http://seafarerslog.org/archives/files/original/6e935a8fa5e9e3a5db4eac958c21098d.PDF b413ccd2508b3071ec736e7d62ad5842 PDF Text Text :-i-55S«^a»s5KSE5r.:- Vol. XXX No. 1 SEAFARERS#LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO 11 ^J^UE continuing massive buildup of the Soviet merchant marine is a carefully cal­ culated, long-range bid by the Kremlin to gain dominance of the world's sealanes. While U.S. government officicds consistently main­ tain that this Russian goal is not to be taken seriously, the continued deterioration of the American fleet and lack of any constructive IJ,S, maritime policy can serve only to further •> the Soviet Union's ambitions, since they pre­ sent no obstacle to its growing ocecai-going strength. Already virtually independent of the West in the carriage of its import-export trade, Russia is making full use of its own resources—and those of its satellites—to attain a superior globe-encircling shipping Complex, This looming Communist threat is examined in a. LOG feature on Page 9. |U1CT^5036R^^ Govt. Revives FDL Ship Plan Despite Congress Rejection As U.S. Ship Upgrading Block c#nr%/ Paae 3 Story Page 3 story Page M Ise of Foreign-Built Ships On Coast, Gted by PeHey I"'-'- I House Minority leader Ford Hits Govt MarHinie Failure Story Page 2 Story Page 2 —U'- '''JL �Page'Two SEkFAR^RS Jandary 5, 1968' Ld(f House Mmority Leader Ford Raps Govt. Failure on New Maritime Policy Report of International President by Paul Hall WASHINGTON—The House Minority Leader today eharged the Johnson Administration with The new guideline rates for participation by U.S.-flag ships in the failing to deliver in its promise to give "the nation a new maritime policy aimed at rebuilding our carriage of this government's foreign aid cargoes, issued by the Mari­ commercial sea power.' time Administration in December, are further graphic proof that the Representative Gerald R. be satisfied with the status quo participants of the dire need for Administration either doesn't understand the economics of American Ford (R-Mich.) said that Presi­ • 'titude of the Administration as a viable maritime industry and shipping or intends to deliberately allow unsubsidized U.S. operators dent Johnson made this promise ' -r as maritime is concerned. That said "that America cannot exist to starve to death hy depriving them of their due priorities under the three years ago, but, "we are still rttitude is not enough for a na­ without a strong and growing cargo laws of the land. waiting." "Fair and reasonable rates" as stipulated in the Cargo Preference tion that must be on the move," merchant fleet." He added that, 'The plight of Ford said. Act and applied to the first such guidelines set forth in 1957, have Calling for an independent the American merchant marine long since ceased to be either fair to unsubsidized U.S. carriers or Ralph Casey, President of the continues to worsen under the American Merchant Marine In­ maritime agency outside the aegis reasonable in the light of increased operating costs which are con­ of the Department of Transpor­ Johnson - Humphrey Administra­ stitute, also spoke at the seminar tation, Wilson said that "the death sistently underestimated hy the Maritime Administration. tion." When a temporary across-the-board increase in the rates was and said that, "the coming months knell for our merchant marine The House Minority Leader nre crucial" for the maritime in­ granted last November 16, the 10 percent allowed was just the bare made his charges at the Maritime dustry. He stressed the importance was sounded when the Maritime minimum designed to make it possible for companies who were pre­ Trades Department monthly sem­ of getting a maritime program Administration lost its indepen­ viously losing up to $50,000 on a single ^federal aid cargo of surplus dence," and . . . "the most impor­ inar. tarted. "If we miss the next op­ tant thing that maritime needs in grain to India to break even. At the time MARAD assured the indus­ U.S. Shiv Decrease portunity . . . this dying indus­ this country is to regain its inde­ try that a comprehensive "in depth" study of the rate problem would be conducted on the basis of data and cost figures supplied by the Ford said that "It has been esti­ try will, in fact, be dead." pendence." operators and a more equitable permanent rate schedule determined. SIU President Paul Hall, who mated that under the present Ad­ Criticizes Report Only 35 days later, however. Acting Maritime Administrator James ministration's ship replacement '"s also President of the six-milIn a seminar address, Edwin Gulick announced an arbitrary adjustment in rate ceilings under program, the number of U. S. lion-member AFL-CIO Maritime M. Hood, president of the Ship­ which unsubsdized carirers with vessels in the intermediate range of merchant ships of all types will Trades Department, predicted in 15,600 to 30,000 tons cannot possibly hope to operate at a profit. builders Council of America an address to the seminar that decrease from 917 in 1968 to 355 sharply critized a recently pub­ While the new ceilings raise the rates for ships under 15,600 tons the coming national elections in 1979 and that the number of U. S.-flag "dry bulk" carriers will "are of paramount importance to lished government study which by 12.5 percent above the November rates, they limit the middle range the success of the fight to revit­ concluded that the Soviet Union's vessels to rates 26.2 percent lower than those of the smaller type, and drop from 71 to nearly zero." The Michigan Republican as­ alize the maritime industry." Hall rapidly expanding merchant fleet put them in a position worse than they were in in 1963 when the serted that the "Johnson-Hum­ said that Maritime Trades De- poses no threat to the United differential was only 20 percent. Such determinations by the Mari­ time Administrator are surely not the result of careful study. phrey Administration is virtually nartment will be active in every States and the free world. MARAD's high-handed disregard for the rights and very survival He charged that "the report writing off the American mer­ Congressional district across the of this important segment of the U.S. commercial fleet is typical of chant marine in favor of airlift nation, in behalf of a strong mari­ was an ambidextrous booklet the Administration's negative attitude toward our merchant marine which contains not only self-con­ and is gradually reducing this time policy. and reflects its continuing refusal to heed warnings, from both Con­ Representative Charles H. Wil­ tradictory statements but source nation to the status of a minor gress and maritime labor and management, on the conditions of our maritime power in terms of its son, (D-Calif.) told the seminar material of questionable validity." merchant fleet. merchant shipping. HaVhfg^ Vdit^a in Vain for years for a national maritime policy which "The American people and would upgrade the fleet with federal backing, unsubsidized American maritime labor deserve a better shipping companies are still being hamstrung by departments of their deal than they are getting from own government who would prefer to assign U.S. aid cargoes to the Johnson-Hiunphrey Adminis­ foreign-flag ships-than raise rate ceilings to a point where Americantration" . . . "The nation cannot ^ , WASHINGTON—^Representative Thomas M. Pelly (R-Wash.) flag vessels can compete for them profitably. Not only are these carriers being forced to operate at a deficit— has demanded that the U. S. General Accounting Office investigate a waiver of United States navigation laws allowing two German- or not at all—by these unrealistic foreign aid guideline rates, they are being penalized for whatever modernization of their fleets they ac­ built hydrofoils to carry pas­ vessels to and from Morocco. The complished under financial duress. sengers in.San Francisco Bay. Such blatant lack of understanding of maritime affairs and the GAG, which uncovered the viola­ The veteran member of the tion of law, charged at the time requirements of modern commercial shipping procedures—on the House Committee on Merchant that it had "resulted in excessive part of an agency charged with the maintenance and supervision of Marine and Fisheries cited a nav­ transportation costs to the govern­ the merchant marine—is one of the best arguments I can cite for the Two SlU-contracted vessels, igation act which bars the trans­ ment." The SIU, in protesting the prompt establishment of an Independent Maritime Administration. the Minot Victory (Burbank) and port of passengers and cargo by It has become increasingly clear over the years, that without such incident, called it a classic exam­ the Delaware (Oriental Exporters), foreign vessels between any ple of how the American merchant an independent agency, those who man and operate the U.S. mer­ combined to rescue 13 Formosan American ports. He described the marine is being destroyed by the chant marine will be forced to continue existing on the scraps left fishermen, on November 7 after waiver as "just one more example refusal of government agencies to over after disinterested gpvernment departments have taken care of their vessel was battered by of the Johnson Administration their own specialized projects first. typhoon Freda approximately 200 circumventing the will of Con­ respect federal regulations. miles from Manila. gress and the law to build Ameri­ Sea-Land Los Angeles Wins Company Safety Award The Delaware responded to a can ships foreign and avoid using call for help from the fishing American labor." vessel No. 7, Chin Chie Shiang, Pelley was protesting a situa­ a tuna long-liner, registered in tion in which Grumman Aircraft Formosa. The Delaware spotted Company entered into an agree­ flares at 5:35 a.m., a company ment with Blohm & Voss of Ham­ spokesman reported, and at 6:10 burg to build two hydrofoils. Upon lifeboat number two was lowered. Defense Department request, the At 6:40, the first survivors were Bureau of Customs waived the picked up. One of the 13 men law and permitted them to be im­ sustained a head injury, but no ported into the United States. deaths were reported. At Taxpayers Expense Shortly after the men were "The sum total of these moves," picked up, they were transferred to the Minot Victory which took Pelly charged, "has heen that the them to Manila, where they were German manufacturer has gained handed oyer to immigration au­ the hydrofoil know-how which thorities for re-patriation. The Grumman gained at the expense Minot Victory then continued on of the U. S. taxpayer, and which is now being used in competition to Vietnam. TTie Delaware received two with our hydrofoil efforts—com­ messages from the Military Sea petition, I might add, that the Transportation Service, praising Defense Secretary refers to as 'in them for their actions. One, from the interest of national defense.' Vice Admiral L. P. Ramage, head "In the interest of protecting the of MSTS, read as follows; "Your American shipbuilding industry, I rescue of crew of Chin Chie am urging the General Account­ Shiang is noted with pleasure. ing Office to fully investigate this Your actions confirm the willing­ waiver of the law by the De­ ness to aid each other among partment of Defense and who en­ seamen of all nations. Well done gineered this deal." History repeated itself when the SlU-contracted Los Angeles won the Sea-Land safety plaque for the A somewhat similar incident in to you and your crew." The other message of con­ May 1966 revealed that the MSTS second consecutive year, nosing out 29 others in the Sea-Land Service, Inc., fleet. Accepting plaque gratulations was from Rear Ad­ illegally spent nearly $240,000 to from Miss Mary Lee Bryce (center) is ship's skipper, Captain Richard Jensen (fourth from left). Others miral McDonald, commander of ship the private vehicles of U. S. ('eft to right) include E. L. Foster, chief engineer; Frank Lauritsen, MESA; SlUNA Vice President Frank military personnel aboard foreign Drozak; SIU crewmember Al Ringuette, accepting for crew; Captains Robert Riddle and F. R. Mayer. MSTS in the Far East. fiep. Pelley Urges Covt Probe Use of Foreign-Built Ships on Coast SIUCrewsSave13 Fishermen Adrift In Typhoon Freda f �a»BaEwziiw-*sea<i*wa#wtB«^iu<^iiii®i50SUSianxjr''>afii:is'^^ ' January 5, 1968 New SlU'Contraeted Ship Launched I •\ The December I I joint christening and maiden voyage ceremonies for the SlU-contracted SS Baltimore was graced by Mrs. -Margaret D'Alesandro, wife of Baltimore's new mayor. Thomast;D!Alesandro III. The traditional champagne bottle christening, offered by Mrs. D'Alesandro, and speeches and flowers, were the order of the day. Three More Seafarers Ikeased After SfU Engineer's Upgrading yj. SEAFARERS LOG Page Three SIU Raps New 50-50 Cargo Rates As Bloik to US. Fleet Upgrading WASHINGTON—SIU President Paul Hall has denounced as "absurd" and "arbitrary" the new freight rate ceilings for foreign aid shipments set up by the Maritime Administration last month and petitioned the Commerce Department to suspend them immediately. An early meeting with Com­ Hall continued, "that under the nington of MARAD's Maritime merce Secretary Alexander B. (new) rates ... an improved C-4 Promotion office. Trowbridge was also sought to vessel would realize less gross In a separate telegram to Trow­ discuss the problem and consider revenue than a war-built C-4 of bridge, the tramp owners' Indus­ whether a Congressional hearing smaller tonnage with considerably try Rate Guideline Committee was in order. less cargo capacity and efficiency charged that — contrary to what The affected operators are those of operation. The absurdity of they had been led to believe would with ships in the so-called inter­ these rates is further illustrated be the case—they were not con­ mediate weight range of 15,600 by the fact that for intermedi­ sulted before publication of the tons to 29,999 tons. The new ate type vessels of 15,600 tons new rates. "The Maritime Administration ceiling rate for carriage of gov­ or more the new rates just an­ nounced can represent a loss of was exceedingly successful," the ernment aid cargo by smaller some $90,000 per vessel per voy­ committee observed, "if the ob­ ships—15,600 tons and under— age for vessels of 30,000 tons.' ject of its action of December 21 was set at 22.5 percent higher . . . was to serve as a model for "If such policies are allowed to than the one that had been in effect for more than 10 years. stand, we cannot see how the al­ an arbitrary, discriminatory and However, based on MARAD's ready harassed unsubsidized com­ short-sighted rate-making agency." A spokesman for the Com­ theory that the rates for inter­ panies can hope to replace or merce Department acknowledged mediate vessels must be consider­ modernize existing vessels, let receipt of both protest telegrams ably lower because they are more alone build new vessels, and the but said no comment would be efficient and can carry more cargo total effect can only mean further made pending study of the matter. at lower cost. Acting Administra­ loss of jobs for American seamen It is, however, within Trow­ tor James Gulick held the rate for and substantial disadvantage to bridge's statutory authority to this class at 26.2 percent below our nation's trade and other override MARAD and suspend needs. that of the smaller craft. the announced rate ceilings be­ "We strongly urge the earliest cause the agency functions from Upgriading Penalized possible meeting on this matter within his