Towboat Operator Scholarship Program Offers Career Opportunities Transportation Institute man­ power figures for the 1970's un­ derscored a need for highly trained wheelhouse personnel to channel commerce up and down the nation's inland water­ ways. Today the need continues as the shortfall makes careers as licensed towboat operators more and more accessible to SIU Boatmen. In 1978, to remedy the labor shortfall, the Institute, together with the SIU created the Towboat Operator Scholarship Pro­ gram to establish and fund an intensive seven-week Towboat Operator course. The course specifically pre­ pares students for the Coast Guard licensing exam for Towboat Operator and towboat op­ erator second class, unin­ spected vessels, Inland or Oceans (not more than 200 miles offshore). The emphasis is on chart work. Since classroom exercises in­ volve manipulation of mathe­ matical instruments and for­ mulas, scholarship candidates must pass a reading and math pre-test to be considered eligi­ ble. Training aboard the CL2 har­ bor tug and the Susan Collins, a sturdy Mississippi River pushboat, students have the advan­ tage in applying for first tours. Other topics of instruction in­ clude towing and shiphandling, dead reckoning, bearings, cur­ rent sailing, rules of the road, weather, emergency signals, nautical charts, magnetic and gyro compasses, navigational instruments and accessories, aids to navigation and navigation publications, fire fighting, CPR and first aid. For more information contact Perry Stedman, SHLSS Office of Admissions. Application deadline is Feb. 28. Students Michael Noel (I.) and Brett CalKer solve a chart problei^ by firiding the true course. Original Third or Second Assistant Engineer Courses Offered Today's national priorities are calling on educators to fine tune technological progress by train­ ing engineers for jobs. The Sea­ farers Harry Lundeberg School of Seamanship keeps in step with the times offering a variky of general and specialized en­ gineering courses to seamen and boatmen. turbine assemblies and engi­ neering safety. EnroUees receive first aid, fire fighting and CPR instruction and are awarded certification from the American Red Cross. Candidates for the course must meet all Coast Guard require­ ments and be familiar with en­ gineering manuals and equip­ ment for successful completion of the course. Included in the Lundeberg curriculum is the 10-week Orig­ inal Third or Second Assistant Engineer Motor or Steam Li­ cense preparatory course. John Wiley standing in the deck­ house as towboat operator, takes his turn at the throttle of an SHLSS tugboat as part of his cpursework. Aided by pneumatics, in-class prints, tables and diagrams, maritime engineer candidates study the following: propulsion and auxiliary diesel engines, water, sanitary and sewage sys­ tems, refrigeration and air con­ ditioning, bilge and ballast structures, steering systems, hydraulics, fuel and lube oil net­ works, electricity and basic electronics, main and auxiliary boilers, steam and water cycles, Taking notes at an auxiliary diesel engine lecture are (front row I. to r.) Robert Caldwell, Gerald "Frenchy" Bemous, Jonathan Halght and (second row) Mac McKinney. February 1983/LOG/13 • -r-. r 'if- V • - �r^' ^ • I "rr? fi---;?;,:- Cook & Baker Course Is Yeast for Advancement in Steward Department ,f • Among Steward Department course offerings, the six-week Cook and Baker class simulates the professional work-a-day world of the seafarers and boat­ men responsible for feeding the crews of their ships and boats. Learning in fully-equipped in­ dustrial preparation and cook­ ing galleys and bake shops, stu­ dents develop the flair for I After lightly brushing butter on the corners of a row of squares, cook and baker Dan Blackmore deli­ cately folds the corners into pin wheels while learning the art of making French pastry. culinary arts as 'apprentices' to professional, skilled chefs. For eight hours each day for the first half of the course stu­ dents bake bread, rolls, pastries or desserts. The second half concentrates on breakfast foods. Each day students attend a cook baker class. The Bakers Manualfor Quan­ tity Baking and Pastry Making, Breakfast Cookery Study Guide and a virtual library of interna­ tional recipe cookbooks are the primary resources available to enrollees. To enroll in the course the candidate is required to have at least one of the follawing pre­ requisites: three months seatime as third cook or assistant cook and hold certificate of completion; four months seatime in the steward department with certification; or a total of six months seatime at any rating in the steward department. Candidates who have not completed the entry rating pro­ gram or the entry rating program and assistant cook program at SHLSS will be required to at­ tend four weeks of assistant cook and six weeks of the cook and baker course. The course is "open ended" and may be extended so that all of the assignments of the course may be satisfactorily com­ pleted. Trainee George W. Patterson slices a loaf of fresh bread baked by other trainees at the SHLSS. Over 1,500 Seafarers HAVE DONE IT! Join the crowd and get yoi^ HIGH SCHOOL DIPLOMA Mark Scardino slides dinner rolls into the oven which Iqter will be served piping hot in trainee and staff dining rooms. The GEO program at the Seafarers Harry Lundeberg School of Seamanship offers small classes with lots of individualized help from the teachers. If you are interested in getting a Maryland State High School Diploma to fill out your life, fill out the coupon below and mail it to; Academic Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 .1^. : NAME ADDRESS. Street City state Zip SlU Book Number :• Please send me a GED application kit and pretest packet.: !• Please send me more information on the GED program, j Cook and baker Florede Israel ladies melted chocolate topping over freshly baked Boston cream pie. 14 / LOG / February 1983 ^_ �.1 l' QMED—Any Rating: Your Key to Job Security Attaining certification and en­ dorsement as QMED—^Any Rating requires specialized knowledge and ratings as pump­ man, refrigeration engineer, electrician, machinist, deck en­ gineer, junior engineer, deck en^ne mechanic and first aid, fire iSghting and oil pollution. Courses leading to ratings and final endorsement provide prac­ tical and classroom instruction and experience. The entire pro­ gram is 12 weeks long with course work focused on the following topics: PUMPMAN: (one week) Instruction in the safe han­ dling of combustible materials, loading and pumping out, trans­ ferring of fuel, topping off, pol­ lution control, operation and use of pumps, fire fighting and emer­ gency procedures. REFRIGERATION ENGINEER: (two weeks) Attention is given to the prin­ ciples of refrigeration, compres­ sors, receivers, dehydrators. valves, evaporators, trouble shooting and repairing leaks and refrigeration malfunctions, fire fighting and emergency proce­ dures. ELECTRICIAN: (three weeks) Students become knowledge­ able in the fundamentals of elec­ tricity, batteries, electrical cir­ cuitry, magnetism and electro­ magnetic circuits, transformers, A.C. motors and generators, use and maintenance of electrical instruments, trouble shooting of electrical equipment, starting, securing and paralleling turbo generators, fire fighting and emergency procedures. HOW? SHLSS has self-study materials in the areas of fractions, decimalsT percent, algebra and geometry. Upon your request, SHLSS will send them to you to study in your spare time. You can use these math skills: • in your JOB • to improve your math skills for UPGRADING • to review old math skills or learn NEW SKILLS - •• • • • • • • • • • • • '• • • •a S / am an SlU member. YesO Nan Social Security No. _ !Book Number is Department Sailing In [m I 'joined the SIU in 19 * • Please send me the area(s) checked below. •( •( cating oil system, electrical the­ ory, operation and repair of mo-"^ tors and generators, starting and securing auxiliary equipment and main engines, fire fighting and emergency procedures. DECK ENGINE MECHANIC: (completion) Includes a review of all ma­ terial discussed in preceeding courses and instruction in au­ tomated engine room consoles and equipment. MACHINIST: (two weeks) Training in the use of hand tools, metal-working tools, measuring instruments, use of metals, metal lathe operations, and basic welding procedures. DECK ENGINEER: (one week) Practical training in the use of hand tools, use of metals, piping andyalves, operation and to Improve Your Math Skills • repair of reciprocating and ro­ tary pumps, elementary electri­ cal theory, and operation of hy­ draulic, steam and electrical deck machinery. JUNIOR ENGINEER: (two weeks) Training which includes the use of hand tools and measuring instruments, use of metals, pip­ ing and valves, principles of refrigeration, combustion of fuels, boiler operations, lubri­ ) Fractions ) Decimals • ( ) Percents ;( ) Algebra i ( ) Geometry • Upgraders Willis Lawrence (I.) and James Henri first adjust the cross slide of the lathe to insure smooth edges and surfaces. 9% -9 i Eddie Bloomfield (I.) and Ron Lukacs line up a Rockwell cutting lathe. : X 7 • fv / j Sem^ my area(s) here: iName • Street icity State Zip Cut out this coupon and mail it to this address; Academic i^ucation Depaihnent Seafarers Harry Lundeberg School of Seamanship Piney Pbint, MD. 20674 ATTN: Sandy Schroeder . Send it today! ,>n.-' % I. .^ ^ ^ QMED candidates (I. to r.) John Herrlein and Ray Daniels practice packing the afterpart of a centrifugal pump assisted by Instructor Calvin Williams. .!< " ,• J, Februan' 1983/LOG/15' -t% �f" •v.' • •;.; V-,-'" i Ilj^grading Course Through July 1983 Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry Deck Upgrading Courses Following are the updated course schedules for February through July 1983 at the Seafarers Harry Lundeberg School of Seamanship. Mate/Master Freight & Towing Vessels February 28 April 22 Towboat Operator Scholarship April 4 May 20 Able Seaman February 15 March 24 Quartermaster April 4 May 13 Third Mate May 9 July 15 Celestial Navigation February 28 March 28 April 25 July 18 March 25 April 15 May 20 August 12 For convenience of the membership, the course schedule is separated into three categories; engine department courses; deck department courses; and steward department courses. The starting and completion dates for all courses are also listed. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll in the courses of their choice as early as possible. Although every effort will be made to help every member, classes will be limited in size—so sign up early. Class schedules may be changed to reflect membership demands. SlU Field Representatives in ail ports will assist members in preparing applications. a- •| Engine Upgrading Courses Check-In Date Completion Date Pumproom Maintenance & Operations February 15 April 25 March 25 June 3 Automation March 28 June 7 April 22 Julyl Marine Electronics May 16 June 24 Marine Electrical Maintenance March 21 May 13 Refrigeration Sys­ tems, Maintenance & Operations February 28 May 16 April 8 June 24 Welding February 28 April 25 May 31 March 25 May 20 June 24 Conveyorman March 23 April 22 Diesel—Regular April 18 May 13 Course i.I'V.i 'ir-i' ''ir • J^D W •• 1 - !• \ • V.- .1, .• I For Higher Pay, and Job Security upgrade your Skills At SHLSS 1 16 / LOG / February 1983 ,Lifeboatman "j,-' April 8 Steward Upgrading Courses -TV .-iT.-. March 28 '' Assistant Cook Cook and Baker Chief Cook Chief Steward Towboat Cook Open-ended Open-ended Open-ended Open-ended Open-ended First Woman on LNG Virgo Elizabeth Stasio (center) became the first woman crewmember on board the SlU-contracted LNG Virgo (Energy Transportation Corp.) Ms. Stasio, a steward assistant, was welcomed aboard late last November by Capt. George H. Overstreet (I.) and Steward Larry Dockwiller (r.). ^ ..i- �(Please Print) Name. •> •• (Please Print) Seafarers Harry Lundeberg School of Seamanship upgrading Application (Last) (First) . Date of Birth. (Middle) Mo./Day/Year Address. (Street) (City) (State) . Telephone. (Zip Code) Deep Sea Member • . Inland Waters Member • Lakes Member • Book Number . Seniority. Date Book Was Issued. c"'^ Port Presently Registered In _ Port Issued. ;; J - ' . J- *• (Area Code) Endorsement(s) or . License Now Held _ Social Security #. ... rV. , pr,.:, No • (if yes, fill in below) piney Point Graduate: • Yes -to. (dates attended) Entry Program: From Upgrading Program: From, Endorsement(s) or -License Received _ to. (dates attended) Do you hold a letter of completion for Lifeboat: • Yes No • Firefighting: • • Yes No • OPR: • Yes No • Dates Available for Training. I Am Interested iri the Following Courses(s). DECK . •^-?f- t; :/; t.'-. t-"- • • • • • • • VV.;,!' ;^-::j-." • • • • • • • • STEWARD ENGINE '•f." . • a .• Tankermam AB Unlimited AB Limited AB Special Quartermaster Towboat Operator Inland Towboard Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate • FOWT • • • • • • • • • • • OMED — Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel) Third Asst. Engineer (Motor Inspected) • Assistant Cook • Cook & Baker • Chief Cook • Steward • Tpwboat Inland Cook •-:mc ALL DEPARTMENTS • • • • • • LNG LNG Safety Welding Lifeboatman Fire Fighting Adult Basic Education ,v f: .--uF-.s No transportation will be paid unless you present original receipts upon arriving at the School. RECORD OF EMPLOYMENT TIME—(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE • V. SIGNATURE Please Print DATE RETURN COMPLETED APPLICATION TO: Seafarers Lundeberg Upgrading Center PINEY POINT, MD. 20674 February 1983/LOG/17 I �'#;• • ,-> , i: _• ••'• . •-v-yv -'-• -r • ' •/•,•••'-• ,, -.•• • -p.--'-" •aV. i=»;r:-- LNG Aries Crew Gets Heroism Award in Rescue # it' 8' *. i' J:.. r Ilk #,'• 'i' The crewmembers of the LNG Aries (Energy Transport) were presented with the Mary Ann Brown Patton Valiant Ship Award in recognition of the her­ oism that they displayed in the rescue of 47 Indochinese refu­ gees. The award was presented by the Women's Propeller Club of the port of New York at a luncheon at the World Trade Center in Manhattan, on Jan. 14. The captsiin of the ship and three crewmembers, including QMED Paul Russell, were on hand to accept the award. The inscription on the award recognized that the rescue of the refugees could not have been accomplished without the help of all the crewmembers. How­ ever, it made special mention of Capt. Daniel Spence and the following crewmembers: Wil­ liam Gatchell, chief officer; Randy Doty, cargo engineer; Amin Rajaab, AB and Paul RusseU, QMED. Severzil speakers at the lunch­ eon stressed that the Valiant Ship Award does more than just recognize good deeds. It is given to seamen who risk their own lives in the rescue of others. Many of the 47 refugees who were saved by the LNG Aries had worked closely with the American government during the Vietnam War and were consid­ ered politically suspect by the Communist leaders in Hanoi. Given their precarious situa­ tion, the refugees sought to se­ cure their freedom by the only means at their disposal: setting out to sea. Seven days after they had left, the refugees were huddled to­ gether in a small, primitive boat in the South China Sea. They were close to starvation, dehy­ drated and exposed. The weather, which had been fairly good up to that point, began to change. Waves hit 15 feet; the wind blew at 40 knots. The third mate spotted the refugees at 3 o'clock on June 24, 1982. For the next eight hours the crewmembers of the LNG Aries were involved in a delicate rescue operation. After several hours of maneu­ vering, the vessel came up to the small boat containing the refugees. Cargo Engineer Randy Doty and AB Amin Rajaab were on the gangway. The two men lifted all 47 refugees onto the ship, including six or seven in­ fants. Doty held onto Rajaab's 18 / LOG / February 1983 i belt while Rajaab went over the spontaneous expression of sym­ Mullins, AB. "I'm glad to be here to accept side of the ship to give a hand pathy on , the part of the entire crew. He talked about the he­ the award on behalf of my fellow to the refugees. The refugees were all covered roic efforts of Amin Rajaab and crewmembers," Russell said just with diesel oil. Several almost the contributions made by Don before the ceremony. "It really fell into the ocean. The closest Rood, recertified bosun, and Bill was something." call occurred when a small in­ fant almost dropped out of Ra. jaab's hands. As the oily, desperate refu­ gees were lifted onto the ship, they clung to AB Amin Rajaab, whose main support was the belt that Cargo Engineer JJoty held. On board the vessel the ref­ ugees were brought to the sick bay and housed in all unoccu­ pied areas. The steward depart­ ment cooked special meals for the refugees and provided them with blankets and linen. Crewmembers donated spare clothing so that the refugees could get out of their wet rags. Jeanne Porter, secretary-treasurer of the Women's Propeller Club, A hat was passed around for the presents the Valiant Ship Award to four LNG Aries crewmembers who refugees and $1,000 was col­ were given special citations for their bravery. From left are: QMED Paul Russell; Cargo Engineer Randy Doty; Chief Officer William Gatchell, lected out of the pockets of the and Capt. Daniel Spence. A fifth crewmember. Able S6aman Amin crewmembers. Rajaab, was unable to attend the ceremony. Chief Officer William Gatch­ ell had primary responsibility for the care of the sick refugees. A Dangerous Precedent With no prompting from any­ -W one, but put of a sense of de­ cency, Paul Russell, QMED, spent hours in the hospital treat­ ing the people. According to If a proposed House bill which senger routes. Gatchell, "Russell worked long "If this bill is passed, it's hours treating the refugees in calls for foreign-flag passenger sick bay. He had ho sleep. He service between the U.S. and going to be a foot in the door in was a great help. He rallied the Puerto Rico passes, SIU legis- weakening domestic cabotage lafive experts fear a dangerous laws," Frank Pecquex, SIU leg­ crew to action." islative director said. "Of course," Gatchell added, precedent could be set. Currently there is no UvS.H.R. 89, introduced by Rep. ''you have to realize that we are all seaihen. You have to do what Baltasar Corrada (D-P.R.) would flag passenger service between basically be a waiver of the the U.S. mainland and Puerto you have to do." When asked about the rescue Jones Act because Puerto Rico Rico. But a legislative analysis effort, Russell minimized his own is considered to be part of do­ by the Transportation Institute role and stressed that it was a mestic American trade and pas- (TI), a Washington, D.C. based