department. Commenting on the wide spread because our nation's shipping in­ in rates. Hall declared that "the Situation Continaes dustry cannot much longer exist idea is absurd and a penalty on Reached for comment on the the guy who tries to get a modern under such abusive treatment with a total disregard of the realities rates in Florida last week, Michael vessel." of present-day shipping opera­ Klebanoff, president of the Amer­ In a telegram to Trowbridge, tions and economics." ican Trampship Owners Associa­ the SIU president registered "the tion, said the new structure "mere­ Urges Agency Halt strongest possible protest regard­ ly perpetuates the inequities that ing the action of the Maritime "We urge further," Hall's tele­ were inherent in the original in­ Administration on December 21, gram concluded, "that no steps terim rates" granted last Novem­ 1967, in setting new rate ceilings be taken by the Department of for full shiploads of government Agriculture or other agencies to ber. (These were a temporary hike of 10 percent which was to grant cargoes. We regard this action waive any government cargoes to some degree of relief to operators as perhaps the most arbitrary to foreign vessels until this urgent until a permanent schedule could date by MARAD in connection matter is resolved." be determined by MARAD— with the establishment of rate Copies of the Hall wire were hopefully, Gulick said, within 90 ceilings because the net effect of also sent to Gulick; Agriculture days. The new rates set up last the new rates is to thwart every Secretary Orville Freeman; Sen­ month came after only a matter effort to upgrade the existing U.S. ator Warren G. Magnuson CD- of weeks and showed insufficient m.erchant fleet, improve efficiency Wash.), chairman of the Senate attention to basic shipping eco­ and provide much-needed new Merchant Marine and Fisheries nomics, the shippers felt.) tonnage for our national needs." subcommittee; Representative Ed­ Klebanoff, who is also a vice "We are advised, for example," ward A. Garmatz (D-Md.), chair­ president of the SlU-contracted man, House Merchant Marine Oriental Exporters, Inc., said his and Fisheries Committee; AFL- group will also protest the action CIO President George Meany and by MARAD and urge that the his assistant. Lane Kirkland; Un­ agency "raise the rates by estab­ dersecretary of Commerce How­ lishing a higher basic rate on the ard Samuels and Maitland S. Pen­ first 15,600 tons of cargo." An additional three names have been added to the list of those Seafarers upgrading themselves to an engineer's license after a course of study at the school jointly sponsored by the SIU and District 2 of the MEBA. A ^ Establishment of the engineer total of 214 Seafarers have re­ training program was spurred by ceived an engineer's license. the growing shortage of licensed Two of the men received a marine engineers aboard Ameri­ second assistant's license, while can-flag ships, particularly as a one is a new third assistant en­ result of the demands placed on gineer. American shipping by the conflict Shukur Mohammed is a new in Vietnam. third assistant engineer after sail­ The SIU-MEBA District 2 train­ ing as an FWT. ing program is the first of its kind NEW ORLEANS —The Fed­ Mohammed is a eral government's failure to de­ native of India velop a national maritime policy and lives in New has caused the SlU-contracted York. He joined Delta Steamship Lines, Inc., to the Union in that seek a year's delay in placing a port in 1961. SlOO-million shipyard order. Brother Moham­ By terms of a subsidy agree­ med is 46 years ment with the government, the old. Mohammed line would ordinarily have to Edward Fahy Fahy LeBourvean award a construction contract for is a new second assistant engineer. in maritime history. It assists en­ replacing certain vessels by the The 38-year-old Seafarer sailed as gine department seafarers to ob­ beginning of 1969. FOWT, since joining the Union tain instruction in preparation for in 1960 in the port of Philadel­ Empty Promises phia. Born in Philadelphia, he their Third Assistant Engineer's The company said that the new license. Temporary Third Assist­ makes his home in that city. ant Engineer's license, or Original merchant marine program-to-be Eugene Le Bourveau is a for­ Second Assistant Engineer's li­ "long promised by the Adminis­ mer FOWT. A newly-licensed cense in either steam or motor tration is still not existent," and second assistant engineer, he is 34 vessel classifications. In addition, declared that until the govern­ years old and joined the SIU in MEBA District 2 members who ment does disclose what new pol­ New York in 1961. Le Bourveau already possess engineer's licenses icies it shall pursue. Delta "must was born in New York and re­ may upgrade themselves to higher exercise due caution before com­ sides in Torrance, Calif. mitting itself to the expenditure ratings. / Engine department Seafarers The training school is operated of substantial sums." are eligible to apply for any of under a reciprocal agreement be­ The contract covers five vessels, the upgrading programs if they tween the SIU and District 2 of providing for a shipbuilding in­ are 19 years of age or older and MEBA. SIU men who enroll in vestment of about $50 million by have 18 months of Q.M.E.D. the program are provided with the steamship firm, with matching watch standing time in the engine meals, hotel lodging and subsist­ funds by Federal authorities. department, plus six months' expe­ ence payments of $110 per week Delta urged deferment of the rience as a wiper or equivalent. while in training. award date until January 1, 1970. Deha Asks Delay In Ship Program y > President Calls Fleet Upgrading 'An Unnecessary Tax Burden WASHINGTON—President Johnson recently indicated that his views on the status of the U. S. merchant marine remain con­ trary to those of leading members of the House and Senate who have long been trying to awaken the Administration to the fact that America's standing as a maritime power is in serious peril unless a government-backed revitalization program is adopted immediately. The White House attitude was reflected in aa explanatory mes­ sage sent to the House with Johnson's veto of a minor ship mort­ gage bill which would have authorized masters of merchant ves­ sels to seek liens for back pay due them and for general disburse­ ments made. Apparently hinting that he had no intention of "allowing the needs of our merchant fleet to interfere with his economy drive, the President declared that the bill would put contractors and suppliers in a position superior to that of holders of preferred ship mortgages. This, he added, "could lead to far greater Gov­ ernment subsidies for the merchant fleet—and place an undue and unnecessary financial burden on the American taxpayer." In view of vital legislation proposed last month in both bodies of Congress for a sweeping maritime program—largely financed by federal funds—to restore the United States to its dominant position in world shipping, this latest expression of Johnson's • position clearly indicates a continued unwillingness to support Congressional recommendations in maritime affairs. �Page Four Ships Trapped in Suei Canal May be Freed, Egyptians Say CAIRO—The Egyptian Govemrftent reported on December 27 that it may be willing to release the 14 ships trapped in the southern part of the Suez Canal since the Mid-east War. In Jerusalem, Israeli Prime them — were sunk north of the Minister Abba Eban was re­ Great Bitter Lake portion of the ported to have told Gunnar V. canal, about 15 miles south of Jarring, the United Nations peace Ismalia, and that an Egyptian envoy, that Israel would be "fa­ dredge was sunk at the canal's vorably inclined" to cooperate in southern end. plans to free the captive vessels. Observer Has Problems No details were given. The SlU-contracted Observer, The trapped ships are from the the only heavily-laden vessel cap­ United States, Great Britain, tive in the southern part of the France, West Germany, Sweden, waterway, may have to contend Bulgaria, Poland, and Czechoslo­ with additional problems when vakia, and include the SlU-conshe gets permission to pull out. tracted Observer. Her operators, Marine Carriers, The chief spokesman for the Inc., is studying the shrinking of Egyptian Government, Dr. Mo­ draft-depth resulting from the con­ hammed H. el-Zayyat, said at a tinuous flow of silt into the canal news conference that his Govern­ and report that dredging may be ment was considering a plan to required. A company spokesman remove a sunken vessel which explained, "We don't know how now blocks the southern part of soon we can proceed into the Red the waterway. Sea, in view of the uncertainty of Shortly after outbreak of hos­ available draft." tilities in June, Cairo announced The Observer had originally that Israeli bombers had sunk sev­ been bound for India with a 27,eral ships in the Suez Canal. How­ 000-ton cargo of sorghum grain, ever, authoritative sources report when the canal closed. The usual that the Egyptians isank the ships 36-man crew was later replaced themselves in order to block the by a 10-man house-keeping detail canal. which is periodically replaced. The Observer is anchored in French shipping companies have reported that five ships—a Lake Timsah, on the shore of barge loaded with cement among Ismalia. Loi^-Range Shipbuilding Program Urged in Maritime Institute Report SEAFARERS LOC Jahnaiy 5, 1968 Maritime Needs Constructive Policy From Govt, Congressman Declares •A SAN FRANCISCO—^There is "a dire need for a redirection and resurgence of federal leader­ ship in the maritime field," Representative William S. Mailliard (R-Calif.) declared here recently, but the Administration's idea of placing the Maritime Administration in the Department of Transportation surely "is not the ^ current vessel replacement pro­ time industry is dangerously ill answer." gram to overcome the growing and the acts of the Secretary of Speaking to an Ocean Trans­ deficiencies in defense sealift ca­ Transportation . . . have given portation seminar sponsored by pability," Mailliard continued. "It me little cause to believe that he the University of San Francisco has been so severely cut back in has developed any understanding College of Business Administra­ the Administration's budget as to or appreciation of the patient's tion, Mailliard pointed out that foreclose this possibility!" malady," Mailliard continued. the President has "for some years" Even more alarming, and bor­ "An independent Federal Mari­ had all the authority needed to dering on national crisis, he said, time Administration is needed to move forward with a maritime is the ironic fact that 95 percent formulate and to submit to the policy but "has failed to do so." of our dry bulk and liquid cargoes Congress a blueprint for the reCalling for an independent —including more than 60 of the vitalization of the American mer­ maritime administration as the 70-odd materials classified by the chant marine. The ultimate de­ best means of achieving the goal government as strategic to our cisions must be made by the Con­ of a revitalized merchant marine, economy—are carried by foreign gress to remedy what is now a the ranking minority member of flag ships. wholly unacceptable situation. We the House Merchant Marine and can no longer afford the luxury of New Approach Needed Fisheries Committee noted that taking time to refute from public "There is, therefore, a dire need in the last seven years maritime forums the trial balloons sent up has continued to decline under for a redirection and resurgence by Executive study groups and three different Maritime Adminis­ of federal leadership in the mari­ Administration officials. trators and two Acting Adminis­ time field," said Mailliard. "We "If we ever hope to face up to trators who, in turn, have served can no longer afford to continue to under 'three different Secretaries sweep our shipping problems un­ and solve our maritime problems, der the rug. This year the House, then such deliberations must be of Commerce. "That works out to an average by an overwhelming vote of 324 conducted before appropriate tenure of office for Maritime Ad­ to 44" passed legislation for an Congressional committes. This is ministrators since 1961 of little independent Maritime Adminis­ the goal that the independent over one year—hardly sufficient tration which is now pending be­ MARAD bill seeks to attain, not­ withstanding press reports to the time to even grasp and gain an fore the Senate. contrary," Mailliard concluded. "Today, the American mariappreciation of the magnitude of the problems facing our maritime industry," he said. Doubts Capability "Because of cumulative neglect and continuing apathy to the mounting problems of American shipping, we face the very real possibility of abdicating our posi­ tion as a major world maritime power," Mailliard declared, and "quite frankly I . . . have serious doubts whether our present sealift capability . . . could meet minimal defense and civilian emergency requirements during a limited war contingency such as Korea." The Congressman predicted that by the end of 1974 the na­ tional defense reserve fleet, which has responded to national needs in Korea, the 1956 Suez crisis and the present Vietnam conflict, will be phased out and "consti­ tute at ^st a statistic on paper, not an effective sealift capability." "We cannot even look to our Tvro More Seafarers Upgrade To Deck Officer's Licenses Two more Seafarers have received a Deck Officer's license after The adoption of a long-range shipbuidling program has been attending the Deck Officer's Training School which is jointly spon­ urged in a report recently released by the Webster Institute of sored by the SIU and the American Maritime Officer's Union. A Naval Architecture's Center for Maritime Studies. total of 20 Seafarers have passed The report, while emphasiz- < Coast Guard examinations for a under a reciprocal agreement be­ ing that there is no simple an­ that: "After an over-all compari­ Deck Officer's license after suc­ tween the SIU and the American son is made between U.S. and swer for alleviating the plight of Marine Officers Union, is the first cessfully completing the course. foreign costs, adjusting for spec­ the merchant marine, unveils a of its type in the industry. Dwight Stepp is a new third ification differences, it remains to six-prong approach that may help consider possible U.S. government mate. He is 51 years old and significantly. joined the Union in Jacksonville aids—in relation to existing for­ Attention is directed to the eign aids—to reduce or eliminate in 1962. Stepp resides in that city need for a national shipbuilding and was born in Oklahoma. He any remaining gaps, before re­ plan—a blueprint for construct­ previously sailed as AB and sorting to direct subsidy." ing "reasonable" numbers of ships bosun. "The most promising types of on a definite timetable spanning Before receiving a second assistance are low loan rates and several years. The report pointed mate's license, Michael Mosack tax relief through higher depre­ out that new ship orders over the sailed as AB. Born in Boston, he past few years have waned con­ ciation allowances and reduced Mosack Stepp now lives in Medford, Mass. The rates." Such financial aid "pro­ siderably. 52-year-old Seafarer joined the vides strong incentives toward im­ Applicants can begin training Survey Suggested SIU in Boston in 1966. provement in shipyard production at any time. The period of in­ The training program, operated struction is determined by each To encourage more efficient efficiency," the report concluded. production in U.S. shipyards, the member's individual ability and study panel also asks for a sur­ knowledge, and the instructor's Brazil Government Officials Visit SIU vey previewing capital investment. satisfaction of his readiness to This would better pave the way take the examinations. The training program was in­ for implementing the construction stituted in line with the SIU's plan. Use of designs applicable objective of encouraging and as­ to mass production are recom­ sisting Mnlicensed personnel to mended. upgrade themselves. The institute recalled that "dur­ " Seafarers can participate in the ing World War 11, the results of course of instruction at no cost multiple ship construction in the to themselves. They will be pro­ United States was outstanding in vided with meals, hotel lodgings terms of output and cost." It and subsistence payments of $110 notes also that "foreign yards per week while in training. have developed their present tech­ This in-training assistance is niques on the basis of United the same as available to engine States experience in those days." department Seafarers who are en­ The report stated that some rolled in the union training pro­ yards have already begun, or plan gram to prepare engine depart­ to start, capital improvement proj­ ment men for their licensed engi­ ects to improve production flow. neers examination. New momentum is needed, the SIU deck department men in­ study group insists. terested in the program should ap­ Forecasting our potential to ply immediately, or obtain addi­ compete with foreign shipyards is tional information at any SIU hall, complex, the report said, for prior to this a comparison of plans and SIU Headquarters played host to Dr. Francisco Amaral of the Brazilian Chamber of Deputies last week, or directly at SIU headquarters, specifications — U.S. vs. foreign who visited to discuss common labor problems and the role of unions in the community. Seated at 675 Fourth Avenue, Brooklyn, the conference table (left to right) are: Madame and Dr. Amaral; Al Bernstein, SIU Director of Wel­ New York 11232. The telephone cost estimates—will be required. The .study group pointed out fare; Frank Pecquex, the SIU International Representative; and N. Enriquez, serving as interpreter. nuntber is HYacinth 9-6600. i ^'1 V k >1 ll �January 5, 1968 SEAFARERS Page Five LOG Conservatives Take Aim at Labor in 1968 Elections WASHINGTON—^The 1968 elections are going to give the American people another chance. Faced with the loss of some 47 seats in the House of Representatives in 1966—a good part of them young Democrats who helped create the fabulous record of the preceding Congress—liberals in the 90th Congress knew they had a tough time ahead of them. President Johnson himself commented that "undoubtedly it will be more difficult to approve any new legislation that we might propose" and his prediction was borne out. The first session of the 90th Congress made a better record—especially in its closing days—than its early days forecast, but essentially the session was a "holding operation." It was niggardly in its appropriations for the "Great Society" and the War on Poverty, but at least it did not destroy the great programs of social advance enacted by the 89th Congress and it improved some of them—notably Social Security. Moreover, it left a lot of unfinished business—much legislation of direct interest to labor such as situs picket­ ing and repeal of 14 (b) which made "right-to-work" laws possible. It also stopped short of eliminating mu­ nicipal tax exempt bonds that encourage runaway shops and, so far, of enacting the 10 percent surtax that the Johnson Administration is ardently campaigning for as a weapon against inflation. That leaves the 1968 elections as the clear chance to reverse the stalemates of the 90th Congress and come up with another Congress holding out the hope of new lib­ eral legislation and more generous implementation of the programs enacted two and three years ago. What are the chances? All 435 seats in the House, of course, will be up for re-election. There are now 247 Democrats and 187 Re­ publicans in the House with one vacancy, the Demo­ cratic Adam Clayton Powell seat in New York. At least a score of young Democrats who lost their first term seats in 1966 are on the come-back trail and there is a strong chance that some of them will make it. """* On the Senate side are 34 seats up for grabs, 23 of them Democratic and 11 Republican out of a Senate body that now numbers 64 Democrats and 36 Republi­ cans. While there are less than half as many Republican seats at stake as Democratic, the complexion of the 1969 Senate is not likely to vary a great deal. Safe seats are about equally divided between the two parties, so that the chances are that there will still be a pretty liberal Senate when 1969 rolls around. That leaves the Presidency. President Johnson is all but certain to run, and Vietnam or no Vietnam, he is bound to be the Democrat's strongest candidate. The leading Republicans are sharply divided between hawks and doves with neither group providing convincing ar­ guments that they can do any better than the President. Moreover, a recent COPE poll has showa that union members are strong for Johnson and would vote over­ whelmingly for his re-election against any potential Re­ publican candidate. Whatever dissatisfaction or uncer­ tainty about what to do about Vietnam exists has been largely swallowed up in the fact that the President's do­ mestic policy has a wide, appeal for union members. The Great Society program and the War on Poverty, civil rights- extension, improvement in Social Security, help for education and housing, wage boosts for federal employees, the fight for the consumer, the battle against water and air pollution—these programs have won strong labor support. On the other hand, 1969 represents for the conserva­ tives another chance to water-down the great social and economic programs that have marked the country's his­ tory ever since the first days of the New Deal. The Eisenhower interlude did slow progress down and the re-emergence of the old Dixiecrat-GOP coalition during the past year helped slow it down again. A new con­ servative gain in 1968 obviously would slow it down still further. For labor, a new wave of conservatism in either party during the 1968 election could have disastrous results. The Gulf Coast The U. S. Chamber of Commerce has made it unmis­ takably clear that it looks to 1969 as a new chance to clobber labor as it did during the Eisenhower years. The Chamber has spelled out its anti-union goals in clear language: further curbs on picketing and boycot­ ting, restriction on internal union authority including a ban on union fines against members who cross picket lines, making subcontracting easier for employers, cur­ tailing the powers of the National Labor Relations Board on the ground that it is now too "pro-union," opening the door to more violent employer campaigns against organization, making decertification easier for employ­ ers. . . . Behind much of the conservative thinking is the search for ways to weaken labor's right to strike, particularly in big industries where a false case can be made out that strikes in them threaten the economy and other nameless disasters. A "labor court" is one scheme that has been advanced in this area—turning over labor-management disputes of a major size to the courts rather than per­ mitting them to go through their natural course. Such proposals and similar ones would largely destroy the power of the National Labor Relations Board which, in recent years, has been coming under heavy conserva­ tive attack—an attack that was notably missing during the days of the Eisenhower-appointed Board and its anything but pro-labor decisions. When union members go to the polls next November, they need have no illusions about what a conservative victory will mean. It has all been spelled out for them well in advance—by the conservative wing of the Re­ publican Party and its powerful industrial and business friends. On the economic front, the picture is confused. The action of the British Government in devaluing the pound and boosting its interest rates has been followed by a "tight-money" threat in the United States just at a time when high interest rates, that were triggered in Decem­ ber of 1965 by the Federal Reserve Board, were begin­ ning to show some signs of dropping a bit. Seaman's Log Cartoons Win Citation 77/ Never Learn Thai New Mafb" "Old Enemies" "The Smoke-filled Room" by Lindsey Williams, Vice-President, Guif Area The New Orleans City Council gave Local 632 of the New Orleans Fire Fighters Association the Christmas present they were waiting for when they approved a 50 hour work week for the city's firemen. Previously, they had to work 56 hours with only four hours overtime. Local 632 is looking forward to a further reduc­ tion to 48 hours in July. The Democratic Primary here be ready for a new ship in a few proved to be a success for most weeks. A 20-year man, he's sailed of the candidates endorsed by the all deck ratings. Greater New Orleans AFL-CIO. Carl Pierce had a good voyage on the Del Sud. A long-time SIU member, Carl sails in the deck department. Walter Dunn had a fast trip to Dest Africa aboard the Del Mundo as a member of the steward department. Alphonse Tremer is home after a voyage to India and will be Pierce Tremer ready for a new ship shortly. He Among the winners were Nat G. sails in the engine department. Kiefer and Eugene O'Brien, state Leonard Wood is thinking representatives from Orleans par­ about retiring after sailing over ish, along with Kenneth Leith- 20 years. Leonard's last job was man and Thomas Ward, state rep­ resentatives from Jefferson Parish. in the steward department of the Maiden Creek. Plans were formalized here for an 80,000 seat stadium to be Houston used by the New Orleans Saints We had some trouble getting of the NFL. The architects claim men to ship during the Christmas it will be the largest building in holiday, but we think jobs will be the world, containing 125 million moving now. Bill Joyner and cubic feet of space. The stadium, P. V. King of the deck depart­ complete with retractable dome, will be available for use by the ment are registered and waiting for a good job. 1971 playing season. We have six ships loading for MobOe a trip to Brazil. Making the run After a long trip in the Brad­ are the Hudson, Sacramento, Cot­ ford Island's deck department, tonwood Credt, Missouri, Man­ F. A. Pehler is registered and will hattan and Columbia, The "consistent high quality" of editorial cartoons by Bernard Seaman in the Seafarers LOG drew high praise and a special citation from the judges of the 1967 Journalistic Awards Contest of the International Labor Press Association this year. In selecting the outstanding examples of labor journalism from among the more-than850 entries submitted, the Board of Judges composed of Nieman Fellows at Harvard Uni­ versity picked as the Best Original Cartoon of the year Seaman's "witty and clever" depiction of Illinois' Republican Senator Everett M. Dirksen looking cpnfused in a school class­ room over the "one man-one vote" concept. A special award for the consistent quality "You—Are Too Faff of the Seaman cartoons said: "The cartoons by Seaman reflect both un­ usual drawing talent and cleverness in concep­ tion and execution of an idea via the cartoon. The LOG makes good use of Seaman cartoons by using them in conjunction with related col­ umn-type material which usually appears below the cartoons. The cartoons consistently stand out on LOG editorial pages—so much so that the judges felt a special citation was in order." Seaman, LOG editorial cartoonist and Art Editor for many years, is now doing editorial cartoons for the AFL-CIO News. His first-place Dirksen cartoon, together with five other examples of his work which earned the special citation, are shown here. "Your Money AND Your Lifef "Nurse"! �Pag^ Six SEAFARERS LOG January 5, 1968 •* A Veteran Campaigner From Dec. 14 to Dec. 27, 1967 DECK DEPARTMENT TOTAL REGISTERED All Groupg Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans .... Houston Wilmington San Francisco ... Seattle T'oials Class A OassB 7 2 69 37 9 2 2& 13 8 11 11 3 10 8 34 22 40 32 30 21 14 12 31 34 16 17 302 214 TOTAL SHIPPED All GrouiIB Class A Class B Class C 3 3 3 44 24 16 2 1 7 29 10 3 3 7 8 2 1 7 0 0 2 9 17 3 18 6 3 30 31 8 9 11 15 30 33 30 11 10 8 190 154 113 REGISTERED on BEACH All Groups Class A Class R 11 2 206 109 20 11 96 58 34 25 29 11 11 2 91 38 174 101 112 49 23 1 67 3 37 11 911 421 ENGINE DEPARTMENT TOTAL REGISTERED Port Boston New York Philadelphia Baltimore Norfolk Jacksonville ...... Tampa Mobile New Orleans .... Houston Wilmington ...... San Francisco ... Seattle Totals All Groups Oass A Class B 5 3 48 61 2 8 8 17 9 8 4 10 7 3 24 23 20 37 38 25 18 12 31 40 12 7 226 254 TOTAL SHIPPED All Groups Class A Class B Class C 3 3 1 26 36 27 7 4 6 1.5 11 10 3 6 8 7 4 6 0 6 4 9 13 5 11 14 7 24 42 29 7 8 13 31 30 23 5 11 6 154 187 145 REGISTERED on BEACH All Groups Class A Class B 6 1 122 81 26 11 52 39 18 24 16 11 5 4 54 38 90 78 101 60 21 0 41 3 26 10 578 360 STEWARD DEPARTMENT TOTAL REGISTERED President Johnson, following signing of a new law upgrading standards for meat plants involved in intrastate .commerce, offers congratulations to author Upton Sinclair, whose 1906 novel, "The Jungle," cited the deplorable condition of meat packing plants and was responsible for early exposure of the problem. Also seen is the White House pet, Yuki, who evidently took a strong liking to author Sinclair. All-Out Soviet Ship Buildup Treads on East German Toes In its all-out efforts aimed at domination of the world's sea lanes, the Soviet Union has been accused by bitter officials in East Berlin of "crass exploitation" of East Germany's 15-year-old shipbuilding industry. Neues Deutschland, official expensive the program is to East organ of the East German Com­ Germany. They also noted that munist party, says that country's East Berlin boss Walter Ulbricht vastly expanded shipbuilding in­ had announced last month that dustry has been almost totally an intensive cost analysis was un­ committed to the Russian buildup. derway in two of the Baltic dock­ Since 1952, the four major East yards. Losing ^Millions' German shipyards have produced 2,434 ships of 1,762,189 tons for "We have got to change the export to the Soviets. This is al­ orientation somehow," a spokes­ most twice the 950,000 tons in man declared. "At present only the 160 vessels which comprise its one-fifth of our ship output re­ own commercial fleet. Fifteen mains here for domestic use or years ago the East German mer­ export to Western countries. We chant fleet consisted of a single are losing millions." 