maritime research organization, says the bill poses "serious problems for the domestic mar­ itime industry." Both Pecquex and TI point out that despite the fact there is WASHINGTON, D.C. — sitioned near potential trouble no passenger service, U.S. ship Contracts for chartering 13 U.S. spots. The 13 ships will be used as operators have expressed inter­ Maritime Prepositioning Ships (MPS) at $1.7 billion was signed "floating warehouses" in the est in beginning service to re­ on Jan. 14 by MSC Cmdr. Vice Indian Ocean, storing arms, am­ build U.S. passenger lines. "Passage of the bill would munition and equipment for the Adm. Kent J. Carroll. Waterman will get more than Navy's Rapid D^loyment Force undoubtedly eliminate that in­ $110 million to convert one ship (RDF) under two five-year con­ terest and set a dangerous prec­ edent for the future. Addition­ at the National Steel and Ship­ tracts. ally, allowing this preferential Delivery of the first ship is building Co., San Diego, Calif. In all. Waterman will convert scheduled for August 1984 and treatment for the island of Puerto RiCo discriminates against the three ships for the MSC Pro­ tl^ last ship by April 1986. When delivered, the MPS will citizens of Hawaii and Alaska gram, The admiral said the civilian- be operated by the MSC under who are required to comply with manned ships will carry enough long-term charters by U.S. flag­ all traditional U.S. cabotage cargo to support three Marine ship operating firms using laws," the analysis said. Corps Amphibious Brigades of American merchant marine Hearings on the bill have not 46,()00 men and may be prepo- crews. been scheduled. Puerto Rico Jones Act Waiver by Rep. Corrada Waterman to Convert Ship For MSG Preposition Pian �ss To Become Happily and Usefully Whole" SlU Rehab Program Gives Hope and Strength to Alcohowc Seafarers A LCOHOLISM affects lo million Americans, accord­ ing to the National Institute of Alcohol Abuse; Victims of al­ coholism come from all walks of life. The disease touches not just the victim, but family mem­ bers, friends and employers. Alcoholism is a disease. It is a mental and physical addiction to the depressant drug qualities of alcohol. Alcoholism is often treated as part of a dual drugalcohol addiction since the crav­ ing for alcohol subsides or the feeling of well-being is intensi­ fied when other drugs are taken or substituted for alcohol. Myths surround this disease which each year takes a greater toll on human potential than any other disease. Visible are the alcoholics who have become symbols of urban blight, asleep on park benches, shadowed in doorways or glimpsed through windows resting in the safety of warm laundromats during the coldest winter nights. But alcoholism h^ been called the "hidden disease" because most victims of alcoholism are not skid row alcoholics. Instead they carry on in their jobs and fEui^es, to most appesffaoces 'normally'. Neverdieless, afi al­ coholics are related by the same plight—an inability to stop drinking despite the medical, psychological and social prob­ lems arising from their addic­ tion. — Alcoholics face a progres­ sively debilitating disease be­ cause their resistance to alcohol steadily breaks down over time. And some will reach a point in their lives when they must seek medical help or they will die. In 1975, then SIU Vice Pres­ ident, President Frank Drozak addressed experts in the field of alcohol abuse, SIU representa­ tives and maritime industry leaders. He voiced his concern for the safgty of all seafarers during the ^U-sponsored sem­ inar "The Problem Drinker In Industry." He said: "Seafarers drowning just yards from the gangway and frozen in water­ front alleys demand a program that will save lives." The seminar, convened at the Seafarers Harry Lundeberg School of Se^anship, estab­ lished the Seafarer Alcohol Re­ habilitation Center. Promise off Recovery In March 1976, the Center opened its doors to the SIU membership. To the SHLSS seminar attendees the late SIU President Paul Hall had empha­ sized the need to turn around the historically "poor record" funding from the Seafarers Wel­ fare Plan. Treatment begins as soon as the Seafarer has been medically treated for primary withdrawal and any other phys­ ical illnesses. ^ The Center is a "therapeutic community" where Sesfarers enter the program and begin to make the demanding adjust­ ments toward a sober life. Many The Alcohol Rehabilitation Center provides Seafarer alcoholics the serene family environment in wWch they can deal with their problems. of alcohol abuse in the maritime industry. And as the first Sea­ farers contemplated admission to the Center, Paul Hall re­ peated his belief that"Alcohol­ ism is a disease; it can be treated." This became the founding principle of the SIU Alcohol Rehabilitation Center. The Alcohol Rehabilitation Center is rustic, nestled beyond a quiet country lane near the SIU Valley Lee Farm lands of St. Mary's County in southern Maryland. Ribboning hills of green flow on under the sun to the Center. Tall spruce trees stand in rows. And from a short distance, a screen door can be heard closing as a soft breeze stirs crisp leaves. The lapping of a waterway running along the back yard of the Center's 100year-old farm house and dor­ mitory, the voices from people arriving and leaving all gently rock and punctuate the peaceful silence and determination that is here. The setting offers tranquility for thought, for contemplation. show profiles in courage. The struggle not to drink may stay with them a while, but the Cen­ ter's staff is there to guide them through the difficult initial changes. The therapeutic program is based on a positive approach to health and ^e philosophy of the Alcoholics Anonymous' recov­ ery program. The crucial step to AA therapy is the client's acceptance that he is an alco­ holic. Then, the client is helped A Special Log Report to critically reflect on his life and to recognize how his addic­ tion has hurt not only himself but the people he most cares for. Alcoholics Anonymous On the front door of the coun­ try farm house, a sign reads, ONE DAY AT A TIME. It is a greeting to all and a reminder that the alcoholic's lifelong con­ centration should be to achieve sobriety one single day at a time. There was much concern among the SIU Center's plan­ ners that the seafaring life would interfere with an effective after­ care support system. However, because of its international suc­ cess, breadth, and adaptability to travel—it takes just two peo­ ple to hold a meeting—Alco­ holics Anonymous was adopted as the mainstay of the Center's program. The basic concept still ap­ plies. AA was bom in early 1935 in Akron, Ohio, when two men— one a stockbroker from New York, the other a doctor from Connecticut—meeting for the first time, noticed their addic­ tion lifted when they voluntarily supported and commiserated with fefiow alcoholics in their struggle to break away from the source of their own grief. Lis­ tening to others,^telling their own stories and relating their own personal experiences with this disease, they were able to feel less alone. (Continued on next page.) 'J : - Th9 Program , The rehabilitation program is six weeks long and receives full §• Mary Lynn Rogers, an ARC counselor, becomes personally Involved In Seafarer alcoholics' problems. February 1983/LOG/I® �h': SlU Rehab Program Gives Hope, Strength To Alcoholic Seafarers (Continued from page 19.) The Center helps open the sharing so important to recov­ ery. With confidentiality main­ tained, Seafarers speak hon­ estly and freely about thendisease. Clients may share their sto­ ries at AA meetings held in the Center's main conference room or at nearby community AA centers. Or clients may speak to counselors within the privacy of small rooms located on the main floor of the farm house. ARC Director ELick Reisman has found the openness in sharing to be the "key" to recovery. Community Concept The community part of the program is important. To many the SIU is a brotherhood, a family of seafaring and river people. The program creators did not want these bonds sev­ ered. It was established early on that Seafarers would be in the best possible position to help other Seafarers. Indeed, Alcoholics Anony­ mous pioneers realized that fighting edcohol addiction could not be achieved by isolated bat­ tles that relied on will power alone. "For the alcoholic, one drink is too many and a thousand not enough," is the accepted AA definition of alcoholism because it speaks to the twin aspects of obsession and compulsion—^the two-edged sword. Personal commitment is strengthened at the Center by a full and absorbing daily sched- i/ ••T .: - The Schedule Is?.',, 'if SI'.' -.m. ule and a deeply caring atmos­ phere. Upon arriving for treat­ ment the client is already 'family'. Realizing treatment works best with small groups, enrollment is limited to 16 clients. Four professionally-trained counse­ lors, a physician and staff nurse ensure services to clients 24 hours each day, seven days a week. Most of the staff members are themselves recovering alcohol­ ics. They teach alcoholics about the disease. They share their own experience, strength and hope. At the founding seminar and SIU seminars that followed, an awareness of the problem of alcohol was illuminated and passed on to counselors. Prob­ lems of guilt, low self-esteem, broken homes, sexual impo­ tence, aggression and job fail­ ures are a few of the many difficulties Seafarer alcoholics young and old confront. Far from oAering band-aid remedies, clients are taught skills they must know to become, in the words of Paul Hall, "whole human beings" functioning and contributing to mainstream so­ ciety and home environments. Seafarers are helped to deal with the problems they encountered but could not solve when they were drinking. They are not blamed for their disease. "Many alcoholics feel they are responsible for their condi­ tion, but this is a destructive attitude. If an alcoholic feels guilty for becoming one, then he may feel there is no reason or hope for a cure," Dr. Max­ well Weisman told seminar par­ ticipants. Counselor Jesse Logan 'reviews one client's medical history. 20/LOG/February 1983 The day begins at 7 a.m. and ends shortly after nightly AA meetings at 11 p.m. The sched­ ule is a rigorous one that sweeps aside the alcoholics' days of wine and roses with learning and growth from lectures, films, in­ dividual and group therapy ses­ sions, art and physical therapy, and informative reading assign­ ments. The first week is spent in helping the alcoholic face his ARC counselor Bill Korber listens hard and well to guide seafarers beyond their addiction to alcohol. denial that he has a disease. This is the major obstacle to silccessful and continued treat­ ment. 'Reality' therapy is used to convince clients of their ill­ ness. The medical profession was only just beginning to explore alcoholism in the 1950's. It was not until 1956 that the American Medical Association and the American Bar Association for­ mally defined alcoholism as a disease. . flgnorance in both the medicsd profession and the general pub­ lic has contributed in large part to denial. So, too, the idea that alcoholics are immoral people or the expectation that one's masculinity depends on drink­ ing have been leading factors. Denial has frequently been made worse by families, physicians and friends. Reality therapy involves clearing up all doubts. A case history develops during the first week. It is a detailed description of each client's particular ex­ perience with this illness, do they feel a need to dfmk? Why do they drink? When do they drink and how often? By the end of the first week patients see the alcoholic patterns emerging in their own histories. The case histories assist coun­ selors to tailor the treatment program to individual needs. Also aiding recovery during this first week is a description of the ways alcohol acts on the body, the mind and the psyche. Like depressant drugs, "you re­ lax and your nervous tension ^rops, but later you become more tense than you would have been normally. In the case of alcohol, the calm state lasts 20 minutes to an hour, while the tension remains for six to eight hours. After an evening of heavy drinking, the resulting tension results in a hangover or sleep­ less night," one of the foremost authorities in the field of alcohol abuse. Dr. LeClair Bissel ex­ plained. The cycle continues, with morning 'eye openers' until drinking extends further into the day. Once set in motion, psy­ chological repercussions in­ cluding insomnia, memory loss, hallucinations, anxiety, loss of appetite and depression cause a psychological need for heavier drinking. Completion of the cycle df addiction varies. For some in­ dividuals, only a few years elapse between that first drihk and al­ coholism. For others, it takes longer. What it comes to is this: it isn't what you drink, or how much you drink, or how long you have been drinking that de­ fines you as an alcoholic. It's what drinking does to you. Physical Destractlon Cirrhosis of the liver causes countless deaths each year. Less commonly known illnesses traced to alcoholism include respiratory illness and chronic heart disease, high blood pres­ sure, and many types of liver ailments, pancreatic infections and circulatory malfunctions. In fact, the number of illnesses associated with its abuse has become so extensive that alco­ holism is the number one health problem today. Average life expectancies of alcoholics are between 10-12 years below the national aver­ age. The suicide rate for alco­ holics is said to be 30 times (Continued on next page.) �*. • '• p. SIU Program Offers Hope and Strength (Continued from page 20.) greater than average and nearly half of all auto accidents and 75 percent of all murders involve consumption of alcohol. Alcoholism is the greatest negative cost to employers, es­ timated in the billions. Dismiss­ als, inefficiency, absenteeism and on-the-job accidents cost well over $24 billion yearly. During the second and third weeks of treatment. Seafarers study the psychological dimen­ sions of the disease. In suc­ ceeding weeks individual treat­ ment methods and emotional problems are explored. In the final week arrangements and contacts are made to prepare the client to begin life anew. Assignments from AA litera­ ture are reviewed during these weeks. AA texts, "The Big Book," "The Twelve Steps," and the "Twelve Traditions," lead the alcoholic to the AA program which members accept as their means to survival. Because there is no logic to alcoholism, no one willfully de­ cides to become an alcoholic, emotions are analyzed and talked about. Anger, resentment and anxiety are studied because most alcoholics have never been able to deal with frustration and neg­ ative emotions. Resentment, "the number one killer of alcoholics" Director IgLeisman believes, is the final stage in the alcoholic's attitude about the world. Generally, ac­ cording to Reisman, alcoholics think poorly of themselves and their abilities. This lack of con­ fidence causes failure upon fail­ ure. Feeling frustrated and an­ gry, eventually the alcoholic, covers up his insecurity with boastfulness. And when false­ hoods do not bring relief re­ sentment is magnified. Coping As a Way of Life Interrupting this destructive cycle, the Center's staff intro­ duced coping techniques, prob­ lem solving, relaxation exer­ cises and assertiveness training as stress inhibitors. They have proven successful. One certainty all counselors say they have learned is the majority of their clients drink because they are lonely, and have few interests outside of work to occupy their time. Directly across the river from the ARC, clients attend art classes twice weekly at the Harry Lundeberg School. Counselors adopted recovery through crea­ tivity, instructor and counselor Mary Lynn Rogers explained. "Many times, it helps a per­ son to know they can accom­ plish something fulfilling while they are sober, and have fun at the same time. It's something they can take with them and do on the ship when they get bored," she said. Physical education is stressed. Hiking, swimming, bike riding and fishing provide time out and allow Seafarers to gain a greater appreciation of physical fitness. The sixth week clients and counselors work together to make the Seafarer's entrance into society as smooth as possible. Employers are contacted, fam(Continued on next page.) The ARC Counselors Share Their Experiences and Hope ACH DAY, four ARC E counselors, Mary Lynn Rogers, Jesse Logan, Patti Win­ ters and Bill Korber help Sea­ farers in their search for recov­ ery from alcohol addiction. Professionally trained in the field of alcohol abuse the coun­ selors are the guides Seafarers turn to for advice and hope. They lend relief, verbally weav­ ing a thread of oneness into conversations between them­ selves and their clients. They provide visions of hope through their own experiences. "I wasn't sure how it was going to be working with Sea­ farers. I was pleasantly and warmly surprised," Mary Lynn Rogers recalls. Hef choice df words is a delicate rumination. She pauses to reimfe ideas midsentence. • Jesse's voice is gravelly, his conversation smooth. His is the longest tenure, arriving at the Center in 1978. Mary Lynn Rog­ ers came in 1979. "I wanted to work where I would have longer contact with the residents. I thought, this is going to be a challenge. These Seafarers are tough customers and I wanted to work with them,'' Jesse remembers. He is a 32-year veteran of recovery. She encountered her problems when a job as a com­ puter programmer offered little fulfillment. She switched careers working as a counselor for two years at an emergency hot-Une crises center and then the ARC. Re­ cently awarded Alcohol Abuse Counseling certification fi'om the State of Maryland, a Masters degree is not far into her future. Jesse's professional and aca­ demic experiences in alcohol abuse include the Johns Hop­ kins 18-week^ alcohol therapy training program. Though he be­ lieves his Hopkins' training is the most important aspect of his Counselor Patti Winters shares a quiet aftemoon with a Seafarer at the Alcohol Rehabilitation Center farmhouse. experience, his bacjj^ound in­ cludes 13 years of counseling alcoholics, detox patients and the mentally ill at three hospitals. His approach, the reason for his nickname 'old gravel tongue' is "to put everything on the table, this is what you need to do." Mary Lynn says she sticks to the "tough love" approach. "You can kill a person with kindness with this disease," she says. "Because I care I'm going to tell them things they might not want to hear. "Many times," she contin­ ued, "alcoholics are locked