9000-ton freighter. He added that he believed the East German-built ships ac­ rigid commitment to the Soviets count for close to one-fifth of the was partly responsible for a con­ 10-million-ton trading fieet of the troversy which led two years ago U.S.S.R., which now ranks sixth in the world, and officials of the to the suicide of East German Russian satellite country recently planning chief Erich Apel. The stress on shipbuilding in complained privately to a news­ man that it has been turned into East Germany is apparent in a comparison of its annual growth a "Soviet industrial colony." Reported to be just as heavily of 14 percent with the six-percent committed to ship construction expansion of all other industrial for the Soviets are Poland, Bul­ output combined. At the end of garia and several other East Euro­ World War II the East German pean nations. Poland is expected shipbuilding industry employed to deliver 175 vessels to the Rus­ only 5,000 workers as against sian fleet under its current five- about 40,000 today. year plan which ends in 1970, Most activity is centered at the and Bulgaria is obligated for 350 Warnow and Neptun yards at smaller ships and fishing boats. Rostock, which employ a total of Communist sources said the 12,500 workers; the Oceanic yards statistics on the size of shipbuild­ at Wismar and the People's yards ing orders from the Soviets was at ^ Stralsund. Naval vessels are made public to point out to Krem­ built mainly at the Pene yards in lin authorities how painful and Wolgast. Port Boston New York Philadelphia Baltimore Norfolk JacksonviUe Tampa Mobile New Orleans Houston Wilmington San Francisco .. Seattle Totals ' All Groups Class A Class B 1 1 49 16 8 2 14 10 4 5 9 4 5 1 16 19 30 23 17 11 12 6 27 16 12 7 204 121 TOTAL SHIPPED Class A Class B Class C 2 2 1 31 9 16 1 0 8 16 6 4 2 4 20 0 8 1 0 2 4 14 11 3 10 7 1 20 15 14 9 7 4 31 33 20 5 6 6 146 97 110 REGISTERED on BEACH All Groups Class A Class B 3 2 170 28 17 9 51 94 9 20 17 9 10 4 63 23 126 92 87 53 13 1 47 3 31 13 308 687 YOUR DOLLAR'S WORTH Seafarer's Guide to BetteY Buying Social Security Distorted by Reader's Digest "The article in the Reader's Digest, October, 1967, about Social Security has caused a lot of comment and feeling against Social Security and fears of its soundness," reader Beryl Neff writes. "Do you think a column on the facts of the situation would be useful?" You said it. The recent attacks have been more harmful than first realized and very disturbing especially to older people, who worry a lot anyway. Unfortunately the facts have trouble catching up with the scare stories. One arthritic widow of 76 was so disturbed she wrote to President Johnson asking for re­ assurance about the Digest article on Social Security "going bankrupt and in ten years there wouldn't be any. I only get $44 a month but very thankful for that, it helps me." Piece Promoted Fear Another 77-year-old widow wrote that she "cannot understand how the President can take money that has been paid in by people who are trying to take care of themselves." Another widow, 62, wrote that she is trying to hold on until age 65 when she will apply for her full benefits. But now she is frightened because the Reader's Digest "claims there are only 14 more months of Social Security payments in this fund." From the Reader's Digest she got the im­ pression that the President "has been pilfering the fund and milking it dry for foreign aid assistance, and also pilfering the fund for these so-called trips to the moon." Now she wants to know whether she will get back the money she paid into the fund "if Congress or the President decides to do away with Social Security." Besides the Digest's insinuations, written by an old-time Government baiter named Charles Stevenson, a number of other attacks have been made just as Congress is about to legislate in­ creased benefits. Several syndicated columnists, including William Buckley, Jr., Paul Harvey and Don G. Campbell, have variously attacked Social Security as unfair to young workers, or as running out of money. Among organizations trying to discredit the Social Security program recently have been the mis-named Young Amer­ icans for Freedom, allied with former Senator Go'dwater; several oil companies, including the Lion Oil Co. and the American Oil Co., and the U.S. Chamber of Commerce, an em­ ployers' organization. Unfounded Assaults Both the Digest and Paul Harvey have indi­ cated, in Harvey's loose words, that "All that's left in the Social Security kitty for your old age is a bunch of paper I.O.U.'s." This is the real distortion and this is what has been worrying older people and those soon to retire. The truth is, these so-called "I.O.U.'s" are interest-earning Government certificates, much like E bonds and the Government bonds that banks and wealthy investors eagerly buy. Naturally the Social Security Administration does not take all the dollar bills paid into the fund and hide them in a vault. For one thing, that way the fund wouldn't earn any of the interest that helps make up the part of the benefits paid to retired people, disabled workers and families of deceased workers. Nor is it true, as the Digest alleged, that your Social Security contributions go into the "Treas­ ury's general fund" with some of it going to finance "foreign aid, the moon race . . etc. Your Social Security contributions by law are maintained in a separate trust fund—distinct from the Treasury's general funds—and by law can be used only to pay Social Security benefits and administrative expenses. % • '* I M �January 5, 1968 SEAFARERS LOG Page Seven Court Raps NLRB Timidity' Against Anti-Union Employers f V 5*^ T -A W S'f WASHINGTON—A federal appellate court chided the National Labor Relations Board for being too timid in fashioning remedies to overcome an employer's refusal to bargain in good faith. In a landmark 2-1 decision, the U.S. Court of Appeals for the Dis­ trict of Columbia said the NLRB has the power to order an employer to grant a dues checkoff to the union representing his workers. While such an action may be "a minor intrusion on freedom of contract," the court said, in some cases it may also be "the only way to guarantee the workers' right to bargain collectively." In reaching this conclusion, the court said, it was taking into account the fact that the NLRB's remedial measures in unfair labor practice cases "have not proved adequate in coping with the recalcitrant em­ ployer determined to defeat the effective unionzation of his plant by illegally opposing organizational and bargaining efforts every step of the way." The case involved the Steelworkers and the H. K. Porter Co. at Danville, Va. The union won a representation election in October 1961—and is still trying to negotiate a contract. Twice trial examiners found the company had failed to bargain in good faith, the labor board affirmed the findings and courts ordered enforcement. It was a familiar pattern of delay and the appellate court in the spring of 1966 specifically noted that the evidence at the hearing before the trial examiner showed that the "real and only reason" the company refused the check-off was to "frustrate agreement with the union." The record showed the company admitted it would not be incon­ venienced by a checkoff and that it does in fact check off union dues at some of its other plants. The issue, the court noted, was a particularly important one at the Danville operation where employees were scattered over a wide area and "collection of dues without a checkoff would have presented the union with a substantial problem of communication and transpor­ tation." After the 1966 ruling, the company finally presented an "alter­ native" to the union's checkoff proposal. It said it was willing to dis­ cuss the possiblity of making available to the union a table in its pay­ roll office. • • The Steelworkers contended this did not comply with the court order on good faith bargaining. The NLRB said it did, and the union asked the appellate court to clarify its order. In doing so, the court made a distincti^ between bargaining to --an impasse in good faith—which meets the requirement of the law— and the need to remedy a pattern of illegal union-busting efforts. It said the NLRB has authority to order a company which has "re­ peatedly flouted" the law "to make meaningful and reasonable counter­ offers, or indeed even to make a concession," where this "would be the only way for the company to purge the stain of bad faith." It said the NLRB could have ordered the company to grant a checkoff, either with or without a return concession by the union on another issue. The checkoff, the court majority said, may be "of life or death import to the fledgling union, while it is of no consequence whatever to the employer." Chiding the NLRB for its timidity, the court added: "if the board can do no more than repeatedly order the company to bargain in good faith, the workers' right to bargain collectively may be nullified. The board is empowered ta see that this does not happen. Unemployment in Canada rose to 289,000 in mid-November, the Canadian government reported. That's 35,000 more than in Octo­ ber and 51,000 more jobless than a year ago. On a percentage basis, the unemployment rate is 3.8 percent, compared with 3.2 per­ cent in October and 3.1 percent a year ago. * >•> V Employees of the University Nursing Home in Wheaton, Md., set a precedent recently when they voted 35-9 to be represented by the State, County & Muncipal Employes. The election was con­ ducted by the National Labor Re­ lations Board—the first since the NLRB's decision last month to assert jurisdiction over large pri­ vate hospitals and nursing homes. The unit set up at the Wheaton home, in a suburb of Washington D.C., is made up of custodial and dietary employees. AFSCME President Jerry Wurf hailed the vote as "a major victory for em­ ployees in an "industry, that has '« been characterized by its notori­ ously low pay and degrading working conditions." * * * The Railway & Airline Clerks has negotiated an agreement to protect 16,000 members who could be affected by a "merger of five western railroads next year. The pact is with the Great North­ ern, Northern Pacific, Chicago, Burlington & Quincy, and Spo­ kane, Portland & Seattle Rail­ way Companies. The Interstate Commerce Commission has ap­ proved their merger but has not issued its final order. The agree­ ment, according to BRC Presi­ dent L. C. Dennis, provides that an employee of the railroads in the union's jurisdiction will be listed as "protected" if he has seniority to Tan. 2, 1966, and has naid service between then and the merger. Such a "protected" worker must be continued in em­ ployment until retirement, resig­ nation, death or dismissal, he pointed out. The legitimate and long-standing griev­ ance of U.S.-flag shipowners over the allo­ cation of government sponsored foreign-aid cargoes has once again reached the boiling point in the wake of newly-announced cargo rate ceilings tailored by the Maritime Ad­ ministration to insure that their revenues re­ main at a bare subsistence level. First established ten years ago as "guide­ lines" for the impiementation of the Cargo Preference Act—which requires that a min­ imum 50 percent of all government-gener­ ated cargo must move in American-flag bot­ toms—these arbitrary ceilings have served more as Administrative tools to evade the intent of the Act than they have to guarantee the "fair and reasonable rates" to U.S. car­ riers impiicit in the law. Recent revisions, first in November and again last month, have merely served to update and perpetuate the Administration's stranglehold on American shipping companies—particularly in the unsubsidized area. The inequities of MARAD's guideline rate system are well known to all in the maritime industry and the percentages involved are a matter of record. It is the manner in which the Agriculture Department, the Commerce Department and other government agencies manipulate the system which is most oppressive. The func­ tion of the system, in theory, is to bridge the gap between the low rates offered by foreign operators, whose fleets are not subject to high wage and safety costs demanded by U.S. standards, and those which must be charged by American-flag operators in order to sur­ vive. Under the requirements of the Cargo Preference Act this government must make up the difference to American carriers to the extent of at least half of all federal aid car­ goes shipped—if their rates are "fair and reasonable." It is here that the subtle evasion of the law comes in. With little or no regard for the actual costs of U.S. shipping companies, gov­ ernment bureaucrats determine on their own the highest rates they are willing to pay and label them "fair and reasonable" on a take- it-or-leave-it basis. After this it only remains for government departments to dismiss bids by U.S. carriers which are, of economic ne­ cessity higher than the imposed ceilings, as not fair and reasonable. Having technically complied with the wording of the law, they are then free to charter foreign-flag vessels at cut rates and let U.S.-flag ships get car­ goes where they can or remain idle. The process may be legal enough—the present Administration and those that pre­ ceded it are proven experts in finding loop­ holes and twisting the law to their own means as far as maritime is concerned—but it is grossly unjust. When it comes to U.S. government aid cargoes to foreign nations, even the principle of the 50-50 law for which the American merchant marine was forced to settle is pat­ ently unjust. These shipments, largely of sur­ plus food and grain, are sent to the starving countries of the world as a gift from the American people through the auspices of their government. Yet the government seeks every means possible to use foreign vessels and foreign labor to deliver these gifts while its own merchant fleet must scratch for cargo elsewhere and U.S. citizens are deprived of jobs. As long as there is a single U.S.-flag ship available for charter there is no real excuse for any U.S. foreign aid shipments to move in the vessels of other nations at all. Still the Administration pours millions of dollars annually into the economies—and the al­ ready thriving commercial fleets—of foreign countries while not only refusing a federal policy to help upgrade the sinking U.S. mer­ chant marine, but actively depriving it of earned revenue as well. Congress last year prevented the farmingout of U.S. shipbuilding to foreign ship yards. The time will never be more appro­ priate than it is right now for Congress to put a stop to the Administration's irre­ sponsible throw-away of more and more of this nation's seagoing commerce at the ex­ pense of American citizens. �Page Eight SEAFARERS Jannary 5, 1968 LOG SlU'Contraited Delta Line Protests Cutbark in Brazil Export Cargoes WASHINGTON—The SlU-contracted Delta Line has protested to the Federal Maritime Com­ mission and Commerce Secretary Alexander B. Trowbridge an arbitrary demand by Brazil that it recognize a deal between that country and Scandinavia on transport of Brazilian coffee cargoes or face the threat of losing some flict with an agreement" last May pean, carriers was to have been of that cargo itself. Such recog­ between the U.S. Maritime Ad­ 35 percent initially and decreased nition, the company maintains, ministration and the Brazilian porportionately to 20 percent would adversely affect its revenue Maritime Commission which within ten years. and carrying operations. called for "an even distribution of After a storm of protest by Delta, the major U. S. shipping the government cargoes of both European companies over the line involved in Brazilian trade countries to U.S. and Brazilian proposed cutback in their share with Gulf Coast ports, charged carriers." of the cargoes—they had been in its complaint that it had been The current stand by Delta is carrying about 33 percent of the "given an ultimatum to either the latest action in a six-month tonnage — Brazil decreed that • accept the terms of an agreement dispute involving some 20 Ameri­ European and other lines reject­ formulated by Brazilian and can, Brazilian and other national ing the quotas would be banned Scandinavian lines by December shipping lines carrying cargoes of from carrying any Brazilian ex­ 22, or such agreement will be im­ coffee and cocoa north to U.S. port cargoes. When they refused plemented by the Brazilian gov­ Gulf and Atlantic ports and U.S. to comply, European lines were ernment." government aid cargoes back to barred to northbound Brazilian The agreement, worked out re­ Brazilian ports. trade as of August 10 and cently by Brazil with Norwegian promptly flled complaints with An announcement some weeks shipping lines, set forth how much the U.S. Maritime Commission of Brazil's coffee and cocoa car­ ago that all the steamship com­ which still has the program under goes would be carried northward panies involved in the U.S.­ study. They also claimed the by Norwegian-flag ships and how Brazilian trade had joined in quotas were in violation of U.S. much American and Brazilian forming The InterAmerican anti-trust laws and filed damage lines should carry. American car­ Freight Conference—a new ship suits against the American and riers were not consulted before rate-making group — indicated Brazilian lines in U.S. Federal that the dispute had apparently the pact was agreed upon. court. been resolved. Deadline Passes Brazil Does About-Face Amaro Soares de Andrade, As of last week, a Delta rep­ provisional committee president In view of these developments resentative said that although the of the proposed new Conference, and fears expressed by the U.S. deadline had passed for the new outlined its suggested quotas at departments of Justice and Trans­ agreement to go into effect, he that time. The initial minimum portation that the Conference had not had a reply to his posi­ quota of Brazilian export cargoes might harm America's commerce, tion that Delta could not accept to be carried by Brazil's national Brazil suddenly reversed itself the ultimatum. He said that the line, Lloyd Brasiliero, and Amer­ and negotiated the Scandinavian Del Sol was due in a Brazilian ican-flag lines would be 65 per­ agreement. Further, Brazil also port shortly to load 50,000 bags cent and would be gradually in­ said the same take-it-or-leave-it of coffee already contracted for. creased to 80 percent over the restrictions set before the Euro­ If the vessel is not permitted to next ten years. Maximum par­ pean companies would now apply dock or Brazil cuts back on some ticipation of "third flag," or Euro­ to U.S. companies as well. of the booked cargo, Clark said, then Delta will know that the agreement has been instituted. In its protest to Trowbridge and the PMC, Delta has accused Brazil and "our Norwegian com­ petition" of having made an Through a profitable combination of low wage rates and ad­ agreement under which 23 per­ vanced modern technology, Japan continues way out in front cent of the 100-percent Brazilian among the world's shipbuilders but Japanese producers—faced government-controlled cargoes with a huge backlog of foreign orders—are seeking still further would allegedly "be guaranteed expansion to prevent future contracts from being diverted into to this Norwegian competitor." increasingly competitive European yards. This was called "in direct conOrders from run-away American operators who register their fleets under the Liberian and other foreign flags account for a big share of Japan's shipbuilding prosperity. While shipbuilding SEAFARER&|t%OG research and development remains neglected by the U. S. Gov­ ernment and U. S. shipyards lay largely idle, the Japanese econ­ Jan. 5, 1968 Vol. XXX, No. omy is reaping the financial rewards that should be going to a competitive and up-to-date American shipbuilding industry. Official Publication of the Seafarers International Union Eager for still more American business, Japan has long sought of North America, modification of this country's law against U. S. registry of foreignAtlantic, Gulf, Lakes built vessels. Given such a green light by Washington they feel and Inland Waters District, that with their latest production methods, know-how and low AFI^CIO pay scales, they could easily underbid outmoded U. S. shipyards Executive Board on contracts for Great Lakes ore carriers and other ships needed PAUL HALL, President by American companies. CAL TANNER EARL SREFARD Exee. Viee-Pree. Vice-President Although low wages played a large part in Japan's takeover AL KERR LINDSEY WILLIAMB from Great Britain in 1956 as the world's leading shipbuilder, Sec.-Treae. Vice-President they were not the major factor as many in the West assumed. ROBERT MATTHEWS While wages are lower in Japan's yards than in those of most Vice-President foreign nations, her success in shipbuilding must also be attrib­ Editor uted to new production systems and processes, new light and MIKE POLLACK heavy equipment and other developments to higher efficiency Staff Writers in construction. The Pacific Coast by Frank Orozak, IVest Coast Representative Protests against the "technical amendment" to the 1967 social security bill, requested by Governor Reagan, were urged by Thomas L. Pitts, head of the California AFL-CIO. The amendment would totally exclude hundreds of thousands of California's aged and blind public assistance recipients from any part of the $7.50 a-month increase, currently on the verge of ing-ofl and signing-on. Congressional approval, and per­ Among the ships signing-on and mit the state's general fund to paying-off were the Corfez, Long pocket $34 million of the more Lines, Overseas Dinny, Luciie than $37 million, the state would Bioomlieid, Our Lady Of Peace, receive: Young America, Steel Apprentice "The Reagan-requested, amend­ and Amerigo. We have the Santa ment boils down to a heartless Emiiia, Seatrain Ohio and Yorkattempt to fatten the state's cof­ mar in transit. fers at the expense of more than Wiimington 304,000 aged and blind citizens Shipping is good here and the and would slash the increase in outlook for the next period is benefits to another 115,000 dis­ abled citizens from $4.50 per promising. Among the ships pay­ month to just $2.50 a-month," ing-off recently were the Fanwood, Achiiles, and Seatrain Sa­ Pitts stated. According to Pitts, "It has be­ vannah. come increasingly apparent that After a pleasant Christmas, Governor Reagan or his advisors Fred Lynum is looking for a seem intent on furthering the good ship to sail as chief stew­ Governor's personal political am­ ard. Fred, whose last ship was bitions, particularly at the expense Longview Victory, is a 28-year of those segments of our citizenry veteran of the SIU. least able to protect themselves, Patrick Fox, who had an oilers the poor, the medically indigent, job on the Westchester, said he the mentally ill, the crippled chil­ hopes to be FFD shortly. Pat dren, and the state's largely un­ would like to catch a good ship organized farm workers." in a few weeks. Most citizens are aware "that Seattle social security benefit increases result in reduced state welfare Shipping is fair here, but we costs, so all California's taxpayers expect things to pick up during have a stake in this issue," Pitts the next period. said. Martin Hammond, a 20-year San Francisco " man, just paid off the Seafarer Shipping remains brisk in this and is looking for another good port, with a number of ships pay- AB's job. Japan Fares Challenge as Leading Shipbuilder PETER WEISS HARRY WITTSCHBN FRANK MARGIOTTA STEVE STEINBERG Staff Photographer ANTHONY ANSALDI Pikllihed kiwiekly at 810 Rheds Island Annii N.E., Washlniton, 0. C. 20018 ky the Seafarsri international Union, Atlantic, Golf, LakH and Inland Waters District, AFL-CIO, 675 Fsortk Avcnac, Brooklyn, N.V. 11232. Tal. HVaclntb 9-6600. Second elass pestaie paid at Washlniton, D. C. POSTMASTER'S ATTENTION: Forai 3579 cards skeald he sent to Scafarert Internatlinal Union, Atlantic. Gait, Lakes and Inland Waters District, AFL-CIO, 675 Feerth Avcnac, Breaklyn, N.V. 11232. Cost Goes Up But such technological developments—necessary to handle the large volume of business—have been expensive. As a result, Japanese costs today have risen almost to the point where they match those of yards in Britain, Italy, Germany, Norway and the Netherlands which have also been busy beefing up their capacity in a bid for shipbuilding orders and foreign exchange earnings from abroad. Fearing a race between governments to increase financing aids to shipbuilding, Japan is seeking a worldwide agreement to put limits on such aid. With high money rates, financing is becom­ ing a problem. Competition for orders is intensifying and some Japanese are beginning to complain of a "profitless prosperity." Japan is now building the biggest ships and the largest docks. During the last ten years the conception of the "super" tanker has grown from 50,000 deadweight tons to 270,000 tons and now, since the easier load-line requirements following the clos­ ing of the Suez Canal, is actually closer to 320,000 tons. To Japan this is only the beginning. She already has half-million-ton giants in the design stage and two mammoth docks under con­ struction with which to build them for foreign buyers. At present all major Japanese shipyards have enough backlog orders to keep them busy for two or three years. Of the 14,310,000 tons of new world shipping launched last year, 6,690,000 tons—or 47 percent—of it came from Japan. On top of this, some 60 percent of all world orders placed last year went to Japan and about 76 percent of these were for export. The ratio of export to domestic ship orders has been climbing steadily. Ranking second only to iron and steel as foreign ex­ change earner in the Japanese economy, shipbuilding accounts for about eight percent of the country's total exports. Losing Orders Companies which order new ships want them as quickly as possible. Because of this, Japan's backlogs and delivery delays— together with the effects of the devaluation of the pound sterling —are causing large orders for the same type of superships pio­ neered in Japanese yards to be contracted to European shipyards. Fully aware that European countries are putting up huge building docks to match their own—a 600,000-ton dock under construction in Holland will be the biggest in the world—the Japanese now must watch business getting away from them be­ cause they are already operating at full capacity. To stem the tide Japan is making large investments in new plants and equipment this year but owners of most major Jap­ anese yards—^which were originally built mostly on borrowed money—wish they had even more capital available than is the case. The ship bureau of the Japanese Ministry of Transport reports that for the next fiscal year more than 38.6 billion yen ($100 million) will be invested by the country's 16 major shipbuilders in 27 dockyards. Compared with 27.5 billion last year and 35.3 billion the year before, this figure is a clear indication that the Japanese shipbuilding industry has no intention of losing its leadership in world production. �January 5, 1968 SEAFARERS LOG Page Nine THE SOVIET FLEET MENACE , :ii' 1/ HE SOVIET Union has become one of the lead1 ing i maritime powers of the world in the last 10 years—with the vast bulk of its merchant marine ex­ pansion achieved since 1960—and presents a very real and ominous threat to the economy of the free world and the freedom of the seas. The facts speak for themselves. No matter how they are played down or obscured with short-lived statistics that compare the Soviet fleet with those of the entire outside world to make the outlook appear less frightening, these facts cannot be minimized. According to a 44-page booklet on the Soviet mer­ chant marine published recently by the U.S. Mari­ time Administration, those in the Administration charged with the welfare of this country's merchant fleet have still not grasped the full implications of a situation which is increasing in magnitude. While the U.S. government continues to feel that a strong merchant marine is largely expendable, the U.S.S.R. clearly considers its commercial fleet one of the nation's great national assets. Totalling 1,345 ships aggregating 9.6 million deadweight tons at the beginning of 1966, Russian tonnage has increased by 350 percent in less than 20 years and its average age had decreased from 22 to 14 years. Today, more than half of all its oceangoing merchant vessels are only five years old or younger and projected annual increases for the five-year plan ending in 1970 is one million deadweight tons. Dangers Overlooked Down-playing the fact that the U.S. merchant marine has declined steadily and drastically in recent years, MARAD officials find little danger of strong Soviet competition to the "traditional suppliers of shipping" within the next five years—and probably not within the next ten years—because, while Russia has increased its tonnage by 46 percent since 1960, some free nations have done proportionately as well or better. There is little real comfort in this since the threat posed by the Soviets is not merely one of economic competition but of possible Communist control of the world's sealanes. As stated some months ago in an article from Prague by G. Sayenko, president of the Central Council of Sea and River Transport Worker's Union of the USSR, Russians feel that "the creation of a powerful modern fleet is a great victory for our coun­ try which has put an end to the political and eco­ nomic dependence of our country in the field of maritime transport." Recalling that even 10 years after World War II Russia had only some 150 ocean­ going commercial vessels, Sayenko pointed out the "over 1,300 ships" of today and predicted that the fleet would continue to "grow at a rapid rate over the coniing years." From all indications, this prediction will he borne out, in full view of the rest of the world in general, and the United States in particular, while our officials keep insisting that there is nothing to worry about. The fact that the Soviet merchant marine is related to the national and international goals of the Krem­ lin is indeed something to worry about. Well-designed and technically advanced, it enjoys full'government support as an essential element of the national econ­ omy and national defense. Substantial allocations of Soviet resources are granted not only for the acquisi­ tion of ships, but also for construction and improve­ ment of ship repair facilities, research and develop­ ment, port maintainance, and facilities for the' train­ ing of maritime personnel. Estimates of the position of the Soviet fleet in world tonnage range from seventh—^just behind the United States—to fifth. Far from being the restricted and parochial enterprise it was in the years inunediately following World War II, its vessels now are seen in most major ports of the world. Reports of activity vary, but one Moscow publication. Agitator, said that during 1965 Russian-flag ships called at some 800 ports in 85 countries. Soviet shipping for many years had no need for membership in shipping conferences or pooling agree­ ments because their cargo ships seldom moved on routes subject to conference rates. As its aims be­ came world-wide in scope, however, such participa­ tion has become advantageous and application has been made to at least three major cargo and passen­ ger conferences. Bidding for World Business The first such application was made by the Baltic Steamship Line of Leningrad—^with a fleet at the time of 111 vessels of 627,000 