in a shell that only their own unhappiness and problems are there with them. Because of their dis­ ease, they're not able to see anything else. While they're here many are able to come out of their shells. Many find they don't Ij^e to fight this thing by themsdves." Jesse's physical demeanor fits his description of how he thinks clients perceive him. He is re­ laxed and easy, his age told by silvery hair. "I'm firm but I guess I would say I am gentle. I'm like a grandfather to them." He is certain that trust has meant the difference between success or failure in his job. The client has to trust him enough to express all that he is thinking and feeling. Loneliness, Jesse says, is at the root of Seafarer alcoholism. Seamen counselors have done a "terrific job" be­ cause "naturally the seamen counselors could relate to them," Jesse explains. When every attempt has been tried and they have done thenbest, responses sometimes do not match counselors' efforts. Disappointments, not easily for­ gotten, settle in. "The ones who go out and drink again and die— it hurts every time," says Mary Lynn. "The guys have taught me a lot. They've taught me about the human spirit, about endur­ ing and accepting, and about surviving," she said. "Ninety percent of the recov­ ery is the desire of the seaman himself," Jesse •says. "They're going to do it their way and if you let them do it their way it will work. They call me a sur­ vivor and I guess that's what I am. I've talked to over 700 since I've been here. Everyone is dif­ ferent, but the same. Everyone is an afcoholic and that's why we're all here." February 198^/LOG/21 -- • v.. �i- ^'. I I I iiiiil I '' "IP I K^""? K%3> Alcoholism Plays No Favorites, Young and Old Suffer Program Offers Strength, Hope y '• % k (Continued from page 21.) ilies are called and mailed AA literature and urged to partici­ pate in their community AA meetings. Beginnings and Endings A major breakthrough in so­ cial research clearly suggests alcoholism tends to run in fam­ ilies, in a cycle passed from one generation to the next. One such study, a 1981 state­ wide New York report on the children of alcoholics and drug abusers, showed the children of alcoholics are four times more susceptible to alcoholism than the rest of the population. Sup­ porting evidence revealed 58 percent of alcoholics enrolled at New York rehabilitation centers in 1981 were the offspring of alcoholics. Does It Work? -f : -K • -1 ••'- - -•; + . ! t Saying alcoholism is a prob­ lem to be borne by all Seafarers, Paul Hall organized the first la­ bor seminar to explore the topic of alcohol abuse, and draft final recommendations for a treat­ ment center. Yet, one question remains. Has the program been success­ ful? Counselors recall easily the many successes. There is the alcohilhc once in and out of legal and work. He bougj^ a car, ^|lj[en married his fimicde of man^years. He is working at his ^de. There are the older alcoholics, who, because of their addiction, never upgraded. Now they are QMEDs and ABs and cooks and full book members. There are those who daily find moments of serenity. They write letters to coun­ selors, send tokens of friend­ ship, telephone and drop by, amazed by what was, and not wanting to forget where they came from. The end result has seen the fear termed 'separation anxiety' that stuns some clients as they leave the Center for home, when clients feel it hitting the bottom of their stomachs. It is a good sign, because it means they might make it. There are the many . who reached that crucial point in their lives and survived. "An alcoholic is an alcoholic no matter what walk of life he comes from or what profession he is in. If alcohol is causing you problems, you have a problem." rw^HERE are the young and there are the old. There are the worn and ruddy faces and there are the faces that seem too young and too fresh to be struggling with alcoholism. But everyday at the ARC the young ones and the older clients share their common experiences be­ cause booze pays no respect to youth or age. Today^ ARC Director Rick Reisman said, the center is treating more and more younger alcoholics. When the center first opened its doors in 1976, the average age of the clients was 47 years. Today that has dropped to 38 years. It's a national trend. A 1982 New York Times report showed one in six college students with serious drinking problems and alcoholism forced many to drop out of school. Sometimes, Reisman said, it is more difficult for a younger alcoholic to admit to his or her problem. Because they have had fewer years of binges and bouts to experience, it is hard for them to acknowledge that they cannot handle any amount of alcohol at Denial therapy becomes a much more difficult task, Reis­ man explained. Day-by-^y and side-by-side at the Cen^r, both the young and the old walk that fine line between success and failure to­ gether. They realize their ages do not make the difference, be­ cause their illness and their sto­ ries are much the same. There is disappointment and pain. There is anger. And there is always fear. T John O. Glenn takes time out from reading AA literature to tell his poignant story. When Bosun John O. Glenn first decided to try recovery, he felt his life slipping into hope­ lessness. Recently logged be­ cause of his addiction, he de­ cided to go through detoxification and the ARC program. He began drinking when he was 14 in his native Philippines. Now in his mid-30's, a young alcoholic, he said he mixed beer, wine and a fifth of liquor each day for several years. He lost his job, his family and his friends. "I don't have anyone," he said, "because of alcohol. You tell your kids you'll help them with something. And you, start drinking and later forget about it. You never do get around to helping your kid. You do the same thing with your marriage, and with your friends. "When I'm drinking, I know now, that's when the problems come. One of the best jobs I ever had in my life was last^ year. I was shipping out to South America. I dreamed for years about going there. On the third trip, though, I started drinking, continuously, in Valparaiso," Glenn said. He unbuttons the cuffs of his shirt, saying, "Do I look like a vicious man to you?" He an­ swers his own question. "I don't think so." He shows the scars on his arms. Sometimes, it has been writ­ ten, where there is mourning, there is also bravery. He is hopeful his anguish wffi subside as he experiences success. "It's never too late," he says. Today, Clifford Akers says he thanks God for his sobriety. His iis a story of 24 years of heavy drinking. Akers said he was a 'binge' drinker. When he reached "rock bottom" and was referred to the ARC by the Union, his last episode grew into seven weeks in a $50-a-night hotel room in Brooklyn. He said he had wanted to travel the short distance to the Brooklyn Hall to register for work but continually procras­ tinated, "putting it off" until tomorrow. The hardest thing about his dependency was the worthlessness and the guilt he felt, he said. He thought seriously and often about reviving his old sense of self-esteem because his mar­ riage had dissolved and his fi­ nancial situation was bleak. Selfesteem was all he h£ul left, Akers said. After his final night at the hotel, Akers did not have an­ other drink. It was stepping back and taking a look at his past that changed him. Clifford Akers ponders 24 years of alcohol abuse. "I was talking to my girlfriend on a Saturday night and I real­ ized I had nothing to drink for Sunday," Akers explained. "I had to he to my girlfriend bpcause she didn't want me to drink and so I said I was going out for the Sunday paper, ^en I got back, she was still awake. I knew then I couldn't take the bottle up. So I hid the bot^ iflf the garbage cair ia tlMH^ aKtey. And later, when she went to sleep I went out and got the bottle." He said the evening reminded him of other times in his life when he hid bottles and stayed in run-down motel rooms, pre­ tending to family smd friends that he was attending AA meet­ ings. He would not go back to those days. But he thought ^ain. Nothing had really changed. Discussing how his life has been transformed since his en­ rollment at the ARC Akers re­ marked, "When I'm sober I'm quiet. I help people. I drove to the airport to take someone to detox in Baltimore yesterday, and I felt good. I felt really good." He wonders whether his neighbors will like his new-found sobriety. He used to buy them porterhouse steaks and expen­ sive liquor, he said. And then with a quiet resiliency he mused, "The people who are going to be really disappointed are the people who own that liquor store." 22 / LOG / Febmary 1983 -V- —n �"r=?:.>rT' T ' ; ' : p^' ^ -/- • • I - ' "^4—"7" ••.••. ••' :-.i?«#SW'^;;,i.:;%^,CiV3fe''' r.-s-i.;-- Fire Gutted Former Uberian Ship Adonis Lives to Sail Again rpAKING ADVANTAGE of a rarely used U.S. law governing X wrecked vessels Apex Tankers, an SlU-contracted company, recently took possession of the tanker Adonis. About six months ago, the vessel was severely damaged by a fire which engulfed her accommodations section and a good portion of the tanker's engine room. After the fire was extinguished, tugboats«from the port of Baltimore were able to tow the stricken vessel back to the harbor. The Liberian-flag company that previously owned the Adonis thought the vessel would be too costly to repair; consequently, Apex was then able to obtain the abandoned ship and bring her under U.S. registry. The Adonis was outfitted with a totally new deckhouse and other new equipment. —After undergoing sea trials outside of Baltimore in December, the tanker was declared fit for duty and put into service with a crew of SIU Seafarers. In early February, she sailed from Philadelphia enroute to Panama. The Adonis was rebuilt in the Key Highway Shipyard in Baltimore. At present it appears she will be the last vessel to leave from that yard as it was closed immediately following the departure. GSU Timothy Ellis (1.) and OS Walter Fllleman were found in the messhall as the Adonis waited for a sailing time. OS Roland Muir was all smiles coffee time. — Bosun Jim Sheets unpacks his bags in one of ship's spacious fo'c's'les. Marine Firemen Re-Elect DIsley, Shoup, and Agents the rebuilt tanker Adon/s (Apex) awaits sea trials in the key Highway Shipyard in'Baltimore. The tanker was outfitted with a new accommo­ dations section, as well as a brand new paint job. The membership of the Ma­ rine Firemen, Oilers, Watertenders and Wipers Union re-elected a slate of union officer candi­ dates for 1983-84, except in one instance. A Tallying Committee was elected at the membership meeting in San Francisco on Feb. 7, and the results of the election were announced Feb. 8. Re-elected were President Henry "Whitey" Disley, Vice President B. C. "Whitey" Shoup, Treasurer Joel E. Personals ARTHUR NUNN Will Arthur.Nunn, or anyb<kly knowing the whereabouts of Arthur Nunn, please contact Mrs. Viola Nunn, 4401 Roland Ave., Baltimore, Md. 21210, or telephone (301) 243-4919. Standing in the Adonis' gleaming galley are (l.-r.) Chief Steward Robert Outlaw, GSU John Niemiera. SIU Baltimore Port Agent George Costango and Chief Cook Clarence Jones. A.TOUSIGNANT Please contact the Editor of the LOG as soon as possible. McCrum, San Francisco Busi­ ness Agent Bobby Iwata, Se­ attle Port Agent Wak von Pressentin, Wilmington Port Agents Bernard "Bemie" J. Carpenter, Wilmington Business Agent Sol Ayoob and Honolulu Port Agent Marvin "Lucky" Honig. Incumbent Seattle Business Agent C. C. "Blackie" Rodgers was defeated for the office by Robert G. Ki;nball. Also elected were four can- / didates for the Board of Trust­ ees and four delegate candidates to the SIU Convention. LANCE BAILEY Anyone sailing on the S.S. Aguadilla in 1980 who knew. Lance Bailey, nickname "Mon­ tana," please contact Terry Burnett, Route 5, Box 80, Jas­ per, Ala. 35501. W. SHACKELFORD Please contact Mr. Gregory E. Haynie as soon as possible at (602) 272-7234 or by writing to 4018 W. Coronado Rd., Phoe­ nix, Ariz. 85009. Deposit in the SIU Blood Bank—It's Your Life February 1983/LOG/23 �Titan Navigation's magnificent bulker the Star of Texas is nudged gen«y to her berth by the tug Kings Point (Curtis Bay Towing) upon arrival in Baltimore. -" One well Informed member of the Star's crew Is hard-working AB Winston "WInky" Shanki That's QMED Allison Hebert looking happy. faking her first visit of the J^Anew year to the port of Baltimore was the SlU-crewed bulk carrier Star of Texas (Titan Navigation). ^ The 36,000 dwt vessel had returned from Haifa, Israel with a load of soybeans and was now preparing to take on a cargo of com bound for Alexandria, Egypt. In the year since the Star of Texas made her maiden voyage the big bulker has quickly eamed a reputation as a 'good feeder'; this is largely due to the efforts of Chief Cook Willy Grant and his galley Crew from Jackson­ ville, Fla. Everyone from the Chief Mate on down had words of praise for Willy aiid his gang. AB J. Cheshire c^ed Willy "the best Chief Cook in the SIU." Others pointed out that Willy and company had "really put out a spread for the Thanksgiv­ ing, Christmas and New Year's holidays," and made the season a truly joyous one for all oh board. Besides Chief Cook Grant the Star's galley crew consists of Chief Steward Billy Russell, third cook Nazareth Battle and GSU Lisa Wright. ; ; M/V Star of Texas was the second of three 59()-foot bulk carriers to be built for Titan Navigation. The third vpseT, Spirit of Texas, recently left the shipyard in Houston, Texas on the maiden voyage and is the subject of a special feature ar­ ticle in this month's LOG. Chlef Cook Willy Grant (left) and third cook Nqzareth "Stagger Lee" Battle stand In the galley with one of their well fed shipmates—QMED Leroy Williams. 24/LOG/February 1983 M- �The Star of Texas ship's committee gathered in the messroom for this photo last month. From left are Chief Cook Willie Grant; Third Cook Nazareth Battle, steward delegate; Chief Steward Billy Russell, ship's secretary; Bosun J/Valter Kompton, ship's chairman; QMED Allison Hebert, engine delegate, and Able Seaman J. Cheshire, deck delegate. bi® • m- ...' ; »'T QMED Aaron Thaxton mans the cx)ntrol board of the Star of Jexas. About to devour a juicy New York strip is AB Bobby Riddick. A Reminder: SlU Headquarters Is Now Located In Washington SlU Patrolman Al Raymond (I.) and Deck/Engine Utility Luther Wells stopped in the passageway for a photograph. The new headquarters of the phone number of the Seafarers Seafarers Intemational Union is Headquarters: now located in Washington, D.C. Seafarers International Union Ail Union business formerly con­ 5201 Auth Way ducted at the SlU's old head­ Camp Springs, Md. 20746 quarters in Brooklyn is now being handled at the new headquar­ Phone:(301)899-0675 ters. Here is the new address and February 1983/LOG/25 I.:" \ �Dlgesi of Ships NeeSings il t. t- r .1 ilil' m < 'ffl ^' ' f ,a r BALTIMORE (Sea-Land Service), December 29—Chairman Richard Kidd; Secretary W. Wrotan; Educationai Di­ rector W. J. Dunnigan. No disputed OT. The chairman reports that every­ thing is runriing smoothiy. The ship Is scheduied to go on Crescent Run be­ tween Jan. 10 and 15. A telegram was received from headquarters regarding cost:pf-living raises, and the shipping rules pertaining to "B" and "C" mem­ bers were read and posted. The crew expressed appreciation to the Baptist Seamen's Mission in Baltimore and the Seamen's Church institute of New York and New Jersey for Christmas gifts received onboard, and a vote of thanks was given to the steward de­ partment for the excellent holiday din­ ners prepared and sen/ed on this voy­ age. Members obsenred one minute of silence in memory of our departed brothers. Payoff is scheduied at the next port; Port Elizabeth. T.T. BROOKLYN (Anndep SS Corp.), December 26—Chairman W. MacArthur; Secretary E. Wiggins; Ed­ ucationai Director J. Scuteri; Deck Del­ egate C. Smith; Engine Delegate C. Merritt; Steward Delegate H. McBride. No disputed OT. The $60 in the ship's fund is in the safe-keeping of the bo­ sun. This ship will be laying up in Uisan, Korea for about four months. The chairman reports that he has no confirmation as to when crewmembers will be able to leave Korea. He will send a message to the Korean agent requesting information about repatri­ ation. Payoff will probably take place at the Los Angeles airport around Jan. 4. The captain requests crew to re­ move everything from their rooms be­ fore leaving the ship since all rooms will be worked on during lay-up. Linen and keys should be turned In and the rooms left unlocked. A discussion was held by crew to decide on the dispo­ sition of the ship's fund, it was agreed to donate the full amount to the Mer­ chant Marine Library institute. Another subject brought up concerned educa­ tionai films made by the Union, and whether they could be made available for showings on ships. Next port: Ui­ san, Korea. COVE MARINER (Cove Shipping Corp.), October 23—Chairman Fred­ die Goethe; Secretary John S. Burke Sr.; Educational Director Clarence D. Crowder. No disputed OT. Communi­ cations were posted for ail to read. The chairman reminded crewmembers that if they have complaints, they should attend the ship's meetings—not take them directly to the chairman. He also advised ail members to take advan­ tage of the scholarships offered by the Union, and stressed the importance of donating to SPAD to help keep the Union strong in politics. A suggestion was made to all hands to help keep the messhaii and pantry clean, and also to dean the washing machine filters. The Cove Mariner is a newiyacquired SlU ship, and a lot of things are missing onboard which will have to be taken care of in the future. Crew would like the company to put chairs 26 / LOG / February 1983 given to the steward department for their good work this trip. New movies wili be obtained at the next port: Osaka, Japan. in the crew mess instead of benches, and they also would like a new antenna and video cassette. Next port: Hous­ ton. DEL SOL (Delta SS Co.), Novem­ ber 7—Chairman George Annis; Sec­ retary William P. Kaiser; Educationai Director Donald Peterson; Deck Dei-, egate M. Peli; Engine Delegate R. Rodgers; Steward Delegate i. Gray. A number of disputed OT hours was reported in the deck and steward de­ partments. $130 was collected for cas­ sette movies. Ail have enjoyed George Annis's cassettes which he scheduied every day of the voyage. The chairman reports that the Del Sol has not re­ ceived any communications from headquarters or elsewhere. There is rumor of a lay-up but this has not been confirmed to the captain by the com­ pany. if this does occur, crewmembers wili receive 24 hours' notice and will receive transportation back to their ports of employment. Bill Kaiser wishes to thank ail brothers for a good voyage, and Michael Peli wishes to give the cooks a vote of thanks for the "good eats." One minute of silence was ob­ served in memory of our departed brothers. Next port; New Orleans. (Ed­ itor's note.- Bill Kaiser died soon after getting off the Del Sol. See January 1983 issue of the LOG.) Bosun R. D. Schwarz and Steward Guy De Baere at the pool party aboard the LNG Gemini. GROTON (Apex Marine Co.), De­ cember 19—Chairmari Christos Florous; Secretary M. Deioatch; Educa­ tionai Director A. Gardner; Steward Delegate Ronald E. DawSey. No dis­ puted OT. Everything is running smoothiy in ail departments. The sec­ retary reported that the ship will have its end-of-the-year payoff this trip in Stapleton, N.Y. Tax statements can then be sent out. The educationai di­ rector reported on matters of safety aboard ship, stressing that watertight doors should be secured at all times. Thanks were given all around: to the deck department for keeping the galley and messrooms clean at night, and to the steward department for their great meals. Next port: Stapleton, N.Y. DELTA SUD (Delta 88 Co.), De­ cember 26—Chairman A. McGinnis; Secretary E. Vieira; Educational Direc­ tor J. C. Dial; Deck Delegate C. Collins; LNG LEO (Energy Transportation Corp.), January 2—Chairman M. B. Woods; Secretary Henry Jones; Deck Delegate Bruce Smith; Engine Dele- Engine Delegate F. Conway; Steward Delegate S. Prusinski. Some disputed OT in the deck department. The chair­ man reported a good voyage. He re­ minded crewmembers to lock up ail souvenirs for safekeeping, and to those getting off at the next port he asked them to be sure to leave a clean room. He also stressed the importance of donating to SPAD; anyone who is interested can pick up a SPAD ticket for the coming year from the boarding patrolman. A vote of thanks was given to the steward department for turning out a fine Christmas dinner. Next port: New Orleans. gate Leggette Jones; Steward Dele­ gate Mike Ruggiero Jr. No disputed OT. At the present time there is $240 in the ship's fund. The chairman stressed the importance of donating to SPAD and also impressed upon crewmembers the opportunities for up­ grading at Piney Point, it was reported that a new PAC-MAN game had been purchased for the ship in Singapore which is both fun to play and adds to the ship's fund. Several words of cau­ tion were given to the crew as to running on deck, slamming doors, keeping radios turned down low, and basically respecting fellow shipmates at ail times. Crew were also cautioned to avoid people selling them any items in Arun. The chairman expressed his thanks to the steward department for their hard work in putting out good meals during the voyage. Next port: Himeji, Japan. LNG GEMINI (Energy Transpor­ tation Corp.), January 9—Chairman Robert D. Schwarz; Secretary Guy De Baere; Educationai Director L. Gordon; Deck Delegate V. Beata; Engine Del­ egate W. Davidson; Steward Delegate David Pappas. No disputed OT. $409 is currently in the ship's fund. No beefs were brought up this voyage. The chairman reported that the ship is a clean one, and asked crew to help keep it that way. A vote of thanks was OGDEN CHAMPION (Ogden Ma­ rine), December 23—Chairman O. Hernandez; Secretary R. de Boissiere; Educationai Director Daniel D. Breaux; Deck Delegate H. D. Jackson; Steward Delegate James H. Gieaton. No dis­ puted OT. "Safety is everybody's job," reported the chairman. A safety control man sailed with the Champ/on and showed some films and some of the latest developments in safety. He ad­ vised crewmembers to know their equipment—"The life you save may well be your own or that of your buddy." He asked the crew to work together to achieve a 100 percent safety factor aboard this ship. The educationai di­ rector reminded members about up­ grading at Piney Point by asking them to look to the future. "The road to success is through education, so put in that application to Piney Point. Do it now, not later." Crew were also asked to write tireir congressmen about their desire for a strong merchant ma­ rine, stressing the fact that unless the U.S. builds more ships with American crews, many more people face the unemployment lines. A special vote of thanks was given to Chief Steward R. de Boissiere, Chief Cook James Giea­ ton, and Baker Joe Clark for the ex­ cellent holiday meals: chilled wine, exotic meats, and superb pastries— "better than the Waldorf Astoria." Thanks also went to Bosun O. Her­ nandez and the deck department for making this "the best ship in the fleet." And to the engine room gang: "When you have the best you know it." The crew of the S/S Ogden Champion wish President Frank Drozak and the SlU staff and the LOG a very merry Christ­ mas and a happy New Year. OGDEN CHARGER (Ogden Ma­ rine), December 23—Chairman Frank Schwarz; Secretary S. Gutierez; Ed­ ucationai Director Babson. No dis­ puted OT. Since arriving in Fort Lau­ derdale, the Ogden Charger has been at anchor waiting for cargo. There has i been no launch service for five days. Until one is started, all brothers voted to put in 16 hours of overtime per day. Crewmembers would like the air con­ ditioning to be turned on at night as the rooms get very hot. They would also like a new TV antenna and repair of the radio antenna. A vote of thanks was given to our Union officials for helping us get a two percent cost-pfliving increase—just when our people need it most—and to the steward de­ partment for a fine Christmas dinner. Next port: Bayway, N.J. OGDEN LEADER (Ogdep. Ma­ rine), December ^6—Chairman P. Butterworth; Secretary Neville Jones. No disputed OT. $180 is in the ship's fund for the video machine. The chair­ man advised crewmembers that if they want to know what's going on in the SlU, they should read the LOG. He also stressed the importance of do­ nating to SPAD. The two percent COLA wage increase is one result of SPAD contributions. SlU is stiii the most pow­ erful maritime union in America. The chairman also sent a letter to Red Campbell recommending that prior to the next contract negotiations session the SiU contract department consider increasing the present rate of Main­ tenance & Cure. The chief pumpman . discussed the importance of deck co­ operation, and a vote of thanks was given to the steward department for the fine Christmas dinner. Next port: New York. (Conitinued on next page.) �-1^ ••^.r;*--=T--f.-/V- OVERSEAS NEW YORK (Mari­ time Overseas), December 23—Chair­ man Doke Eilette; Secretary Ezekiel M. Hagger; Educational Director G. Watson. No disputed OT. The chair­ man reports that all is going well. The captain is going on vacation and the crew wish him well. Payoff is sched­ uled in St. James. The secretary thanked everyone for their cooperation during the voyage, and the educational director urged all those who have the seatime to upgrade at Piney Point. Crew were reminded to keep their radios tumed down, not to slam doors, and to help keep the messroom clean. A vote of thanks was given to the steward department for a job well done, and the chairman wished everyone a merry Christmas and a happy New Year. Crewmembers stood for one minute of silence for our departed brothers. OVERSEAS WASHINGTON (Maritime Overseas), January 7— Chairman Michael Ventry; Secretary Cesar A. Guerra; Educational Director H. S. Buttler; Engine Delegate Michael W. Hall; Steward Delegate Teddy E. Aldridge. Some disputed OT in the engine department. Recertified Bosun Ventry reports that after loading two barges the ship will move to Port Arthur to finish unloading and for payoff. The patrolman will be at payoff and the chairman requests that all members report any unsafe conditions onboard to him or the head of their department. Recertified Steward Guerra said that past meeting minutes and crew lists were sent to headquarters. Crewmem­ bers were advised to read the LOG for better information about our Union and to apply to Piney Point "for a better tomorrow." A vote of thanks was given to the bosun and his gang for a job well done painting the dry store­ room and galley deck. The bosun and all the brothers gave a vote of thanks to the steward department for the won­ derful dinners on Thanksgiving and Christmas. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Port Arthur. M/V PATRIOT (Ocean Canriers), December 27—Chairman Howard C. Knox; Secretary Henry W. Roberts; Educational Director T. Kidd; Deck Delegate K. Koutouras; Engine Dele­ gate Frank Tymczyszyn; Steward Del­ egate Mark McGill. Some disputed OT Digest of Ships Meetings in the steward department. The chair­ man reported that the last payoff of the year will be on Dec. 31, and the first of the new year will be on Jan. 20. The November LOG was re­ ceived—the first LOG onboard in quite a while. Cooperation was asked of crew in helping to keep all areas clean, and it was agreed that something needs to be done about the poor launch service this trip. A vote of thanks was given to the steward department for providing a really delicious Christmas dinner for the crew. Next port: Diego Garcia. ROSE CITY (Apex Marine), De­ cember 19—Chairman Perry H. Greenwood; Secretary Norman Ev­ ans; Educational Director W. Christo­ pher; Deck Delegate C. A. Barrett; Engine Delegate W. B. Butt; Steward Delegate R. R. Poovey. No disputed OT. Effective Dec. 16, 1982, we re­ ceived a two percent cost of living raise, the chairman reported. It is very important for those who have the seatime to upgrade at Piney Point as soon as possible. Brother R. Smith was taken off at the Suez Canal due to illness. The steward department was given a vote of thanks from thg^rew. Next ports: Dumai and Anacx^^^ SAN PEDRO (Sea-Land Service), December 27—Chairman J. Delgado; Secretary A. Gregoire. No disputed OT. The ship is scheduled to pay off Dec. 30. Members were asked to be sure and have their correct social se­ curity number and to know how much seatime they have. This will also help the Union know when a man has to get off. The steward reminded crew to turn in all linen when going ashore. According to the old repair list, nothing has been done about the washer/dryer and the air-conditioning. The steward gave a vote of thanks to all depart­ ments for keeping the ship clean and for being good shipmates, and the steward department was given a vote of thanks for the good Christmas meals. Next port: Elizabeth, N.J. ST. LOUIS (Sea-Land Service), January 3—Chairman John McHale; Secretary Humberto Ortiz; Educational Director J. Speers. No disputed OT. The chairman reports that this has been a smooth voyage with all three departments working well together; all aboard appear to be happy. The sec­ retary stressed the importance of do­ nating to SPAD. With the Reagan administration's cutting of maritime programs and eliminating the U.S. Public Health Hospitals, we need our staff in Washington to help fight for our job security. The crewmembers of the St. Louis wish to report to the LOG that they are proud to have the new headquarters in the Washington, D.C. area and are pleased with how Pres­ ident Drozak is working for them. A vote of thanks was given to the steward department for a job well done, es­ pecially for the wonderful holiday meals. LNG TAURUS (Energy Transpor­ tation Corp.), January 3—Chairman T. Brooks; Secretary R. F. Frazier; Edu­ cational Director D. Brass; Deck Del­ egate R. Munroe; Engine Delegate D. Orsini; Steward Delegate G. Taylor. Some disputed OT in the deck de­ partment. There is $777 in the ship's fund. Several communications were read and posted, including a letter and telex about the COLA wage increase as well as a telex regarding the use of narcotics on ships. A reply from "Red" Campbell was also read with regard to raising the seatime limit from 120 to 125 days or lowering the vacation requirement from 125 to 120 days for LNG ships. Bosuri Brooks, who joined the ship at the last port in Japan, reported that this query had been mailed in numerous times before from various LNG ships but that no change could be made at this time. He also stated that although he had just come aboard, things looked quite good in all depart­ ments. Secretary Frazier brought up the importance of upgrading at Piney Point—important to seafarers and their job security, and important to the Union. A majority of crewmembers voted to move the exercise equipment to an­ other location due to excessive noise created while others are trying to sleep. They're also looking into the possibility of getting a separate TV for^use with the Atari game. The crew was pleased to see SlU patrolman Raleigh Minix aboard the ship. He warned about the possibility of contract loss if narcotics incidents occur on our ships. He said he would make visits as often as pos­ sible. THOMPSON PASS (Interocean Management), December 19—Chair­ man William J. Moore; Secretary Ad­ rian Delaney; Educational Director Don D. White. No disputed OT. A telegram was received from SlU President Frank Drozak regarding "B" and "C" senior­ ity, and a discussion was held conceming the present shipping rules. The chairman will communicate with head­ quarters and will report back to the crew at the next meeting. A vote of thanks was given to tfie steward de­ partment for the fine food prepared and served during the holidays. A spe­ cial note of thanks and appreciation was given to Patrice Kucharski, wife of the chief mate, who volunteered to decorate the crew and officers' lounges. the respective messhalls, and both Christmas trees. She also shared all her homemade cookies and Christmas cakes and "created a warm yuletide atmosphere aboard the ship this holi­ day season." Sincerest thanks to her from all of the crew. - ;-v WALTER RICE (Reynolds Metals Co.), December 5—Chairman E. Lasoya; Secretary T. J. Smith; Educa­ tional Director N. Rivas; Deck Delegate W. Robertson; Steward Delegate R. S. Pinion. No disputed OT. There is $12 in the movie fund. Everything is running smoothly in all departments. Arrival in Jacksonville will be the moming of Dec. 7. The chairman reminded crew that when getting off the ship, they should give 24 hours' notice. A rescue operation took place on Nov. , 24 at Q530. The officers and crew of the Walter Rice took aboard thirteen officers and crewmembers of the N/V Chrysovalantou (Piraeus, Greece) -fmi' 'mi • t I 5 h- ' i - when their ship's engine room caught on fire. "Well done on the rescue" was the word from the captain to the crew. There is some problem with the wash­ ing machine which will be taken up with the boarding patrolman at payoff. Thanks was given to the crew by the chairman for their help painting the inside decks. Next port: Jacksonville. Officialships minutes were also re­ ceived from the following vessels: BUTTON fiWIIWET IMCtflHCORN I'll covEUBomr DaHOiTE Daom - ••'il Oa VALUE DaiAIMR MMMETTE LMUiM IVKTORY IflN ONB WJtBIM OaOBIinKN •VBWtt ALICE IWBIKMMETIC IIUTJIUE iWTAGMB SANTA! IEATIU STAR OF TEXAS February 1983/LOG/27 �•V T T iv % Legal Aid In the event that any SlU memtiers have legal problems In the various ports, a list of attorneys whom they can consult Is being published. The member need not choose the recom­ mended attorneys and this list Is In­ tended only for Informational pur­ poses: NEW YORK, NEW YORK Schulman & Abarbanel 358 Fifth Avenue New York, New York 10001 Tele. # (212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engeiman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Deartxim Street Chicago, III. 60603 Tele. # (312) 263-6330 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele. # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 t LOS ANGELES, CALIF. Fogel, Rothschild, Feldmari & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CAUF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744^ Tele. # (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 36602 Tele. # (205) 433-4904 I ~ it : NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 14(K) Richards Building 837 Gravier Street New Orleans, La. 70112 Tele. # (504) 586-9395 PHILADELPHIA, PA. Kirschner, Walters, Willig, Weinberg & Dempsey Suite 110 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, MO. Gruenlierg, Sounders & Levine Suite 905—Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele. # (314) 231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie A 100 Bush Street, Suite 440 San Francisco, Calif. 94104 Tel|. # (415) 981-4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker 100 West Harrison Plaza Seattle, Wash. 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (813) 879-9842 28/LOG/February 1983 Courage and Safety Awards To SlU Members A nominee must be a U.S. National Safety Council, Ma­ Heroic and safety-minded SIU members have a chance to earn some recognition. But they bet­ ter act quickly as the deadline for three awards are rapidly ap­ proaching. SIU President Frank Drozak is a member of the select com­ mittee evaluating nominations for the American Merchant Ma­ rine Seamanship Trophy. Mar­ itime Administrator Harold E. Shear is the chairman of the committee charged with select­ ing the winner. The award, which has been presented to only 16 seamen in the last 20 years, honors a "dis­ tinguished feat of professional competence in the presence of extreme peril to life or property, or an outstanding feat of sea­ manship exemplifying the high­ est standards of professional competence under severe, ad­ verse weather conditions," ac­ cording to the committee. citizen who performed the feat while serving aboard a U.S.-flag vessel, yacht or other small craft during the calendar year 1982. All nominations must be re­ ceived by March 10, 1983 by the Secretariat, American Mer­ chant Seamanship Trophy, U.S. Merchant Marine Academy, Kings Point, N.Y. 11024. Nominations should include the name of the candidate; ves­ sel and owner; date, time and place of the incident; and weather conditions. Any other pertinent information or documentation should accompany the nomi­ nation. The other two contests are sponsored by the American In­ stitute of Merchant Shipping. The contests are the Ship Safety Achievements and Jones F. Devlin Awards. The Ship Safety Achievement Award is co-sponsored by the rine Division. The awards are for all vessels in the Americanflag merchant marine which have performed outstanding feats of rescue or shown seamanship which illustrates the high safety standards in the nation's fleet. Entries will be received until March 18. The Jones F. Devlin Awards are given to any self-propelled American-flag vessel which op­ erates for two consecutive years without a crewmember losing a full turn at watch because of an occupational injury. Entries will be accepted until April 15. Entries for both contests should be sent to Barbara D. Burke, director of public and legislative affairs, American In­ stitute of Merchant Shipping, 1625 K St., N.W., Suite 1000, Washington, D.C. 20006. Dispatchers Report for Inland Waters JAN. 1-31, 1983 'TOTAL REGISTERED All Groups Class A Class B Class C Port • ^ Gloucester New York ...i. Philadelphia Baltimore...i\..:... Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington i.,. r. .T. Seattle Puerto Rico Houston ...; Algonac St. Louis Piney Point ., Totals TOTAL SHIPPED All Groups Class A Class B Class C "REGISTERED ON BEAcif' All Groups Class A Class B Class C D Q 5 0 6 0 24 0 0 2 0 0 0 0 1 0 2 0 0 0 0 0 0 5 0 0 0 0 0 0 2 1 0 0 0 0 0 0 7 0 10 DEtiK DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 (r 0 1 2 0 0 0 0 0 0 0 0 0 1 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 13 0 6 0 49 Port Gloucester New York;.... .TT^r.". .r.^7TT. ."r.r7T:TTT. Philadelphia.. .• Baltimore Norfolk Mobile New Orleans Jacksonville ;..... San Francisco Wilmington Seattle '. Puerto Rico :.... Houston Algonac St. Louis Piney Point Totals.?: 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 1 0 0 0 0 1 0 0 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Q 0 0 0 0 1 0 0 2 0 0 0 4 0 0 0 0 0 1 0 1 0 0 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Port Gloucester New York. Philadelphia... Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Algonac St. Louis Piney Point Totals 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPA^ENT 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 . 0 0 0 0 0 0 0 1 1 0 0 0 0 1 0 0 0 3 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 56 23 20 .* ..;.... ; ..... ..............., 1 2 0 0 1 0 s Totals All Departmants. 28 10 10 * "Total Registered" means the number of men who actuaily registered for shipping at the port last month. " "Registered on the Beach" means the total number of men registered at the port at the end of last month. 2 0 0 1 4 0 2 3 4 0 15 0 ' 0 " 0 0 2 0 2 0 0 1 0 . .. ' ..r.84 0 ,0 5 -4 M) 0 0 0 2 0 0 0 0 11 0 0 18 20 �It's That Time of Year Agair> Here's Some Help Some General Information In Filing Your Tax Return It's that time of year again. Uncle Sam is on his way, looking for his tax money. April 15 is the magic date. If you file later than that, you could be slapped vtith penalties, unless you secure an extension from the ERS. Remember, the earlier you file, the sooner you will receive your refund. If you are one of those unlucky souls who owes the government money, you have our sympathies. There have been some changes in the tax laws which mightyapply to you. If they do, you may save a few dollars, so read this carefully. Here are some general tips for your 1982 taxes: Who Must File Your income and your filing status generally determine whether or not you must file a tax return. You must fUe a return And your for lf»82, even if you income was , owe no tax; at least; If you were single (this also means legally separated, di­ vorced, or married with a dependent child and living apart from your spouse for all of 1982) and: Under65.... 65 or over $3,300 4,3O0 If you were married filing a joint return and were living with your spouse at the end of 1982 (or on the date your spouse died), and: Both were under 65 One was 65 or over Both were 65 or over 5,400 6,400 7,400 If you were married filing a separate return or married ;bu( were not living with your spouse at the end of 1982 ... 1,000 If you could be claimed as a dependent on your parents' return, and had taxable divi­ dends, interest, or other un­ earned income of $1,000 or more 1,000 If you were a qualifying widow(er) with a dependent child and: Under 65........... 65 or over 4,400 5,400 If you could exclude income from sources within U.S. possessions dent aliens who are married to citizens or residents of the United States at the end of 1982 and who file a joint return under Special Rule for Aliens. Note: Different rules apply if you were a nonresident alien at any time during 1982 (unless you file a joint return as mentioned above). You may have to file Form 1040NR, U.S. Nonresident Alien Income Tax Return. Also get Publication 519, U.S. Tax Guide for Aliens. • . ' Who Should File 1,000 If you were self-employed and your net earnings from this work were at least $400 If you received any advance earned income credit (EIC) payments from your employer(s) during 1982 Even if your income was less than the amounts shown above, you must file a return if you owe any taxes, such as: • PICA (Social Security) on tips you did not report to your employer. • Minimum Tax. • Tax on an IRA (Individual Retire­ ment Arrangement). • Tax from recapture of investment credit. These rules apply to all U.S. citizens and resident aliens, including those under 21 years of age. They also apply to those nonresident aliens and resi­ 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. \^ch Form to FOe You MAY Be Able to UseForm 1040EZ if: • You were single and claim only your personal exemption, • You had only wages, salaries, and tips, and not more than $400 of interest income, and • Your taxable income is less than $50,000. Form 1040A if: • You had only wages, salaries, tips, unemployment compensation, inter­ est, or dividends. AND • Your taxable income is less than $50,000. Since Forms 1040A and 1040EZ are easier to complete than Form 1040, you should use one of them 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 IvroST Use Form 1040 if: • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You can still use Form 1040A if you have a dependent child and can meet the tests 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. • You are a qualifying widow(er) with a dependent child. • You were a nonresident alien during any part of 1982 and do not file a joint return (or Form 1040NR). • You were married to a nonresident alien at the end of 1982 who had U.S. source income and you do not file a joint return. Exception: You can still use Form 1040A if you meet the tests und&r Married Persons Who Live Apart (and Abandoned Spouses). • You receive any non-taxable divi­ dends, or you elect to exclude divi­ dends received undera qualified public utility dividend reinvestment plan. • You take any of the Adjustments to Income shown on Form 1040, lines 23-28, 30, and 31. • You file any of these forms: Form 1040—^ES, Declaration of Esti­ mated Tax for Individuals, for 1982 (or if you want to apply any part of your 1982 overpayment to estimated tax for 1983). Schedule G, Income Averaging. Form 2210, Underpayment of Esti­ mated Tax by Individuals. Form 2555, Fofeign Earned Income. Form 4^, Exclusion of Income from Sources in United States Possessions. • You owe any of the taxes on Form 1040, line 39 or lines 51 through 57. • You claim any of the credits on Form 1040, lines 41-43 and 45-48. • You claim any of the payments on Form 1040, lines 63, 65, 66, or 67. • You are required to fill in Part III of Schedule B for Foreign Accounts and Foreign Trusts. When to FUe You should file as soon as you can after January 1, but not later than April 15, 1983. 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, Ap­ plication for Automatic Extension of Time to File U.S. Individual Income Tax Return. If you are living or traveling outside the country on April 15, you can get an automatic two-month extension of time to file. Just attach a statement to your return explaining the details. Where to File Please use the addressed envelope that came with your return. If you do not have an addressed envelope, or if you moved diuing the year, mail your re­ turn to the Internal Revenue Service Center for the place where you live. No street address is needed. Other Information Death of Taxpayer Did the taxpayer die before filing a return for 1982?—If so, the taxpayer's spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal represent­ ative can be an executor, administra­ tor, or anyone who is in chmge of the taxpayer's property. If the taxpayer ^d not have to file a return but had tax withheld, a return must be filed to get a refund. (Continued on next page.) ' February 1983/LOG/29 • •" • -Kr. •'U' �Some General Information In Filing Your Tax Retum (Continued from page 29.) If your spouse died in 1982 and you did not remarry in 1982, you can file a joint retum. You can also file a joint return if your spouse died in 1983 before filing a 1982 retum. A joint retum should show your spouse's 1982 income before death, and your income for all of 1982. Write "deceased" and show the date of death in the name and address space of Form 1040. Also write "Filing as surviving spouse" in the area where you sign the retum. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviving spouse filing a joint retum with the decedent and you follow the above instructions, no other form is needed to have the refund issued to you. However, all other filers request­ ing a refund due a decedent must file Form 1310, Statement of Person Claiming Refund Due a Deceased Tax­ payer, to claim the refund. If you want more details, please get Publication 559, Tax Information for Survivors, Executors, and Adminis­ trators. U.S. Citizens Living Abroad Generally, foreign source income must be reported on your retum. Please get Publication 54, Tax Guide for U.S. Citizens Abroad, for more informa­ tion. Volunteer Income Tax Assistance (VITA) and .Tax Counseling for the Elderly (TCE) Free help is available in most com­ munities to lower income, elderly, handicapped, and non-English speak-^ ing individuals in preparing Form 1040EZ, Form 1040A, and basic Form 1040. Call the toll-free telephone num­ ber for your area for the location of 'the volunteer assistance site near you. Unresolved Tax Problems IRS has a Problem Resolution Pro­ gram for taxpayers who have been unable to resolve their problems with IRS. If you have a tax problem you have been unable to resolve through^ normal channels, write to your local IRS District Director or call your local IRS office and ask for Problem Res­ olution assistance. The Problem Resolution Office will take responsibility for your problem and insure that it receives proper at­ tention. Although this office cannot change the tax law or technical deci­ sions, it can frequently clear up mis­ understandings that resulted from pre­ vious contacts. Rounding Off to Whole Dollars You may round off cents to the nearest whole dollar on your return and sched­ ules. But, if you do round off, do so for all the amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example: $1.39 be­ comes $1 and $2.69 becomes $3. Presidential Election Campaign Fund fc- This fund was established by Congress to support public financing of Presi­ dential election campaigns. 30 / LOG / February 1983 You may have $1 go to the fund by checking the Yes box. On a joint re­ tum, both of you may choose to have $1 go to this fund, or both may choose not to. One may choose to have $1 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 re­ turn. Do not claim this amount as a credit for political contributions on line 44. Filing Status Were. You Single or Married? Consider yourself single if on Decem­ ber 31 you were unmarried or sepa­ rated from your spouse either by di­ vorce 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 Abandoned. Spouses), you may con­ sider yourself single for the whole year. If your spouse died during 1982, consider yourself married to that spouse for the whole year, unless you remar­ ried before the end of 1982. 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 in­ come, exemptions, deductions, and credits for you and your spouse. Both of you must sign the retum, even if only one of you had income. You and your spouse can file a joint retum even if you did not live together for the whole year. Both of you are responsible for any tax due on a joint retum, so if one of you does not pay, the other may have to. If your spouse died in 1982, or in 1983 before filing a retum for 1982, write in the signature area "Filing as surviving spouse." Also write "de­ ceased' ' after the name of the decedent and show the date of death in the name and address space. Separate Returns. You can file sep­ arate retums if both you and your spouse had income, or if only one of you had income. If you both file, you and your spouse must figure your tax the same way. This means if one itemizes deductions, the other must • itemize. You each report only your own income, exemptions, deductions, and credits, and you are responsible only for the tax due on your own retum. If you file a separate retum, write your spouse's full name in the space after Box 3 and your spouse's social security number in the block provided for that number. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemptions for your spouse. Deduction for a Married Couple When Both Work If you are married, both of you have eamed income, and you file a joint return for 1982, generally you can deduct 5% of the qualified eamed in­ come of the lesser-eaming spouse. Attach Schedule W (Form 1040) to claim this deduction. New Form 1040EZ If you are single, your income is only from wages, salaries, and tips, and you do not have more than $400 of interest income, you may be able to use the new Form 1040EZ. Get Form 1040EZ to see if you qualify. (You will need the Tax Table in the instmctions for either Form 1040 or Form 1040A to figure your tax.) Tax Rate Reduced The rate of tax for all brackets has been reduced for 1982. However, no additional computation is needed be­ cause the reduction has already been built into the Tax Table and the Tax Rate Schedules for you. of your charitable contributions up to a maximum of $25 ($12.50 if married filing separately) even if you do not itemize your deductions. Income Tax Withholding on Pensions and Annuities Generally, beginning in 1983, income tax will be automatically withheld from your pension or annuity payments as if they were wages. However, you can choose not to have taxes withheld. See Form W-4P for details. Child and Dependent Care Credit Increased The maximum credit for 1982 can be as much as $720 for one qualifying individual and $1,440 for two or more. These amounts decrease as youf ad­ justed gross income goes above $10,0(X). Please see Form 2441 for more infor­ mation. New Rules for Individual Retirement Arrangements (IRAs) Beginning in 1982, you can put up to $2,000 (but not more than your eamed income) in an IRA even if you are covered by your employer's pension plan. New Deduction for Charitable Contributions GeneraUy, in 1982 you can deduct 25% the rates for Single or Married filing a separate retum. You may use this filing status ONLY IF on December 31, 1982, you were unmarried (including certain married persons who live apart) or legally sep­ arated and meet test a or b below: a. You paid more than h^ the cost of keeping up a home which was the principal residence of your father or mother whom you can claim as a dependent. (You must be able to claim this parent as your dependent without a Multiple Support Declaration, but you did not have to live with that parent.) OR b. You paid more than half the cost of keeping up the home in which you lived and in which one of the following also lived all year (except for tempo­ rary absences for vacation or school): 1. Your unmarried child, grand­ child, 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 depend­ ent, enter that person's name in the space provided on line 4. Enter only one name. If any other person qual­ ifies 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 Sup­ Were You a Head of port Declaration.) Household? 3. Any other person listed below whom you can claim as a dependent. There are special tax rates for a person However, this person does not qual­ who can meet the tests for Head of ify you if he or she is your dependent' Household. These rates are lower than New Exclusion of Certain Reinvested Dividends from Public Utility Companies Generally, you can now exclude up to $750 ($1,500 on a joint retum) of the dividends you received under the qu^ified reinvestment plans of public util­ ities. Income Tax Withhoiding on Interest and Dividends Generally, interest and dividends paid after June 30, 1983, wUl be subject to income tax withholding of 10%. How­ ever, certain taxpayers can file a cer­ tificate to be exempt from this with­ holding. See Form W-6 for details on who qualifies for exemption. under a Multiple Support Declara­ tion. Grandparent Brtnlier Sister Stepbrother Stepsister Stepmother Stepfather Mothv»n-law Father-in-law Brother-in-law Sister-in-law Son-in-law Daughter-in-law, or if related by blood: Uncle Aunt Nephew Niece ' Note: If you receive payments under the Aid to Families with Dependent Children (AFDC) program and use them to pay part of the cost of keeping up this home, you may not count these amounts as furnished by you. Were You a Qualifying Widow or Widower With a Dependent Child? If so, you may be able to use joint retum tax rates for 1982. If your spouse died during 1981 or 1980 and you did not remarry before the end of 1982, file a retum for 1982 showing only your own income, ex­ emptions, deductions, and credits. However, you can figure your tax at joint retum rates if you meet all three of the following tests: • You could have filed a joint retum with your spouse for the year your spouse died. (It does not matter whether you actually filed a joint return.) • Your dependent child, stepchild, or foster child lived with you (except for temporary absences for vacation or school). • You paid over half the cost of keep­ ing up the home for this child for the whole year. (Continued on next page.) �Some General Information In Filing Your Tax Return (Continued from page 30.) Exemptions For Yourself You can always take one exemption for 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, 1983, you caiv-take the extra exemption for age for 1982. For Your Spouse j You can take exemptions for your spouse if you file a joint return. If you file a separate return you can take your spouse's exemptions only if your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption if your spouse was neither blind nor 65 or over. Tzike two exemptions if he or she was blind or 65 or over. Take three exemptions if blind and 65 or over. Be sure to check all the boxes on line 6b for the exemptions you can take for your spouse. If at the end of 1982, you were divorced or legally separated, you can­ not 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 1982 and you did not remarry before the end of 1982, check the boxes for the exemp­ tions you could have taken for your spouse on the date of death. 