gross tons—to the Baltic and International Conference and was granted as of January 1, 1966. This Conference, with headquar­ ters in Copenhagen, sets no rates and is really an exclusive trade association rather than a shipping con­ ference in the usual sense. With members from some 66 countries whose aggregate tonnage accounts for about 30 percent of the world's total, the BIMC fur­ nishes information on latest hydrographic data and port conditions and often serves members as an arbi­ trator in disputes over labor agreements, bills of lad­ ing or charter parties. With eight new Russian passenger ships built for the international trade during the last five years, the same Baltic Steamship line also applied for—and was granted—membership in the Trans-Atlantic Passen­ ger Conference and the Atlantic Passenger Steamship Conference. The first Conference is concerned with shipping outbound from North America and the sec­ ond with movements inbound to North America. Between them, the two Conferences cover areas that include all North American Eastern ports, European ports, all Asian and African ports bordering on the Mediterranean Sea, and ports in the Black Sea coun­ tries, Morocco, Spain and the Azores. From this it is clear that the Russians now are free to compete for passenger service to most of the world. From tfieir steppe^-up production of luxury liners it is equally clear that they intend to do just that—at a time when some leading Western com­ panies are withdrawing liners from service for .rea­ sons of expense or lack of business. Signing Separate Pacts Soviet shipping authorities have also recognized the value of pooling arrangements over some of the routes served by their commercial fleet. Moscow sources report that such agreements on a cargo-shar­ ing basis are in effect between specific Soviet lines and those of companies in Belgium, Bulgaria, East and West Germany, India, Japan, the Netherlands, the United Arab Republic and Britain. Typical of sleek new commer­ cial vessels constantly being added to modern Soviet mer­ chant fleet is this cargo ship, the Turkestan, which has been used on Viet Cong supply run. Bilateral agreements on shipping matters are also in force between Russia and a number of countries— notably the United Arab Republic and India—and more are continually being sought. In late 1966, the Soviet press agency APN quoted Viktor Bakayev, Minister of the Merchant Marine, as saying "mari­ time countries engaged in considerable goods ex­ change come up against many specific issues in the field of (shipping) which have to be dealt with on a bilateral basis. . . ." ". . . Agreements among countries on mercantile (shipping) are the highest form of such relations," Bakayev continued. "They may solve a wide range of problems. Such an agreement between Great Britain and the U.S.S.R. is known to have been agreed upon during Prime Minister Harold Wilson's recent visit to Moscow. The maritime organs of the U.S.S.R. intend to develop on large scale bilateral relations on the basis of equality and mutual ad­ vantage." Further indications of the Soviet determination to become second to none as a shipping power are seen in the country's active participation in many international forums devoted to maritime matters, among them the Intergovernmental Maritime Con­ sultative Organization, International Labor Organi­ zation, United Nations Conference on Trade and Development Shipping Committee and the Perma­ nent International Association of Navigation Con­ gresses. Independent Operation Increa^ng At present, the Soviet merchant fleet carries all of that nation's seagoing trade and half of its esti­ mated 92 million tons of foreign trade with enough vessels left over for foreign charter and the earning of foreign exchange to pay for programs at home and in satellite countries. In the meantime, the Soviets charter free world shipping services to meet the bal­ ance of their foreign trade needs, but with the cur­ rent rate of construction in Russian shipyards, the necessity for such charters is expected to be cut by 50 or 60 percent in the foreseeable future. The Soviet Merchant Marine Ministry has stated that its planned freight turnover in the next five years will increase by 82 percent—from 208.8 billion tonmiles to 380 billion—while the size of the.,fleet will increase by about 45 percent. Although Bakayev insists that the Soviet mer­ chant marine has no intention of "hogging" shipping business or upsetting tariff agreements, he can hardly be expected to say much else. It is foolhardy for U.S. government officials to persist in minimizing the Com­ munist threat on the seas and refusing to take steps to close the gap before it is too late. �Page Ten SEAFARERS LOG Labor-SupportedLegislation Stalled By Conservative Bloe in Congress <lanaarr 5, 1968 The Great Lakes by Fred Farnen.Seeretery-TrMsurerrOrHt LakM WASHINGTON—The first session of the 90th Congress ground to a halt on its 340th day— with a meager record of accomplishments in terms of labor's goals. There was meaningful progress The Detroit Wayne County Port Commission reported that the in a few areas, and the nation's meat will be safer to eat and its air purer to breathe as a result. port of Detroit had its best season for volume of overseas cargo But the gains were largely Rent Supplements—Grudging­ Mike Mansfield made the pending during 1967. A total of 1,750,000 net tons of cargo was handled, over-shadowed by an ugly mood the report stated. of retrenchment set by tihe Re­ ly voted $10 million of the $40 order of business at the start of What the Port Commission did not reveal to the general public million the President had asked the second session a bill setting publican-led conservative coali­ to provide better housing for low- stiff penalties for interference with was the fact that of 882 vessels, ^ tion which took over control of income families. At one stage, anyone exercising his civil rights. only 11 flew the American flag. Dinter, FOWT's, will be looking the House. the House had voted to kill the The need for further civil rights Detroit exported some 350,000 for a good job on an ocean vessel. In large part, labor's legislative program entirely. legislation, Mansfield said, is "a tons of general cargo, not one Our new SIU diagnostical and battles in the first session were question we can't avoid, one we pound of which was military car­ X-Ray clinic is going along at a Social Security — Pared down defensive—^to keep the coalition shouldn't avoid." go. This is amazing when one con­ steady pace. Both seamen and from plowing under the achieve­ the higher cash benefits proposed siders that the Detroit area man­ DUOC cabbies are making good Pov«rty — Approved, after a ments of the liberal 89th Con­ by President Johnson and imposed long, bitter fight, continuation of ufactures more than half of the use of the facilities. We have is­ a series of punitive restrictions on gress. public welfare—including a ceil­ the anti-poverty programs of the military cargo shipped to Viet­ sued many vacation checks and The success story of the House ing on the number of children Office of Economic Opportunity nam. are continuing to process applica­ conservative coalition can be read who could be helped. Refused to —but with less funds than the Detroit records all vessel pas­ tions from members. in the tally compiled by Congres­ extend medicare to disabled per­ Administration had sought. Some sages, upbound to the upper lakes Toledo sional Quarterly, a non-partisan, sons under 65. concessions had to be made, but and downbound to the lower With the arrival of the J. Clare authoritative publication. the major attempts to dismember lakes, each season. During 1967, Miller (Gartland Steamship Co.), Compulsory Arbitration— The voting alliance of Republi­ the program were defeated. How­ there were 14,185 passages, com­ the last ship due to lay-up here cans and Southern Democrats Barred rail shopcraft workers ever, some projects ran out of pared to 17,180 the year before. against Northern Democrats won from striking and rejected a labor- funds and had to close down be­ Great Lakes vessels made 5,935 has arrived. Our lay-up fleet is upbound passages, 6,032 down- largest in memory. on 37 of 51 rollcalls, by far its backed proposal to balance this fore Congress finally acted. by freezing part of rail manage­ A fire struck the barge Maida, biggest victory total since CQ Meat Inspection — Enacted a bound passages. Ocean vessels Christmas Day, but no injuries ment's profits until a voluntary began keeping tabs on the coali­ strong, labor-backed bill after an made an equal number of pas­ agreement was reached. were reported. However, exten­ tion 10 years ago. aroused public protested a weak, sages up and down, amounting to sive damage was sustained by the On-Site-Picketing — Put off 1,109. In 1966, ocean vessels re­ The chief battleground was the voluntary measure passed by the crew's quarters aft and the galley. House action on bill to allow corded 1,189 passages. The 1967 President's budget, particularly House. The result will be to re­ This fire points up the danger to building trades unions to picket figures are the lowest ever re­ those parts of it dealing with the quire states to match federal meat the port, which has no fire boat to multi-employer construction sites ported. hard core problems of slums and inspection standards for plants assist shoreside firefighting equip­ until after the Senate acts. House The St. Lawrence seaway was poverty. that are now exempt because their ment. As AFL-CIO Legislative Direc­ leadership claimed congressmen products are not sold across state supposed to benefit the American We are sad to report the death tor Andrew J. Biemiller expressed were gun-shy about voting for a lines. A major victory for the shipping industry primarily, but labor bill before the Senate acts of Wencil Oswald, second cook, since its opening, foreign-flag consumer. it, "The conservatives chant 'econ­ in view of filibuster which blocked countries, including Russia, have who has spent many years with omy' each time they vote to muti­ School Aid—^Voted a two-year 14(b) repeal in the 89th Congress. the Reiss fleet. taken over all of the general cargo late a program." extension of federal aid to elemen­ trade, both import and export. Rat Control — Approved $40 Many vacation applications are tary and secondary schools and Most of the budget battles will The seaway's main objective was million for rat control as part of coming in and we wish to remind authorized Congress to appropri­ be renewed in the second session, an increase in general cargo trade, an omnibus health bill in a rare our members to request their ate funds a year in advance to starting January 15. Also on the which pays the seaway a much setback for House conservatives. change of personnel from the ves­ ease budget-making for schools. agenda in the election-year session higher toll per ton than bulk car­ The House had originally refused sel to speed their vacation pay. However, control over allocation will be some of the tough, con­ troversial issues that Congress by­ to take up a rat control bill in a of funds for supplementary edu­ go, such as iron ore and grain. debate marked by callous jokes. cation centers will be gradually Duluth passed this year. Here is what Congress did and But outraged public opinion shifted from the federal govern­ Our records show we shipped didn't do in some of the major brought about a change of heart. ment to the states. 700 men out of this port in 1967. Civil Rights — Enacted only a areas of AFL-CIO concern: Federal Pay—Enacted a three- In addition, our upgrading school Cities—^Voted only $312 mil­ routine extension of the Civil step pay raise for salaried federal will start January 2, with hours' lion for the mammoth task of Rights Commission—coupled with and postal employees, starting from 10 am to 2 pm, every week. helping cities rehabilitate entire a strict budget ceiling. The re­ with a retroactive six percent Tom Dunne was elected as a slum neighborhoods. This is less mainder of the President's broad- boost for postal workers and 4.5 trustee to the Duluth Central La­ than half the amount President ranging legislative package awaits percent for classified employees. bor Committee. SAN JUAN, P.R.—The SIU of Additional fringe benefits were Johnson had asked for the model second session action. Our Christmas dinner had 86 Puerto Rico-contracted tug Fajarcities program. In the Senate, Majority Leader also in the bill. members and their families in at­ do recently rescued another tug, Teachers Corps — Approved tendance. crippled and floundering in a vio­ continuation of the Teacher Corps lent storm which lashed this Chicago for an additional two years and island's north coast with 30-footThe Detroit Edison and Chi­ authorized new teacher training high seas. No injuries were re­ proorams to start next year. How­ cago Trader have laid-up in this ported in the rescue operation. ever, the actual appropriation for port. Some crewmen will head The tug' Gwynedd, out of Mi­ this year for the Teacher Corps coastwise, while others will be ami, was towing the barge Magen's looking forward to rest and spend­ WASHINGTON—^The United States Supreme Court in a recent was only $13.5 million 6f the $33 Bay from St. Thomas to San Juan ing time with the family. action refused to review a lower court order directing the J. P. Stevens rnillion requested by President when the storm hit her at the en­ Chet Christenson and Bob Van trance to San Juan Harbor. In an Company to reinstate 71 workers illegally fired for union activity. Johnson. The denial order served to back up a ruling against Stevens by the effort to shorten her tow line off U.S. Court of Appeals for the Second Circuit handed down last July El Morro, the line instead got Seafarer Joins SlU Pension Roster 7. Stevens now must rehire the workers with back pay, plus interest, caught on the Gwynedd's propel­ to the date of their firing in 1963. ler and rendered the vessel help­ less in the tossing swells. Eighteen other victims of J. P. Stevens' union-busting tactics have been ordered restored to their jobs by the Second Circuit Court but Within minutes the Fajardo, un­ the company has not yet exhausted all of its legal machinery aimed der the command of SIU tug Cap­ at evading the order. tain Jose Flores, steamed out of the harbor to save the stricken The workers involved in the Supreme Court decision were originally vessel which was drifting toward ousted when Stevens employees sought by legal means to join the Tex­ Goat Island and in danger of be­ tile Workers Union of America four years ago through an NLRBing dashed against the wreck of supervised election. Systematic harassment and intimidation by the the S.S. Transcaribbean. company, second largest-textile manufacturer in the world, succeeded in stifling the right of their employees to organize at that time and the Flores managed to take the tug case has been in the courts ever since. These and other workers active and barge in tow and the Fajardo was making its way back to the in the organizing campaign have been unemployed during the legal battle. safety of the bay when the towline Halls Conrt Decision connecting the Gwynedd and the Magen's Bay broke. After com­ TWUA President William Pollock hailed the high court's decision pleting its tow of the Gwynedd, and pledged renewed support of Stevens employees. the Fajardo—-owned by the SIU "Eigjity-nine Stevens workers will now receive some measure