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 including your dependent children who did not live with you. Fill in the total number in the box to the right of the arrow. Each person you claim as a depend­ ent has to meet ALL five of these tests: a. income; b. support; c. married dependent; d. citizenship or residence; and 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 five months of the year). Note: Gross income does not include nontaxable benefits such as social se­ curity or welfare benefits. 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. 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. 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—Yon 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. If you care for a foster child, see Publication 501, Exemptions, for spe­ cial rules that apply. c. Married Dependent The dependent did not file a joint return with his or her spouse. How­ ever, if neither the dependent nor the dependent's spouse is.required to file, but they file a joint return to get a refund of tax withheld, you may claim him or her if the other four tests are met. d. Citizenship or Residence The dependent was a citizen or resi­ dent 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 1. or 2. below. 1. Was related to you (or your spouse if you are filing a joint return) in one of the following ways: Child Stepchild Mother Father Grandparent Brother Sister Grandchild Stepbrother Stepsister Stepmother Stepfather Mother-in-law Father-in-law Brother-in-law Sister-in-law Son-in-law Daughter-in-law or, if related by blood: Uncle Aunt Nephew Niece 2. Was any other person who lived in your home as a member of your household for the whole year. A person is not a member of your bousebold if at any time during your tax year the relationship between you and that person is against local law. The word child includes: • Your son, daughter, stepson, or stepdaughter. • A child who lived in your home as a member of your family if placed with you by an authorized placement agency for legal adoption. • A foster child (any child who lived in your home as a member of your family for the whole year). Student Depmdenf. Eyen if your child had income of $1,000 or more, you can claim the child as a dependent if he or she can meet tests b, c, and d above: AND • was enrolled as a full-time student at a school during any five months of 1982, or • took a full-time, on-farm training course during any five months of 1982. (Thei course had to be given by a school or a state, county, or local government agency.) Children of Divorced or Separated Par­ ents. If a child's parents together paid more than half of the child's support, the parent who has custody for most of the year can generally take the exemption for that child. However, the parent who does NOT have cus­ tody (or who has the child for the shorter time), may take the exemption if a or b below, applies. a. That parent gave at least $600 to­ ward the child's support in 1982, and the decree of divorce or separate main­ tenance (or a written agreement be­ tween the parents) states he or she can take the exemption, OR b. That parent gave $1,200 or more for each child's support in 1982, and the parent who had custody cannot prove that he or she gave more than the other parent. Note: To figure the amount of sup­ port, a parent who has remarried and has custody may count the support provided by the new spouse. Income F ^mples of Income You Do Not Report (Do not include these amounts when you decide if you must file a return.) Federal social security benefits. Welfare benefits. Disability retirement payments (and other benefits) paid by the Veterans Administration. Workmen's compensation benefits, in­ surance damages, etc., for injury or sickness. Child support. Gifts, or money or other property you inherited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received be- ' cause of a person's death. Interest on certain State and municipal bonds. Amounts you received from an insur­ ance company because you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report reimburse­ ments for normal living expenses as income.) Amounts an employer contributed on your behalf and benefits provided to you as an employee or the spouse or dependent of an employee, under a qualified group legal services plan. Examples of Income You Must Report The following kinds of income should be reported on Form 1040, or related forms and schedules. You may need some of the forms and schedules listed below. Wages, including salaries, bonuses, commissions, fees, and tips. Dividends (ScheduleB). Interest (Schedule B) on: tax refunds; bank deposits, bonds, notes; All-Savers Certificates; U.S. Savings Bonds; mortgages on which you receive payments; certain arbitrage bonds issued by state and local governments; and accounts with savings and loan as­ sociations, mutual savings banks, credit unions, etc. (Continued on next page.) Voluntary Contributions to Reduce the Public Debt more tax withheld to avoid owing IRS a large amount. You can make a voluntary contribu­ tion to reduce the public debt. If you wish to do so, enclose a separate check with your income tax return and make it payable to "Bureau of the Public Debt." Please do not add it to any tax you may owe. If you owe tax, include a separate check for that amount pay­ able to "Internal Revenue Service." Exclusion for Qualified Interest from All-Savers Certificates Estimated Tax Payments— Retirees and Others with Income Not Subject to Withholding If you are retired or have income not subject to withholding (such as capital gains), you may have to make esti­ mated tax payments. If you do not pay enough estimated tax or have enough tax withheld, you may be charged a penalty. For more details, see Publication 505, Tax Withholding and Estimated Tax. Do You Want More or Less Income Tax Withheld in 1983? If the refund you receive is large, you may want to decrease your withhold­ ing for 1983. If you are a working married couple, or had two or more jobs, or had income not subject to withholding, you may need to have You are entitled to a lifetime exclusion of up to $1,000 ($2,000 if married filing a joint return) of qualifying interest from All-Savers Certificates. Claim this exclusion on Schedule B (Form 1040). Could You Pay Less by Income Averaging? If there has been a large increase in your income this year, you may be able to pay less tax by using the income averaging method to figure your tax. However, generally you must have provided at least one-half of your own support each year from 1978-1981. Please get Schedule G (Form 1040) to see if you qualify. Divorced Persons— Property Settlement If you transfer to your spouse as part of a property settlement because of divorce, you may have a taxable gain. If you transfer business or investment property, you may have a taxable gain or a deductible loss. Please get Pub­ lication 504, Tax Information for Di­ vorced or Separated Individuals, for details. February 1983/LOG/31 .... �Some General Information In Filing Your Tax Return 11 (Continued from page 31.) Unemployment compensation (insurance) Distributions from an Individual Re­ tirement Arrangement (IRA) or a Simplified Employee Pension (SEP). Amounts received in place of wages, from accfdent and health plans (in­ cluding sick pay and disability pen­ sions) if your employer paid for the policy. Adjustments to Income Moving Expense Employees and self-employed persons (including partners) can deduct certain moving expenses. The move had to be in connection with your job or business. You can take this deduction only if your change in job location has added at least 35 miles to the distance from your old residence to your work place. If you had no former principal work place, your new principal work place must be at least 35 miles from your former residence. If you meet these requirements, you should see Form 3903 for details. Use Form 3903 to figure the amount of moving expenses to show on line 23. If you moved outside the United States or its possessions, see Form 3903F. If your employer paid for any part of the move, you must report that as income on Form 1040, line 7. Your employer should give you Form 4782 and include that amount in total wages, tips and other compensation on Form W-2. "i w •I :-y V I-1 •f: . -fv Alimony Paid You can deduct periodic payments of alimony or separate maintenance made under a court decree. You can also deduct payments made under a written separation agreement entered into af­ ter August 16, 1954, or a decree for support entered into after March 1, 1954. Don't deduct lump-sum cash or property settlements, voluntary pay­ ments not made under a court order or a written separation agreement, or amounts specified as child support. For details, get Publication 504, Tax Information for Divorced or Separated Individuals. Deduction for a Married Couple When Both Work For 1982 you can claim a deduction if: • you are married filing a joint return, • both you and your spouse have Qualified Earned Income, and • you do not exclude income earned abroad or in U.S. possessions or claim the foreign housing deduction. Generally, earned income is income you receive for services you provide such as*wages, salaries, tips, and com­ missions. It also includes income earned from self-employment. Caution: Do not consider community property laws in figuring your earned income. Complete Schedule W (Form 1040) to figure your deduction. jDeduction for Charitable Contributions For 1982, you may deduct part of your charitable contributions even if you do not itemize your deductions. Your 32 / LOG / February 1983 deduction is limited to 25% of your first $100 ($50 if married filing sepa­ rately) of contributions to qualified organizations. Therefore, you can de­ duct up to $25 ($12.50 on a separate return) on line 34b. Include what you gave to, or for the use of, a qualified organization. Ex­ amples of qualified orgamzations are: churches. United Way, and nonprofit schools and hospitals. Contributions can be cash (including checks and money orders), property, or out-of-pocket expenses paid to do volunteer work for a qualified orga­ nization. Partial Credit for Political Contributions You may take a tax credit on this line for contributions to candidates for public office and to newsletter funds and political committees of candidates and elected public officials. Caution: Do not take this credit for the $1 or $2 you checked to go to the Presidential Election Campaign Fund. To figure your credit, add up the amounts you gave. Enter half of this total on line 44, but do not enter more than the smaller of the following; a. $50 ($100 if you are married and filing a joint return), or b. The amount on line 40 reduced by the credits on lines 41, 42, and 43. For more information, please see Publication 585, Voluntary Tax Meth­ ods to Help Finance Political Cam­ paigns. Credit for Child and Dependent Care Expenses You may be able to take a credit on line 45 for payments you made for child and disabled dependent care while you (and your spouse if you are mar­ ried) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 15 or your dependent or spouse who could not care for himself or herself. .Sign and date your return. Form 1040 is not considered a return unless you sign it. Your spouse must also sign if it is a joint return. Address Change If you move after you file your return and you are expecting a refund, you should notify the post office serving your old address. Also notify the IRS service center where you ffled your return of your address change. This will help to forward your check to your new address as soon as possible. Be sure to include your social security number in any correspondence with the IRS. How Long Should Records Be Kept? Keep records of income, deductions, and credits shown on your return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return. Usually this is three years from the date the return was due or filed, or two years from the date the tax was paid, whichever is later. Also keep copies of your filed tax returns as part of your records. You should keep some records longer. For example, property records (in­ cluding those on your own home) should be kept as long as they are needed to figure the basis of the original or re­ placement property. For more details get Publication 552, Recordkeeping for Individuals and a List of Tax Publi­ cations. Amended Return If you file your income tax return and later become aware of any changes you must make to income, deductions, or credits, file Form 1040X, Amended U.S. Individual Income Tax Return, to change the Form 1040, 1040A, or 1040EZ you already filed. If your Federal return is changed for any reason, it may affect your state income tax liability. This would include changes made as a result of an examination of your return by the IRS. Contact your state tax agency for more information. state and local income taxes; real estate taxes; general saiw taxes; personal property taxes;"interest charges on home mortgages, credit cards, automobile loans, personal notes; charitable, reli­ gious, educational, scientific or literary contributions (including cash, property, and personal ex­ penses); losses by theft, fire, van­ dalism, storm, car and boat ac­ cidents; some employee expenses such as union and professional dues, safety equipment and pro­ tective clothing. K you have waded through the previous four pages of tax tips, you will have noticed there was no information for those of you who may wish to itemize your returns. That information may be found in the tax return booklet the IRS mails to each taxpayer. If you plan to itemize, here are a few examples of what you may and may not deduct. But please check with the IRS to make sure you are eligible to itemize and for the details on allowable de­ ductions. YOU MAY DEDUCT: Medical and dental expenses; YOU MAY NOT DEDUCT: The basic cost of Medicare insurance; the cost of life insur­ ance or income protection poli­ cies; nursing care for a healthy baby; illegal operations or drugs; travel your doctor told you to take for a rest or change; funeral burial or cremation costs; federal income tax; social security tax; federal excise tax; gasoline tax; car inspection fees; fees or dues to country clubs, fraternal or­ ders, or lodges; gifts to labor unions, chambers of commerce and social clubs. Remember, if yop plan to itemize, read your IRS tax book­ let carefully or consult with the IRS or a tax specialist for proper advice. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five month trip in September, 1981, paying off in January, 1982, would have all the five months' earnings appear on his 1982 W-2 even though his actual 1982 earnings might be less than those in 1981. There are ways to minimize the impacts of this situation. For example, while on the ship in 1981, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1981 income. Unfortunately, this raises an­ other complication. The seaman who reports these earnings in 1981 will not have a W-2 (with­ holding statement) covering them. He will have to list aU allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these earnings in 1981, he will have to pay the full tax on them with his return, at 12 percent or up­ wards, depending on his tax bracket. The earnings will show up on his 1982 W-2. The seaman then, on his 1982 return would have to explain that he had re­ ported some of his earnings in 1981 and paid taxes on them. He would get a tax refund ac­ cordingly. 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 for a full year until he gets the refund. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seapian had very little income in dne year and very considerable income the next. Otherwise the tax say­ ing is minor and probably ndt worth the headache. �..... . ;« . *" On the Shimmer Dispatchers Report for Great Lakes JAN. 1-31, 1983 Port Algonac.......7.. Taking a quick cigarette break on­ board the Radcliff vessel Shimmer in the Industrial Canal of New Or­ leans are (I. to r.) Deckhands Jeff Summers, Dave Flowers and Wayne Massey. .... *TOTAL REGISTERED All Groups Class A Class B Class C .....11 • Port Algonac...^.^^.yy...,v...... Port > Algonac .............. Port Algonac. 0 1 8 1 0 1 1 0 16 7 0 TOTAL SHIPPED All Groups Class A CjassB Class C DECK DEPARTMENT 0 0 0 ENGINE DEPARTMENT 0 1 0 STEWARD DEPARTMENT 1 0 0 ENTRY DEPARTMENT 0 0 0 "REGISTERED ON BEACH All Groups Class A Class B Class C 18 1 2 16 3 \ 0 13 0 29 13 0 20 2 Totals All Departments 36 9 1 1 1 0 64 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. KNOW YOUR RIGHTS KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of syour shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is; Angus "Red" Campbdl Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Geoigcs County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations; such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU . 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 membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and 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. 17 .". K- 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 contTacts 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. iiiiiNimiiiiiiiiiiiiniiiiuiiiiiiiiiiHiiiiiiiniiiiHiiiiu^^^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no 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. 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. AH contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a 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 feels that any of the above rights have heen violated, or that he has been denied his constitntionai right of access to Union records or infonnatkm, he diouid immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Wsy and Britannia Wijl Prince Georges County, Camp Springs, Md. 20746. DONY BE DOPEYONE BO^T, AND YOU RE ON THE BEACH FOR , LI FE / February 1983/LOG/33 r - ..i' �•' Senate Seeks Simplified Shipping Code Following a 20-year effort by the Coast Guard to untangle the inconsistencies in language and organization of U.S. marine and seamen's welfare laws spanning 100 years, the thorough recod­ ification of Title 46 U.S. Code"Shipping" has reached the Senate. If enacted, backers say the bill will allow proper enforce­ ment of laws governing com­ mercial shipping and recrea­ tional boating and long-sought modernization of the content of Title 46 laws. Introduced origi­ nally last July, the first version passed to committee review where bipartisan maritime and industry interests were consid­ ered. Calling the bill "long over­ due," Sen. Robert Packwood (R-Ore.), sponsor of the bill, noted for years amendments have been added which solved immediate problems, but did not match statutes previously for­ mulated and founded upon cus­ tomary practices. Language changes from archaic to con­ temporary terminology, from statute to amendment, made in­ terpretation of laws difficult, time consuming and absent of uni­ form definitions. "A minimum of 13 sections of the U.S. Code must be con­ sulted to ascertain the various types of vessels subject to the general 'inspection' authority of the Coast Guard," Packwood told senators. APL to Modify 3 C-8 Ships Cargo For Fuel, J^k The SlU-manned (steward consumption by 20 percent at department) American Presi­ full load. APL expects to save dent Line (APL) is modifying 22,000 barrels of fuel annually. its three C-8 class containerAlso the new streamlined ships to improve their fuel effi­ stems will increase each ves­ ciency, speed and cargo carry­ sel's service speed by 1.5 knots ing capacity. o at full power. Meanwhile, APL's new C-9 The capacity of each ship will ships, the SS Presidents Wash­ ington and Monroe will begin be increased by 47 40-foot con­ service this month and in March, tainers and 112 45-foot con­ tainers, bringing each ship's to­ respectively. The modification of the C-8s tal capacity to 2,016 20-foot will cost $10.5 million. It wUl boxes. And the latest shipboard entail trimming and tapering the technology will be installed in stem of each ship to cut fuel each ship's engine room. Monthly Membership Meetings Port • ir. . \ : ii"i iS! 'i ^0 Date Monday, March 7 New York Tuesday, March 8 Philadelphia .... .... .Wednesday, March 9 Baltimore .Thursday, March 10 Norfolk Thursday, March 10 Jacksonville .... Friday, March 11. ' Algonac •. Friday, March 11 Detroit. Monday, March 14 Houston Tuesday, March 15 New Orleans .Wednesday, March 16 Mobile Thursday, March 17. San Francisco Monday, March 21 Wilmington... Friday, March 25 Seattle .Friday, March 11 Piney Point... Thursday, March 10 San Juan Friday, March 18 St. Louis .Thursday, March 10 Honolulu Wednesday, March 16 Duluth Jeffersonville Thursday, March 17 Gloucester........ • • . . v .. .Tuesday, March 22 Jersey City Wednesday, March 23 34 / LOG/February 1983 Deep Sea Lakes, Inland Waters •. • 2:30 p.m. 2:30 p.m. 2:30 p.m. • 9:30 a.m. 2:00 p.m. 2:30 p.m. • • 2:30 p.m. 2:30 p.m. 2:30 p.m. • *• • • • 2:30 p.m. • • • 2:30 p.m. 2:30 p.m. 3:00 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. • 2-30 p.m. 2:30 p.m. 2:30 p.m. 2^30 p^.m. •f -7::. K.S^:. $ " 3SS:afi^-' v» She's a Lundeberg Grad, Baker, Cake Decorator in Honolulu HLSS grad and upgrader Katharine Thatcher, wife of the port of Honolulu^Hawaii) Patrolman Kevin Thatcher, last month was featured in a story headed "This Could Be the Start of Something Big in the Sunday Today section of the local paper, She trained to be a baker at the Lundeberg School and was a cook aboard the freighter, SS Mauna Kea (Matson Line). _ Katharine came ashore to await the birth of her second child in the spring. So she became a custom birthday cake baker and decorator. One of her specialties is a flower basket-shaped cake. •Tve always been interested in cooking. My mother went to work when I was seven and from that time I would come home from school and start dinner. I never really thought of it as a chore, she said. "I guess my biggest problem, since being a professional cook, is to scale down to cooking for just the two of us and the baby We do a lot of entertaining and I push seconds. I even give doggy bags. Mrs. Thatcher studied cake decorating in her hometown of Los Angeles but found that some of the more elaborate frostings didn t travel well. "The humid climate of Honolulu was a problem at first. The frosting slid right off the cake, so I've made recipe changes for the weather." She said that she preferred to do the unusual, making a teenager s birthday cake of butter decorated with a piece of carrot cake in the shape of a roller skate. "I always tell the bride that if she wants the traditional white cake she might just as well go to the bakeiy.' Mrs. Thatcher has made wedding cakes from carrot cake, chocolate, lemon or prune cake and even a layer of each. M/V Pride of Texas Sails Soon to Haifa, Israel From a Gulf or Atlantic port on Feb. 20, the M/V Pride of Texas (Titan Navigation) will sail to Haifa or Ashdod, Israel with a cargo of 35,000 tons of wheat or 32,000 tons of corn. House Report on SS Poet Urges Tough Inspections The U.S. House of Representatives Merchant Marine and Fisheries Committee report on the loss of the SlU-contracted SS Poet more than two years ago with 34 lost called On the Coast Guard to make stiffer and more frequent inspections on older vessels and urged passage of a new, tougher maritime safety bill. The committee drew from probes by federal agencies, recommen­ dations by a Coast Guard inspector who lost a son on the Poef, testimony at committee hearings and a series of articles in the Phlladeiphia inquirer on the poor safety record of ships owned by the owner of the Poet, Henry J. Bonnabel. It also recommended that the U.S. Congress should make ship­ owners promptly report a missing ship, change liability laws so rightful claims for loss of life are adequately paid, and make mandatory the internal inspection of ballast tanks and double-bottom hulls. Retired Coast Guard Capt. Arthur W. Gove, who lost a son on the Poet and was former head of the N.Y. Marine Inspection Office, testified before the commiittee that salt water ballast tanks on ships were not properly inspected. Finally, it recommended that laws be passed to require ships to join all existing location-reporting systems in the U.S. so they could "flag" any ship that didn't report on a regular schedule. SS President Taylor to Carry Rice for Bangladesh On Feb. 21 from a West Coast port, the SS President Taylor (APL) will carry 17,694 metric tons of bagged rice to Chittagong-Chaina, Bangladesh. More Layoffs in Shipping Companies Late in January, the Waterman Steamship Co. let 30 employees go as Sea-Land dismissed 30 to 40 employees. American President Lines "acknowledged" that it is "restructuring" its North Americarl operation. Next Month, July, Sept SS Del Valle Goes to Cape Verde Is., L/der/a From Mar. 2-11, the SS Dei Vaiie (Delta Line) sails to the Cape Verde Is. with 10,000 metric tons of bagged corn for delivery in Mindelo and Praia. From July 1-10 and Sept. 1-10, from a Gulf port, ^ she then travels to Monrovia, Liberia with 6,250 metric tons of bagged rice. �^ V:; Itt-itt Seafarers International Union of North America, AFL-CIO The Race Is On It's hard to believe, but the 1984 pres­ idential election is already under way. Alan Cranston, the liberal Democratic sen­ ator from California, has formally an­ nounced his candidacy. Walter Mondale, the front-runner, is expected to announce within the next few weeks. It is easy to get lost in the glaniour of presidentiial politics. Often, personalities^ seem more important than issues. News­ papers devote a lot more space to Ted Kennedy's marital problems than to his position on the maritime industry. Despite the difficulties, it is important that our members take the extra time to understand the issues. The American-flag merchant marine is facing its most serious challenge ever, and what you do may make a big difference. Jobs are at stake. The Hoggs Bill I jm;,- , 'iSfTiSDS' One of the greatest disappointments of last year's lame duck session was the way that Congress treated the Competitive Shipping and Shipbuilding Act of 1982. Time was in such short supply that Con­ gress was unable to give the proposal the consideration it deserved. That has now changed. Rep. Lindy Boggs (D-La.) has re-introduced the bill, which is now numbered H.R. 1242. This session of Congress is barely a month old, and already 45 co-sponsors have added their names to the legislation. If enacted, the bill would do a great deal to turn around the sagging fortunes of the American-flag merchant marine. Under its terms, 5 percent of all bulk cargo would be carried on American-flag vessels. That percentage would be increased by 1 per­ cent a year until a target figure of 20 percent is reached. The legislation has generated a great deal of favorable comment. The widely respected Journal of Commerce endorsed the legislation last year in one of its edi­ torials. Maritime Programs Cut J The Reagan administration has intro­ duced its budget for Fiscal Year 1984. It calls for a dramatic increase in defense spending and cuts funding for almost every domestic program to the bone. Spending for the maritime industry would be maintained at present levels or cur­ tailed. A $900 million cap would be put on the Title XI Loan Guaranty Program. This represents a bjg cut from last year. The $900 million figure is even smaller than it looks: $300 million would be allo­ cated only in the event of a national emergency. The administration is trying hard to persuade Congress to allow subsidized operators to build their vessels in foreign shipyards. This represents a major threat to the American shipbuilding industry, which has reached its lowest point since February 1983 Legislative, Administrative and Regulatory Happenings World War II. The proposed budget retains all the cuts that were made last year. No mention is made of the Construction Differential Sub­ sidy Program, although Sen. Daniel Inouye (D-Hawaii) has introduced legisla­ tion that would revive that program. A separate story on the budget is con­ tained elsewhere in this paper. CDS Buyout The administration is toying with the idea of allowing American operators to pay back their CDS loans and buy out their ODS subsidies. Such a move could conceivably speed up the deterioration of the American-flag merchant marine, es­ pecially if it is entered into without a great deal of forethought. This Union opposes a drastic change in the present maritime structure without a detailed exploration of all potential consequences. Alaskan OU President Reagan met with Japanese Prime Minister Yasuhiro Nakasone early last month for a series of talks concerning the growing tensions between Japan and the United States. High on the list of topics discussed was the export of Alaskan oil to Japan. American oil companies have been for­ bidden from exporting Alaskan oil to Japan since passage (during the Carter years) of the Export Administration Act, to protect America's dwindling oil reserves. The act expires later this year. Congress must decide whether or not to renew it. The issue is an important one for Amer­ ican seamen. Forty SlU-contracted tank­ ers carry Alaskan oil down to the "lower 48." Were the ban on Alaskan oil allowed to expire, most—if not all—of those ves­ sels would be laid up. A separate story is contained elsewhere in the LOG. Soviet Fleet Expansion The unprecedented growth of the Soviet merchant marine over the past decade threatens the stability of the world ship­ ping industry as well as the security of the Western world, according to a report is­ sued by Mitsui O.S.K. Lines, one of Japan's leading shipping companies. The Soviets have consi^ently ignored the principles governing world shipping. If matters continue on their present cmrse, Mitsui O.S.K. Lines predicts that the merchant fleets of the Western world will be unable to compete on an equal basis. Moreover, the Soviet buildup goes far beyond the commercial needs of the Soviet economy. That can mean only one thing: the Soviets place a high strategic value on the ability of their merchant fleet to per­ form sealift duties. According to the report, the Soviet fleet has become so large that it has the ability to distort the entire price structure of the world's shipping market. And unfortu­ nately, no Western nation seems to have the desire to face up to the situation. Gonveiitioiis at Sea The ink is barely dry on the "Conven­ tion Bill" which allows taxpayers to de­ duct expenses incurred at conventions held onboard American-flag passenger vessels. Yet the legislation is already hav­ ing its desired effect. The Wall Street Journal, the American executive's bible, recently ran an article discussing the economic advantages of holding a convention onboard an Ameri­ can-flag passenger vessel. WitlLthat kind of publicity, it's just a matter of time before American seamen see a handsome return in the form of more jobs. SPAD is the SIU's political fund and our political arm in ^Washington, D.C. The SIU asks for and accepts voluntary i contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for pur^jiase from the EEC in Washin^on, D.C. February 1983/LOG/35 ""i:- it �35, Mai|ilMgig!j]|!ffi 4JI Pensioner Edwin Margido Werkland, 84, passed away on Oct. 23, 1982. Brother Werkland joined the SIU in 1940 in the port of Houston sailing as a ^ bosun. He first sailed in 1934 for Waterman. Seafarer Werk­ land was bom in Norway and was a resident of Springhill, Ala. Surviving are his widow, Karen and a son, George of Mobile. Pensioner Joseph Earnest Richard died on Oct. 23, 1982. Brother Richard joined the SIU in the port of New Orleans in 1955 sailing in the steward department. He was a res­ ident of New Orleans. Surviving is his widow. Pensioner Her­ man "T." Wilkerson, 62, died on Oct. 16, 1982. Brother Wilkerson joined the SIU in 1946 in the port of Mobile sail1'^ ing as a QMED. He r was a veteran of the U.S. Army in World War II. Seafarer Wilkerson was born in Alabama and was a resident of Theodore, Ala. Sur­ viving are his widow, Marie and his mother, Emma of Mobile. M- liiP •: Jlir^i ^ — Pensioner An­ thony Joseph Maiello, 74, passed away on Oct. 7,1982. Brother Maiello joined the SIU in i 1947 in the port of Baltimore sailing as a chief cook. He hit the bricks in the 1961 Greater N.Y. Harbor beef and the 1%5 District Council 37 strike. Seafarer Maiello was a veteran of the U.S. Army in World War II. A native of Naples, Italy, he was a resident of the Bronx, N.Y. Surviving are his widow, Irene and two sisters, Louise and Mrs. Mary Boenio, both of the Bronx. ' HK: Pensioner Louis Leonard Racioppo, 71, passed away on J Oct. 15, 1982. i Brother Jlacioppo : joined the SIU in 1949 in the port of New York sailing as a FOWT. He was bom in Italy and was a resident near Orlando, Fla. Surviving are his widow, Jean and a sister, Mrs. MUdred Testa of Brooklyn, N.Y. ,'f Pensioner John M Alexander Raftopu|p los, 77, died in Salamis, Greece on Oct. 4, 1982. Brother Raftopulos joined the SIU in the port of Seattle in 1957 sailing as an AB. He started riding the ships in 1932 and was also a steel worker. Seafarer Raf­ topulos was bom in Greece and was a resident of Salamis. Surviving are his widow, Eleni and two daughters, Mrs. Eleftheria Damafitou and Mrs. Polyxene Christofom Mperi, both of Salamis. Pensioner Nicho­ las Sabin, SO, pdissed away on Oct. 3r,~ 1982. Brother Sabin joined the SIU in the port of Tampa in 1955 sailing in the stew­ ard department. He was bom in Spain and was a resident of Tampa. Surviv­ ing are his widow. Vera and a sister, Mrs. Jean Frantz of Tampa. Pensioner Simon Garoyoa died of heart-lung failure on Oct. 13, 1982. Brother Garoyoa joined the Union in the port of Balti­ more. He was a resident of Baltimore. Surviving is a daughter, Katherine. Pensioner Milton Jesse Murden, 63, died on Nov. 16, 1982. Brother Mur­ den joined the Union in the port of Norfolk in 1968 sail­ ing as a tankerman and pumpman for McAllister Brothers from 1967 to 1980. He was bom in Princess Ann County , Va. and was a resident of Chesapeake, Va. Surviving is his widow, Evelyn. Pensioner Hans Monty Albert Schmidt, 55, died on Jan. 5. Brother Schmidt joined the SIU in 1944 in the port of New Orleans sailing as deck maintenance. He was bom in New Orleans and was a resi­ dent of Bay St. Louis, Miss. Surviving are his widow, Delia and two daughters, Cheryl and Cecile. Pensioner Paw/£. 68, died on Oct. 10, 1982. Brother Huggins joined the SIU in 1944 in the port of New York sailing as a deck engineer. He f was bom in Iowa and was a resident of Baltimore. Surviving is his widow, Antoinette. Pensioner Walter James Jarrett, 76, passed away on Dec. 3,1982. Brother Jar­ rett sailed in the steward department for Delta Line. He was born in Ava, 111. _____ and was a resident of St. Louis, Mo. Surviving is a nephew, Leo R. Wright. Pensioner Walter Lescovich, 70, died of a heart attack at home in Jackson­ ville on Sept. 16, 1982. Brother Les­ covich joined the SIU in the port of New York in 1951 sailing as a chief steward for lOT. He was at one time the owner of a diner in Troy, N.Y. and worked for the General Electric Corp. in Schnectady, N.Y. Seafarer Lescovich was a vet­ eran of the U.S. Army's Coast Artil­ lery Corps before World War II. Born in Watervliet, N.Y., he was a resident of Jacksonville. Burial was in Chapel Hills Cemetery, Jacksonville. Surviv­ ing is his widow, Felicia. in World War I serving on the Siberian (U.S.S.R.) Front. Bom in Pennsyl­ vania, he was a resident of Houston. Surviving is a sister, Mrs. Katherine Josay of Bloomfield, N.J. Pensioner George Raymond Foote, 84, passed away on Jan. 4. Brother Foote joined the SIU in the port of Baltimore in 1958 sailing as an oiler. He sailed 21 ^ years. He was born in Baltimore and was a resident there. Surviving is his widow, Belva. Pensioner Ber­ nard Frank Gra­ ham, 74, passed away on Jan. 3. Brother Graham joined the SIU in 1938 in the port of Mobile sailing as a bosun. He was born in Mississippi and was a resident of Mobile. Surviving is a sister, Beatrice of Theodore, Ala. Pensioner Julius Sheldon Atwell, 77, passed away on Oct. 16, 1982. Brother Atwell joined the SIU in 1940 in the port of Miami, Fla. sailing as a FOWT. ^ He was a veteran of the U.S. Coast Guard after World War I. Seafarer Atwell was bom in Key West, Fla. and was a resident of North Miami Beach, Fla. Surviving is a brother, Joseph of Ojus, Fla. ^ Pensioner Forti/nato Constantino, 88, passed away from natural causes at home in Atmpre, Ala. on Dec. 23, 1982. Brother Con­ stantino joined the SIU in 1939 in the m port of Baltimore sailing as a bosun. He sailed more than 35 years. Seafarer Constantino was born in the Kiilippines. Cremation took place in the Northwest Florida Crematory, Pensacola, Fla. Surviving are two daugh­ ters, Praxedes of Lezo, P.I. and Mercedes of Paco, P.I. Pensioner An­ thony Denddo, 83, passed away on Sept. 21, 1982. Brother Denddo joined the SIU in 1942 in the port of New York I sailing as a cook. He ^ , _ also cooked for a mining company. Seafarer Denddo was a veteran of the U.S. Army Infantry Pensioner John Giancola Jr., 55, died on Jan. 17. Brother Giancola joined the SIU in the port of Baltimore in 1955 sailing as a bosun. He also sailed during ^ ^ World War II. He was bom in Massachusetts and was a resident of Chelsea, Mass. Seafarer Giacola was a veteran of the U.S. Army serving as a corporal in the Vietnam War. Pensioner Stefen Goscinski, 54, died on Oct. 24, 1982. Brother Goscinski joined the SIU in the port of Wilmington, Calif, in 1962 sailing as a cook. He was __ bom in McKeesport, Pa. and was a resident of San Francisco. Surviving is a brother, Mi­ chael of Gamerville, N.Y. Pensioner William Frederick Janisch, 62, died on Jan. 19. Brother Janisch joined the SIU in 1943 in the port of New York sailing as chief electrician. He hit the bricks in the 1965 District! Council 37 beef. Sea­ farer Janisch was a resident of Union City, N.J. Pensioner Floyd Laven Jeffryes, 67, died on November 8, 1982. Brother Jef­ fryes joined the SIU in 1944 in the port of Jacksonville, Fla. sailing in the steward department. He was bom in Iowa and was a resident of Stockton, Al. Surviving is his widow, Vivian. Pensioner Carl Reidar Johnson, 75, passed away on Nov. 4, 1982. Brother Johnson joined the SIU in 1944 in the port of New York sailing as a bosun. ___ He was bom in Nor­ way and was a resident of Seattle. Surviving is his widow, Ragnhild. 