of jus­ of Puerto-contracted Puerto Rico tice in this long, dragged-out case," he said. "But more important, as Lighterage Company — headed fliey return to their jobs the curtain of fear which has hung over workback into the stdrm to retrieve the en in many Stevens plants will begin to disintegrate." ^ SIU Representative Leon Hall presents the first pension check to barge but it was already too close J. P. Stevens employes about 30,000 workers at some 50 plants in Eusebio Padilla in New York hall. A member of SIU since 1946, he to the wreck of the Transcarib­ NOTth and South Carolina. sailed in the engine department. His last vessel was the Panama. bean for rescue action to be taken. Puerto Rico SIU Tugmen Pull-Off Tug-to-Tug Save High Court Vetoes Stevens Appeair Orders 71rmpfoyees be Reinstated �Jannarjr 5* 1968 Ocean Researchers Map Deep-Sea Gold Rush » < . • - '^ • Govt Revives FDL Ship Proposal Despite Previous Congress Rejertion WASHINGTON—^Despite overwhelming Congressional rejection last June and universal opposi­ tion in the maritime industry, the U. S. Government is again planning to pursue the vastly expensive and wasteful Fast Deployment Logistics ship program originally conceived by Defense Secretary Robert S. McNamara. ^ Military demands are all the foreseen changes in the global situ­ Being readied for her deep-sea debut is the new Aluminaut, an exploration sub designed to probe depths down to 15,000 feet. She will house a three-man crew. Prospective uses may include salvage work, drilling for oil, and ocean mining. ..'s Page Eleven SEAFARERS LOG An abundance of ocean water surrounds us. Nearly threefourths of the Earth is covered with it. Yet our knowledge about the mysteries of the sea is but surface deep. Oceanographic research ships are few, and these constantly scan the waters, taking soundings, samplings, and conducting experiments. They are very limited, however, covering only a small portion of the total sea area. If weathermen were so confined in their investigations of the air above us, probably 10 or 15 balloon soundings would parallel the present realm of deep sea research. While meteorology has progressed far ahead of oceanography, weathermen still find conditions difficult to forecast. But a quiet revolution is going on in developing more sophisti­ cated undersea instruments. Some of these devices can measure chemical composition, light intensity, temperature and water movement. The apparatus is usually meant only for depths up to 20,000 feet (98 percent of the ocean)—and the most interesting parts of the ocean floor, reaching down to 37,000 feet, are rela­ tively small. Thus, the shallower depths receive the most inten­ sive research. Photography Impaired Nevertheless, problems are encountered. Taking photos below several hundred feet is sharply impaired because of the impene­ trability of light. The equipment's sensitivity to corrosive sea water—^whcre pressure increases the deeper you go—is another obstacle to be overcome. Recently, the Environmental Science Services Administration in Washington announced a deep-sea buoy system had been in­ vented to detect both oceanic and weather conditions. ESSA hailed it as "an outstanding advance in ocean engineering." The system's potential scope is vast. It can be applied toward measuring weather factors, studying fish hatcheries or detecting pollution in our great harbors. It can guage water temperature, salt content, depth of water, speed and direction of currents, barometric pressure and air temperature, and wind velocity. Data obtained is radioed to a central recording unit. Such in­ formation can be gathered at various depths and the system re­ cords it automatically, providing a store of information. The National Geographic Society, turning greater attention to sea exploration of late, declared that in the years ahead industry will use everything in the ocean but the roar of the surf. Future Mineral Source In addition to the ocean's use for food and converted fresh water, many will depend on its waters to supply minerals and drugs. The society notes that seawater contains a dilute solution of almost every element on land. The wealth described by oceanographers includes: calcium and silicone from rocky valleys; chlorine and sulphur from volcanic ash; boron, cobalt, iodine, magnesium and uranium from other sources. In fact, the estimated 50.000 million metric tons of mineral substance would, if extracted and dried, probably form a 500-foot thick blanket over the earth's land surface. Someday, "Eureka" may be shouted by underwater prospectors in sea-bells and diving suits, but not for awhile. The gold content of our oceans is estimated at about 10 million tons, suificient to make millionaires out of everyone now inhabiting this planet. However, precious metals are too thinly diluted to be econom­ ically mined with current methods. After a bromide plant proc­ essed 15 tons of ocean water, its net was .09 milligrams of gold, the equivalent of one-thousandth of a cent Hardly profitable. Recognizing the energies provided, by nuclear power, some scientists see the applied use of seawater in hydrogen furnaces yet to be built. Its major fuel source would be deuterium, found in plentiful supplies in the sea. In harnessing this energy source effectively, man can carry his advances in underwater discovery to new heights of achievement. mm The reason for ^is action, top officials of the Military Sea Transport Service told leading shipping officials at a meeting of the MSTS-Industrial conference on military sealift, is that under existing programs for replacing the aging U.S. merchant fleet, it will be down to only 264 dry cargo vessels by 1980. -• Vice Admiral Lawson P. Ramage, Commander of the MSTS, and the deputy commander. Rear Admiral John M. Alford, avoided any mention of the controversial nature of the FDL program, which would cost some $50 mil­ lion each for these mammoth floating warehouses. Nor was there mention of the fact that the more than $2 billion sought for construction of the fleet of FDLs would go a long way to­ ward building a versatile modem merchant fleet which would meet the minimum of 460 ships the Defense Department estimates it needs to meet emergencies. Maritime Program Ignored Administration refusal to act on federal maritime policy is the only reason "existing" programs are in­ adequate to Defense Depart-ment needs. The five-year maritime pro­ gram submitted to Congress last month by leading members of the House and Senate calls for author­ ization of $300 million annually to build 40 merchant ships a year. That would provide the United States with a total of more than 460 merchant vessels by 1975— without having to wait until 1980 —and cost at least half a billion dollars less. The two MSTS officials and Navy Secretary Paul Ignatius maintain that the country will also have to have the FDL ships as part of the nation's defense posture by 1980 because they "meet the spe­ cialized military demands." FDL ship could meet while mod­ em merchant ships could meet all military and commercial needs as well. The FDLs would be loaded with military supplies and scat­ tered around the globe ready to move into trouble spots and de­ liver them if necessary in an emer­ gency. Aside from this they would never touch port or serve any other function. "Foolhardy and Wasteful" As the chairman of the House Merchant Marine and Fisheries Committee, Edward A. Garmatz (D-Md.), said during the hearings on the later-scuttled FDL project last April, "it is foolhardy and wasteful to spend such a prepos­ terous sum of money ... on an untried vessel design which would be severely limited in practical ap­ plication and might even be ren­ dered useless in the event of un­ ation." The Navy officials also told their audience last week that FDL ships are needed because our mer­ chant marine will be too small and too involved in commercial opera­ tions to meet future emergency availability conditions in defense situations. They did not, however, mention that in spite of the condi­ tion to which the Administration has allowed it to fall through con­ sistent neglect, the American mer­ chant marine today carries more than 95 percent of all supplies and over half of the fighting men to maintain this country's military action in Vietnam. There is no indication that the merchant ma­ rine will be less able to fulfill its traditional function in the future than it is at present and has been in the past, provided an adequate fleet is maintained to provide for the nation's military and conunercial needs. The Atlantic Coast by Ear! (Bull) Shepard, Vice-President, Atlantic Coast Area Led by the ultra-conservatives and their reluctance to bring about vitally needed changes for the better to meet the growing needs of most of our citizens both young and old, the first session of the 90th Congress has passed into history with little to distinguish it as an instrument of progress. ^ We in organized labor must on the Panama enroute to Viet­ push all the harder in the impor­ nam, via the West Coast. Ed took tant election year ahead to see the first good FWT job to hit the that the liberal legislation we board. support is not sabotaged — as Ramon Aguiar shipped as cook much of it was in 1967—and to and baker on the Azalea City. He rid Congress of as many anti- spent some time on the beach labor legislators as possible at the after a long stay as steward aboard polls. The time to begin support­ Raphael Semmes. ing potential liberal candidates is Baltimore right now. John Smith would like an Isth­ Puerto Rico mian ship, bound for Hawaii and Edward Morales grabbed a job the Far East. He sails as chief electician and his last ship was the Steel Vendor. Tom Karatzas is registered as bosun and is looking for a nice intercoastal run. Tom's last ship was the Marymar. NEW YORK—Positive action has been taken to provide federal Dave Sorenson is prett>' happy funds for two harbor projects in the Port of New York that shipping about the new increase in pension officials have long felt essential. House and Senate conferees have benefits. A 22-year man. his last approved the widening of the funds to be appropriated in the job was FOWT on the Portaleza. main channel of Newark Bay as Dave would like a good ship next fiscal year. well as expanding anchorages heading for the Far East. To accommodate the growth of for vessels in Upper New York Norfolk Bay. A million dollars for each Port Newark as an important shipping center, the main channel Jim Spencer has piled off the project was allocated. will be broadened to a uniform Cuba Victory after a trip as 'The appropriation, while less 700 feet from its present varying bosun. Jim spent Christmas with than the $3 million sought by the width of 400 to 500 feet. This the family and is looking for a Port of New York Authority, is nontheless significant Early in will improve access to the two new bosun's job on a run to the 1967 no funds for harbor devel­ major ocean terminals at Port Far East. opment were included in the Ad­ Newark and Elizabeth. The latter L. D. Richardson was in the ministration budget. Expectations is now under construction and Western Hunter's deck department were that the status quo would will become a major container- before going home for the holi­ not be improved. The outlook ship center. These improvements are de­ days. He wanted a good bosun's was bleak. signed to prepare for the 8,400 job on a coastwise tanker, and got FoDow-Up Funds ocean ships utilizing these termi­ one on the Robin Trent. Geoffery Mills was dayman on An affirmative answer came in nals predicted by the Port Author­ the Seatrain Puerto Rico before the form of a joint agreement by ity as the traffic level by 1975. The New York Bay project will taking a long rest ashore. Geof­ House and Senate conferees on an omnibus public works bill. Under focus on expanding the lower Red frey is happy with his AB's slot on its terms, the $1 million grant for Hook Flats anchorage, marking the -lopiin Victory and wishes his each of the two harbor projects the first improvement of the facil­ brothers in the SIU a happy new vear. will be the start, with follow-up ities in 34 years. House-Senate Cenferees Ap/a-ove Pwt of New Yerk Harber Prefects �Page' IVrelTe SEAFARERS Pete Braid Teams with Mike Hammer In Seafarer's New Mystery Novel "Dragon Hunt," a hard-boUed detective story in the Mickey Spillane tradition, has just been pub­ lished by New American Library. The author is former Se^arer Dave Garrity, who sailed in the deck department. The analogy to Spillane is not surprising, since Garrity is a friend of the famous detective writer, one of the big­ gest in the field. In fact, Spillane wrote a "short blurb," for use on the jacket cover of "Dragon Himt," Garrity told a LOG reporter from Us home in Newburg, N. Y. In addition, Spillane paid Gar­ rity the compliment of allowing him to use his famous private eye, Mike Hammer in the book. "Hammer and my detective, Peter Braid, are drinking buddies," Garrity said. Hammer is sort of a professional confidante of Braid. Neighbor of Spillane Garrity and Spillane were neigh­ bors and when the Seafarer started to write, he showed his work to Spillane for any sugges­ tions or advice he might have. You can't really teach anyone how to write, Garrity said, "but let's face it, there are little tricks of the trade you can pick up. You can sort of find out how a successful writer does it." After writing some short detec­ tive stories for magazines, Garrity published his first book, "Kiss Off The Dead," in 1960. In 1962, "Cry Me A Killer," hit the stands. His earlier work was published by Fawcett Publications, imder the "Gold Medal Book" label. Garrity can happily report that his first two books "sold out at the newstands." In addition, he has had his work published in England, Canada, Australia, Nor­ way, Holland, Sweden and France. "I just got a check from a pub­ lisher in Sweden," Garrity told the LOG. Although writing is still more of a hobby than a fulltime occu­ pation, Garrity hopes he will de­ vote all his professional time to writing very shortly. At present, he is in the cigarette distribution business in the Newburgh area. Wrote at Sea "I started to write at sea—once on a trip to India and again durring a trip on the Atlantic," Gar­ rity said. He decided on writing mysteries because "they are the biggest sellers in the paper back Seafarer-turned mystery writer Dave Garrity (seated), discusses his latest work, "Dragon Hunt," with Mickey Spillane, creator of the famous detective, Mike Hammer. The novel is Garrity's third. edtions." Garrity said that in 'Dragon Hunt,' private eye Braid "is hired by an old man in a wheelchair to find his missing son," and from then on, the plot thickens, with enough action to satisfy any mystery fan. When asked how he chose the name of Peter Braid, Garrity ex­ plained that he was driving through a town in New York when he noticed the sign on the window of a business establish­ ment which identified the proprie­ tors as Peter Braid and Garrity thought the name sounded good. When not writing, stock car racing occupies a good deal of his time. "I have a 327 chevy engine in a 1937 Plymouth coop," he said. He does most of his rac- Congratulations to the Chef ing at the Orange County Fair­ ground Speedway in Middletown, N.Y. Although he has never won a race, he did finish third once at the Tri-Valley Speedway in Grahamsville, N. Y. A navy veteran, Garrity ex­ plained that "the sea was always a great calling for me," and