361 LOG / February 1983 "i" > �Chester Allen, 63, joined the SlU In the port of Baltimore In 1955 sailing as an AB. Brother Allen was born In Illinois and Is a resident of Baltimore. Anthony Joseph Henna, 62, Demetrios G. Calogeros, 64, joined the SlU In the port of Seattle In 1956 sailing as a recertified bo­ sun. Brother Calogeros started sail­ ing at the age of 14. He began sailing here In 1951. Seafarer Cal­ ogeros was born In Greece and Is a naturalized U.S. citizen. He Is a resident of Seattle. George Henry Colar, 59, joined the SlU In the port of New Orleans In 1955 sailing as a cook. Brother Colar first sailed In 1947. He was born In New Orleans and Is a resi­ dent there. William Davey, 61, joined the SlU In 1947 In the port of New Orleans. Brother Davey began sail­ ing In 1946. He was born In Green Bay, Wise, and Is a resident of Las Vegas, Nev. Benjamin Jerod Davis, 66, joined the SlU In the port of New Orleans In 1959 sailing as a QMED. BrotherDavis first sailed In 1946. He was born In Georgia and Is a resident of Wlllacoochee, Ga. Michael Nicholas Eschenko, 67. joined the SlU In 1947 In the port of New York sailing as a chief cook. Brother Eschenko began sailing In 1938 and also sailed during World War II. He Is a resident of Musko­ gee, Okla. Eugene F. FlanOgan, 66, joined the SlU In the port of New Orleans In 1970 sailing as a FOWT. Brother Flanagan began sailing In 1937. He was bom In the U.S.A. and Is a resident of New Orleans. Algernon B. Griffith, 65, joined the SlU In 1945 in the port of Bal­ timore sailing as a chief c^. Brother Griffith was bom In British Guiana and Is a resident of New Orleans. Arnold Bruce Hamblet, 70, joined the SlU in the port of Yokohama, Japan In 1974 sailing as a QMED. Brother Hamblet started sailing in 1967. He was born in Galesburg, III. and is a resident of Carson City, Nev. joined the SlU In 1948 In the port of Baltimore sailing as an AB. Brother Hanna was born In Shenandoah, Pa. and Is a resident of Baltimore. Charles Edward Johnson, 61, joined the SlU In the port of San Francisco In 1954 sailing as an AB. Brother Johnson began sailing In 1946. He was born In St. Louis, Mo. and Is a resident there. Clifton Edward Mainers, 59, joined the SlU In 1943 In the port of New York sailing as a chief elec­ trician and deck and reefer engi­ neer. Brother Mainers was born In PInson, Tenn. and Is a resident there. Edward Lyons, 63, joined the SlU In 1944 In the port of New York. Brother Lyons sailed In World War II. He was born In Fall River, Mass. and Is a resident of New Orleans. Walter Thomas Matthews, 55, joined the SlU In 1948 In the port of Savannah, Ga. sailing as an AB. Brother Matthews was bom In Perry, Fla. and Is a resident of Jackson­ ville, Fla. Juan Mojica, 58, joined the SlU In the port of Seattle In 1961 sailing as a chief steward and chief cook. Brother Mojica began sailing In 1956. He was bom In Puerto Rico and Is a resident of Seattle. Dempsy Nicholson, 56, joined the SlU In 1949 In the port of New York sailing as a recertified bosun. Brother Nicholson also sailed during World War II. He was bom In Mis­ sissippi and Is a resident of Des Moines; Wash. John Giii, 65, joined the Union In the port of Mobile. Brother Gill Is a resident of Stockton, Ala. Gibson Hobson Goff, 66, joined the Union In the port of Philadelphia In 1973 sailing as a chief cook for Sonat Marine (lOT) from 1972 to 1982. Brother Goff Is a veteran of the U.S. Army senring as a captain In Germany. He was born In Roda, Va. and Is a resident of Chesapeake City, Md. Charies Ira Moore Sr.r65, joined the Union In the port of Mobile In 1974 sailing as a captain for Radcllff Materials from 1969 to 1982. Brother Moore was born In Blountstown, Fla. and Is a resident of Foley, Ala. I:::'" Nick Scopoiites, 70, joined the Union In the port of Mobile In 1967 sailing as a chief cook for the Red Circle Transport Co. Brother Sco­ poiites started sailing In 1961. He was born In Alabama and Is a res­ ident of Mobile. Russell Edward Snow, 66, jojned the Union In tiie port of Norfolk sailing as a pilot for the Assri. of Maryland Pilots from 1972 to 1982. Brother Snow In 1948 sailed as a commercial fisherman. He also sailed for Pllotboats, Baltimore. Boatman Snow Is a veteran of the U.S. Navy In 1951. Born In Virginia, he Is a resident of Bavon, Va. Leonard R. Arendt, 66, joined the Union In the port of Detroit In 1959 sailing as head conveyorinan for the Gartland Steamship Co. and the American Steamship Co. from 1955 to 1975. Brother Arendt was bom In Brown County, Wise, and Is a resident of Luxemburg, Wise. Willis Edward Bieriy, 67, joined the Union In the port of Cleveland In 1964 sailing for the American Steamship Co. Brother Blerly was bom In Fairfield, Pa. and Is a resi­ dent of Cleveland. Frank O'Koorian, 59, joined the SiU In the port of Philadelphia in 1960. Brother O'Koorian first sailed In 1947. He was born In New Jersey and Is a resident of Cardiff, N.J. Jack Thomas Carter, 65, joined the Union in the port of Elberta, Mich. In 1953 sailing as a 2nd cook for the Ann Arbor (Mich.) Railroad Car Ferries (Michigan Interstate Railroad Co.) from 1950 to 1982. Brother Carter was born In Kentucky and Is a resident of Frankfort, Mich. Fioyd Peavy, 63, joined the SIU In the port of Mobile In 1956 sailing as a chief cook. Brother Peavy be­ gan sailing In 1951. He was born In Ruta Spring, Ala. and Is a resident of Mobile. John F. Coveyou, 65, joined the Union In the port of Detroit. Brother Coveyou is a resident of Moran, Mich. February 1^/LOG/37 •4'' 'r. IJ ^ �. 'ip-''"-'.. • •-: ,;-i.; ;^^J!,'^*:5f;^H. ,;, .,•- ', • -Tf A. •- -• '• '•; ••• ,' •• For A Job WoU Done' %jiiiiiiiiiiiiiiiiiiiiinMiiiiiiiiiiHiiiiiiiiiii>niiiMiiiiiiiiiiwiiiiiiiiiiiHHiw^^^^^ We me crew of the as. President Keroe, would to express our whole-hearted appreciation to Sl^ld G^S^M and baker for a job well done. It s nice, for a change, mTav?— ^oniplaln about doing more then their tiS prtde in her work and adds that somethtog extra to a salad dessert or night lunch plate that makes meals ^retwi. She Is the best 8nd cook -d b^r we have viort tTifl nieasure of sailing with in a very long time. we would like to express "a job weU done and smooth sailing to Big." Sincerely, Ernie SUva, Deck-SUP Delegate N.E. Case, MFOW Delegate Bobert Davis, Steward Delegate Michael B. Foster, Second Mate Cfor the officers) and the Gang on the President Pierce *• ' ^ll||IIUUl|||llllll||i Independence Crew: '1 Salute Yon' During a recent vacation in Hawaii, I had occasion to book passage on the American Hawaii Cruise Ship, S.S. Independence, for a portion of the trip from the Big Island back to Honolulu. While aboard, I had the opportunity to come into daily contact with numerous members of the Seafarers International Union in the personage of various dining room, lounge, cabin care and entertainment personnel. What a delightful, courteous, entertaining and caring group of men and women—proud of their ship and willing to go to any extent to ensure the comfort and enjoyment of every passenger. I was also tremendously impressed with the wide variety of entertainment talent this superb crew possessed during an impromptu Christmas dinner entertainment session in the main dining room. Both American Hawaii Cruises and the Seafarers International Union can be extremely proud of this fine ship n.T><i its crew, from Commodore on down—all "people who care."*» , The cruise was the Wghlight of my vacation and was made especially enjoyable by meeting such an outstanding gr^p of fine, hard-working Americans who, in spite of long work hours, were always cheerftQ and pleasant to be with, and whose primaiy puiT)Ose came across clearly as wanting e^h and eveiy passenger aboard to have a relaxing and enjoyable cruise and receive their money's worth and more. American Hawaii Cruises, Seafarers International Union, and the 8.S. independence, I sfidute you for a job "well done! l^- Most sincerely, James Joseph Carey Commissioner Federal Maritime Commission Washington, D.C. laoolcing Porwfiupd To Pension I would like to thank the SIU officials for being helpful and ready to lend a hand. ,. The Union has always treated me well, and I am looking forward to enjoying my pension. Hoping the best for my old shipmates. ,^ Fraternally, Wi]liam.J. Meehan, Jr. Hew Orleans, Louisiana ^I'm Going To Mies The Sea' I have enjoyed going to sea for the past 38 years and have met a lot of nice people. Even though I am retiring due to my age I wlQ miss going to sea terribly. However, I am looki^ forward to enjoying my retirement which and which is one of the exceUent benefits offered by the SIU. Edward Lyons L-EIO New Orleans^ Louisiana 38/LOG/February 1983 t i/v. Grateful Gerry Is OK When I read in the December LOG about Gerry Brown being hurt in an accident it kind of shook me up as I imagine it did many others. I am deeply grateful that it was not fatal, for this Union and many of its old-timers would have lost a good friend. , I am over 70 years old now and have Uved this long because of having friends like Gerry Brown, Steve Troy, Joe DiGiorgio, Prank Drozak, and many others. I am deeply grateful that the powerc above spared Gerry Brown to cany on with the new and yoimg seamen of this day and age. As it is, we have lost too many in the last couple years. We need men like Gerry to help the younger men appreciate and not to take for granted" much of what th^ have—^it was all fought for. To Gerry, let me say that the memories of yesterday remain and the friendship will never fade. May the powers above keep you here for a long time still. Dave Barxy Seattte, Washlxigtou Greetings To Old Sliipiuates I would Uke to say heUo to all my old shipmates and friends in the SIU. I have been retired for 13 years now and really enjoy it. I woiild especially Uke to say hello to Talmage Moss of Mobile and anyone else dO"wn there who remembers me. Bob Drain D-a07 BaUwin, Missouri ^Thanks for prompt action' My "Wife was recently hospitalized and had two major operations. We sure want to thank the Seafarers Welfare Han for its prompt action in taking care of the huge doctor and hospital bUls. Our appreciation goes to the Plan and to the S.I.U. Thanks again. Mr. and Mrs. Elmer Ooff Ghesapeake, VA Support Your Blood Bank It's a Life Saver �Let Agriculture Stick to Farming: The Experts to Maritime Cargo Laws Ignored, SlU and Others Apply Heat There is one thing in common between importing Jamaican bauxite and exporting American wheat. Merchant marine experts insist both commodities fall under the 1954 Cargo Preference Act, which says U.S.-flag ships should carry at least half the tonnage. Apparently the Reagan administration disagrees. The bauxite problem came to light last year when some 1.6 million tons of the ore was moved into the nation's strategic stockpile by foreign vessels. The claim at that time was that no American vessel was capable of off-loading the ore at Reynolds Aluminum Co. Inc.'s privately-owned Texas port facility. The wheat deal snafii came to light earlier this year when the U.S. Department of Agriculture (USDA) announced the sale of 1 million metric tons of wheat flour to Egypt. Basically, the USDA claimed that because the wheat would be manufactured into flour, the preference provisions did not apply. Bauxite Last year, oversight hearings by the House Merchant Marine and Fisheries Committee concluded that the bauxite shipment should have fallen under the laws which require that materials for the country's strategic stockpile be shipped by U.S.-flag vessels. It was also pointed out during the hearings that there were American ships available to carry the bauxite. In an effort to make up for 1982's loss of bauxite cargo for U.S.-flag ships. Committee Chairman Walter B. Jones (D-N.C.) has requested that all of this year's 1 million tons be carried on American ships. In a letter to the Maritime Administration, which administers cargo preference laws and the General Services Administration, which arranged the bauxite purchase, Jones said the committee expects all the bauxite to be shipped on American-flag vessels. "We would urge upon you anew the requirements of the cargo preference laws with a view toward providing 1 million tons of bauxite to be carried in vessels documented in the United States,^' Jones wrote. A spokesman for the committee said that no reply had been received as of Feb. 8. The letter, dated Jan. 6, was also signed by Mario Biaggi (D-N.Y.), Edwin B. Forsythe (R-N.J.) and Gene Synder (R-Ky.). The SIU, the Maritime Trades Department of the AFL-CIO, and other American shipping advocates have joined forces to ensure a rightful share of the cargo for U.S.-flag ships. Wheat Perhaps the USDA should stick to farming and let the experts examine maritime law. In a case of rather convoluted logic, the Department of Agriculture claimed the sale of the wheat flour to Egypt was not a government cargo because it really wasn't wheat, but flour and it was processed and sold by American millers, not the government. Therefore the department claimed it was a straight commercial deal. The SIU, the House Marine Committee, and the Maritime LOG Administration took a little closer look at the deal and found that it obviously fell under the Cargo Preference laws. Chairman Jones, in a letter to Agriculture Secretary John Block, pointed out four reasons why 50 percent of the flour should sail on U.S.-flag ships as the law calls for. "First the sale does not conform to stam rd commercial practice. The price to be charged for the wheat flour by American millers has been set in advance by United States and Egyptian negotiators, and it is reported to be well below U.S. and world market levels. "Moreover, the American millers selling to Egypt will receive free wheat from United States government stockpiles to enable them to meet the pre-arranged low price. Thus the federal government has been and wiU be directly involved in every stage of this transaction, a situation that cannot fairly be characterized as purely commercial," Jones wrote. He also pointed out that because the wheat" won't cost the millers a penny and that it is government wheat they will make into flour, then the government is providing commodities to a foreign nation without provision for reimbursement, "as that phrase is used in the Cargo Preference Act of 1954." Jones also noted that because of direct credit and credit guarantees to Egypt by the U.S., the Act applies. According to a committee staffer, the only reply Jones received was a one sentence letter stating that a detailed reply would be on the way. Februaiy1983 President Joe DiGiorgio Angus "Red" Campbeil Wee President Charles Svenson Editor Marietta Homwonpour ite Editor Associate New York Bourdius lEditor W^^ngton MaxHtil Assistant Editor Now York Frank Clanclotti Director of Photography/ Writar Vol. 45, No.2 Executive Board Frank Drozak Secretary-Treasurer Joe Sacco WcefVhsldent Ed Turner Executive Wee President Mike Sacco Leon Hall Wee Pre^dent Wee Pre^dent McCartney Preddent Mike Hall Associate Editor WasMngton Don Rolan Lynnatis MaratwII Assistant Editor Assistant Editor San Frandsco IVas/ilngton DabOFBh Graaiw EcktorlN/Admirristratlve AsalBtant Ths LOG (ISSN 0160-204 Lakss and inland Watsrs' 0675. Second-cies mailing office. Md • -' .'.f, Official Publication of the Seafarers International Union of North American, Atlantic. Gulf, Ijkes and Inland Watere District, Aa-CIO Saafaiws Intsmational Union, Atlantic, Goti. AFL-CIO, 5201'A(tttl Way, Camp ^riw, Md. 20746, Tsl. 899at M.S.C. Prince Gsm^, Md.^^%98 and at addltlorai Send address changes to ttw LOG, 5201 Auth Way, Cranp Sprinia. Febmary 1983/LOG/39 �•«*,>« •^-"-^E<ti;;»r4'^>-*s-M >;'-i''>--'-"'<''^-^^-^;--'-"'^ � 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 1983 Description An account of the resource HEADLINES SIU LEGISLATION LIST: POLITICS IS PORKCHOPS BOGGS BILL BACK ON FLOOR; CARGO FOR U.S. SHIPS WILL SAVE THOUSANDS OF MARITIME INDUSTRY JOBS ALASKAN OIL EXPORT BAN NEARS EXPIRATION; SIU JOBS AND NATIONAL SECURITY AT STAKE REAGAN BUDGET A MARITIME “DISASTER” WORLEY ELECTED PORTS COUNCIL PRESIDENT IN SOUTHERN CALIFORNIA SIU CALLS FOR ODS HEARINGS BEFORE ANY CHANGES SENATE OKS SEAMEN’S HEALTH CARE STUDY SIU SEEKS JOB SHARING CUTS ‘B’ TIME TO 125 DAYS SENATOR DANIEL K. INOUYE CONGRESSMAN JOSEPH P. ADDABBO WELCOME TO THE INTEGRATED TUG-BARGE NEW YORK BIAGGI PLANS NEW PORT BILL HUGH MACLNNIS IS ALIVE AND WELL TOWBOAT OPERATOR SCHOLARSHIP PROGRAM OFFERS CAREER OPPORTUNITIES ORIGINAL THIRD OR SECOND ASSISTANT ENGINEER COURSES OFFERED COOK & BAKER COURSE IS YEAST FOR ADVANCEMENT IN STEWARD DEPARTMENT QMED-ANY RATING: YOUR KEY TO JOB SECURITY LNG ARIES CREW GETS HEROISM AWARD IN RESCUE PUERTO RICO JONES ACT WAIVER BY REP. CORRADA WATERMAN TO CONVERT SHIP FOR MSC PREPOSITION PLAN SIU REHAB PROGRAM GIVES HOPE AND STRENGTH TO ALCOHOLIC SEAFARERS THE ARC COUNSELORS SHARE THEIR EXPERIENCE AND HOPE ALCOHOLISM PLAYS NO FAVORITES, YOUNG AND OLD SUFFER ADONIS LIVES TO SAIL AGAIN MARINE FIREMEN RE-ELECT DISLEY, SHOUP, AND AGENTS STAR OF TEXAS SHINES ON ISRAEL AND EGYPT COURAGE AND SAFETY AWARDS OPEN TO SIU MEMBERS SENATE SEEKS SIMPLIFIED SHIPPING CODE APL TO MODIFY 3 C-8 SHIPS FOR FUEL, SPEED, CARGO SHE’S A LUNDEBERG GRAD, BAKER, CAKE DECORATOR IN HONOLULU M/V PRIDE OF TEXAS SAILS SOON TO HAIFA, ISRAEL HOUSE REPORT ON SS POET URGES TOUGH INSPECTIONS SS PRESIDENT TAYLOR TO CARRY RICE FOR BANGLADESH MORE LAYOFFS IN SHIPPING COMPANIES NEXT MONTH, JULY, SEPT, SS DEL VALLE GOES TO CAPE VERDE IS., LIBERIA THE RACE IS ON CDS BUOUT SOVIET FLEET EXPANSION THE BOGGS BILL ALASKAN OIL CONVENTIONS AT SEA MARITIME PROGRAMS CUT CARGO LAWS IGNORED, SIU AND OTHERS APPLY HEAT 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 02/01/1983 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. 45, No. 2 1983 Periodicals Seafarers Log