he thought he would continue sailing awhile. He sailed on a number of steel ships and his last trip was a coast­ wise run aboard the Raphael Semmes. His literary endeavors were the subject of a previous LOG story. PERSONALS Eugene McGuinn Please contact your brother, Michael McGuinn, 3SSS Bruck­ ner Blvd., Bronx, New York 10461. He would like to hear from you. ^— Angelo Maldonado You have mail at the Seaman's Annex, Brooklyn Post Office. <j> Friends of Otto Timm The family of Otto Timm, Jr., wishes to thank the crew of the Bel Sud for their lovely expression of sympathy which will always be remembered and appreciated. ^ Captain Matthew Reynolds (left) and purser Edward Hunter (second from right) of the Del Alba, offer congratulations to chief cook Leslie Burnett (right) for fine Thanksgiving meal enjoyed by the crew in Vietnam. Second from left is utility man Jimmie Russell. January S, 1968 LOG Clinton Stumpp Please contact Mrs. Jean Sulli­ van or Barry Krum at 62 Hewlet St., Willingboro, N. J., or phone him at 609-877-1516, in regard to a very important matter. Keeps In Touch With the LOG To The Editor: I want to thank you for sending me the Log. That is the only way I can keep in touch with the best union in the world. I hope you keep up the good work, and I wish you a merry Christmas and a happy new year. Respectfully yours, Evaid Olson Brockton, Mass. —^ History's Lesson Ignored by U»K. To The Editon It is often said that a knowl­ edge of history will enable a person to avoid making mis­ takes others have made in the past. Why, then, is the British Board of Trade talking of all the so-called "practicalities" of a runaway-flag fleet, much as the U.S. Government has been doing for years, and why is it apparently only lately that sev­ eral Members of Parliament in Britain have become outspoken about the crippling effects of a runaway-flag fleet, while nu­ merous U.S. Senators and Rep­ resentatives have heen decrying and noting point-by-point these dangers for decades? One would expect the British supporters of no British mer- LETTERS To Tlie Editor chant marine to take a little time to review the American shipping dilemma, and save themselves and their country from the headache that has developed in the U.S. Then again, perhaps they feel there is little to learn here, since we have not solved the prob­ lem either. Well then, what is the history we know about so far? We know that the U.S. has dropped to 16th place in world shipping. We know that the U.S. Mari­ time consists almost completely of obsolete World War II ves­ sels that are just about falling apart. We know that Liberia, with the largest runaway-flag fleet in the world, is offering severe competition to Ameri­ can-flag shipping (as well as British). And we know, among the other frightening details, that U.S. Government adminis­ trators only seem to care about their shipping needs when a situation such as Vietnam de­ velops. So what we apparently end up with is a "crisis-controlled maritime": It is always in its own deadly crisis, unable to help the U.S. balance-of-payments deficit because it is not allowed to, and it is only dusted off a bit when a military crisis threatens the nation. And yet, those officials re­ sponsible for this disgrace don't learn from their own history. But the information is still there for all to see; it,,,|s no secret. Perhaps some Member of Par­ liament, or a Board of Trade Minister, will look at these facts, and decide not to fall into the same trap that holds the U.S. merchant marine captive. And perhaps that British decision will provide a strong enough incentive for the U.S. to get busy and build up its Maritime as it should have done long ago. Dennis Solinger Limited Choice Of Candidates To The Editon What a choice we have! Somewhere out there is an abundance of colorful Republi­ can non-candidates for the title of Mr. President 1968. Who, I wonder, will be the winner of this contest? Will it be Ronald "Good Old Days" Reagan? How secure we could all feel, having in the White House a man whose views on laboi might be en­ titled "The Grapes and My Wrath" or "I Love Labor's Loss"? And what if something were to go wrong in the White House? "Heck,", he'd probably say, "This wasn't in the script." Will it be George Romney? "My good friends," we'd prob­ ably hear him exhort, "Con­ sistent thought is fine, as long as it doesn't interfere with what I say. After all, to have been brainwashed is not to say that I think of what I say in the same way as I say what I think I've said is any different, you see. On the other hand," he would add, "unions really are too powerful." Then there would be Nixon, Hatfield, Percy, and, running onstage from behind the cur­ tain and gasping "Here I am," Harold Stassen. Yes, folks, it promises to be an interesting year ahead. Ted Laffiiter ^ Organized Labor At the Front To The Editor: I..do not think I understand this country too well. Here we are in a time of great prosperity and yet our Congress argues on and on about whether or not to give U.S. citizens a boost in so­ cial security benefits. Here we are the richest nation in the world and our Congress refuses to extend medicare benefits to disabled persons under 65. Here we are the richest na­ tion in the world and our mi­ grant farmworkers are still de­ nied the protection of the law to organize and bargain collec­ tively. Here we are the richest na­ tion in the world and our Con­ gress argues about how much to charge the starving people of Appalachia for food. I will tell you something. We may be the richest country in the world but in many cases our government falls down in its obligation to its people. We elect people to Congress and then some forget that we exist. The labor union is the only group that represents the inter­ ests of the working man. And the working man better not for­ get it. Carl Reidenonr �Janiiarjr 5> 1968 SEAFARERS FINAL DEPARTURES Orval I^dley, 54: A heart at­ tack claimed the life of Brother Dudley, Septem_ ber 14, while sail­ ing aboard the Santore. The ves­ sel was docked at Madras Har­ bor, Madras, In­ dia at the time of his death. A native of Zavalla, Texas, he resided in Dayton, Texas. Brother Dudley sailed in the engine department and joined the SIU in Houston. The body was returned to Dayton for bu­ rial. Surviving is a son, Orval Dudley, Jr., of Dayton. Otto Timm, Jr., 62: Brother Timm died on November 23 while sailing aboard the Del Sud. Born in Germany, he made his resi­ dence in Miami, Fla., where he joined the SIU. Brother Timm sailed as chief steward. He serv­ ed in the Marines and was chosen as an honor marine to sail aboard the U.S. Frigate "Constitution" when the historic vessel was recommissioned into active service. Surviving is his wife, Virginia, of Miami. Burial was in Southern Memorial Park, Miami. 4^ Charles Meyer, 67: Brother Meyer died on November 25, in St. Francis Hospi­ tal, Escanaba, Mich. He sailed on the Great Lakes and joined the Union in the port of Detroit. Brother Meyer was a native of Port Washington, Wisconsin and lived in Escanaba. He sailed in the engine depart­ ment and was employed by the Arnold Transit Lines. Surviving is his wife, Victoria, of Escanaba. Burial was in Holy Cross Ceme­ tery, Escanaba. John Aba, 64: A heart attack claimed the life of Brother Aba, November 3, at his home in New York City. He was bom in the Philippines and joined the Union in the port of New York. An AB, Aba's last coa Mariner. Brother Aba was on an SIU pension at the time of his death. Surviving is his step­ brother, Carlos Dall of New York City. Burial was in Rosedale Cem­ etery, Linden, N. J. FORTY WINKS AT FORTY FATHOMS V' W ITH TALES OF COZY PILLOWS made of rock, a sleep so deep that it takes ten minutes to wake up, and the ability to adapt to dangerous situations, scientists from around the world disclosed new insights into the psychological workings of fish. The findings were presented at the Conference on Fish Behavior in Relation to Fishing Techniques and Tactics, convened by the Food and Agriculture Organization of the United Nations which met in Bergen, Norway, from October 19 to 27, 1967. About 100 fishery biologists and technologists from 29 countries, including Japan, Peru, the United States, and the USSR, attended the meeting. ii |j V i- *• i. >> ' V Deep Sleepers Soviet scientist O. N. Kiselev, of the Polar Re­ search Institute of Marine Fisheries and Ocean­ ography in Murmansk, told of seeing sleeping cod and haddock during his eight-hour underwater trav­ els in a one-man diving chamber in the Barents Sea off Murmansk. The chamber, or hydrostat, was low­ ered from a drifting mother ship to depths ranging from 600 to 2,000 feet, and carried Kiselev several hundred miles. Kiselev noted that the fish neither noticed the hy­ drostat nor reacted to its intense Hashing lights. 'Try as we might, we could not wake them up," he fold the conference. It was interesting, said the Soviet scientist, that though the fish appeared to sleep at various times, Page Thirteen LOG Ten Additional Seafarer Veterans Added to Growing SIU Pension List Castro Throne Zlateff Lynam Gaudio Noel The names of ten Seafarers have been added to the list of SIU men who are enjoying retirement security with the aid of an SIU pension. The latest additions to the roster are; Alfred Throne, Charles Zlateff, Thomas Lynam, Antonio Castro, Julien Noel, Michael Gaudio, Juan Rodriquez, Harold Hines, Louis Nowaczewski, and was a deckhand for the Pennsyl- in the port of Philadelphia. A na­ Alexander Fabricant. tive of North Carolina, he now Alfred Throne sailed as AB in New York. lives in Philadelphia. Hines sailed Antonio Castro joined the SIU and joined the Union in New Orleans. A native of Norway, in Miami and resides in that city, with Interstate Oil Transport Co. A member of the SIU's Great Throne lives in New Orleans with with his wife, Eusebia. A 27-year bis wife, Elvina. He last sailed on SIU veteran, Castro shipped as a Lakes District, Louis Nowaczew­ carpenter. His last ship was the ski sailed as AB and was employed the Steel Surveyor. by the Huron Portland Cement Charles Zlateff last sailed on Florida State. Julien Noel was a chief engi­ *Co. Born in Michigan, he now the Del Santos. He joined the neer and joined the SIU in Port lives in Alpena, Mich. He joined Arthur, Texas. A resident of the SIU in the port of Detroit. Orange, Texas, Noel was born in Arnaudville, La. He sailed with Slade Inc., Towing. Michael Gaudio sailed in the steward department. He joined the Union in Baltimore, where he makes his home. His last ship was the Fenn Victory. Rodriqnez Hines Juan Rodriguez was born in SIU in Philadelphia. Born in Bul­ Puerto Rico. He sailed as FOWT Fabricant Nowaczewski garia, he lives in Warwick, Rhode and his last vessel was the SeaIsland. Zlateff sailed as cook. Alexander Fabricant sailed in train New York. Rodriguez sailed Thomas Lynam joined the SIU 27 years and joined the SIU in the steward department. A native in the port of New York. Born New York. He lives in Rio Piedres, of Burlington, Vt., he lives in Metairie, La. His last ship was the in Jersey City, N.J., he still makes P. R., with his wife. Carmen. his home in that city. Lynam Horace Hines joined the SIU Del Sud. they most often appeared to sleep at night. Dr. Evelyn Shaw, Associate Curator of the Ameri­ can Museum of Natural History in New York, cor­ roborated these findings, explaining that she had seen sleeping trigger fish at the museum's marine labora­ tory in the Bahamas. They did indeed sleep mostly at night, she reported, and added that they usually would take between five an ten minutes to wake up after the lights had been turned on, and that they resisted wakening "even when we made noise by banging on the pipes leading to the pens" where the fish are kept. Dr. Shaw remarked that the fish would almost literally "bed down" for the night. When going to sleep, they would turn over on their sides and lean against a rock or other convenient object for support. Adaptation to Danger Reactions of fish to divers and trawls were report­ ed to the conference in a paper prepared by W. L. Hiph of the United States Bureau of Commercial Fisheries (BCF), who described daring descents by scientists with breathing apparatus to observe the action of moving trawls at midwater and bottom levels. These scientists leaped from moving fishing vessels and crawled down the warps to the trawls where they observed and photographed the fish being drawn into the net. High reported that several species of fish were thus ob.served. "Usually some fish were in the net when the divers arrived," he wrote. "Those fish, which the divers saw pass into the large net mouth (as much as 50 by 60 feet) did not display signs of distress. Individuals or groups oriented to the web and maintained their position facing the apparent current." In connection with this apparent lack of fear by the fish, FAO adds, it has been found that fish are adaptable to other dangerous situations such as the frequent appearance of spear-fishing skin-divers. The fish gradually learn to recognize the hostility of the diver and his weapon, and they swim away. How­ ever, they have no fear of the same diver without his spear-gun, and so do not flee the unarmed diver. The conference participants agreed on the need for more direct observations of fish in their natural habi­ tat, and called on FAO to promote this research. Toward this end, the conference recommended estab­ lishment of undersea laboratories, and the increased use of submersibles and self-contained diving gear. Such developments would enable scientists to obtain important information not available in any land-based laboratory. More Research Needed Steps in this direction have already been taken by the United States, the United Kingdom, and the Soviet Union, where divers have descended along the lines of moving trawls in order to observe fish reac­ tions to the trawl. E. L. Nakamura, of the BCF in Honolulu, Hawaii, described the use of an observa­ tion cabin suspended below a floating raft, and Soviet scientists explained that they are making extensive use of hydrostats and bathyplanes, the latter of which travel above the trawl and from side to side, at con­ siderable depths where fish are abundant. The trend toward the employment of new techno­ logical developments in catching fish includes the use of sonar, "sound-guns," lights, laser beams, acoustic cameras, chemical repellants and dyes, and other de­ vices. Sonar has long been used to locate and follow schools of fish. Now British and Soviet scientists have added the use of low-frequency sound waves which frighten the fish into the best positions for their capture. FAO expert Paul Strom reported that this type of artificially-induced noise caused violent reactions by bonito in the South Atlantic. Professor A. von Brandt, director of the Fishing Technique Institute of the Federal Republic of Ger­ many, told the conference of the increasing use of electrical methods in catching fish. The efficiency of this technique was affirmed by Dr. D. L. Alverson, who chaired the FAO Conference and is Director of the Exploratory Fishing and Gear Research Base of the BCF in Seattle, Washington. Alverson, who re­ cently visited Soviet fishing facilities, said the Soviets were catching up to 70 metric tons of fish per day at one-third the usual cost, using a new method by which a portion of the water is electrified, stun­ ning the fish and facilitating their capture. 'The next step in fishing," said Alverson, "is to alter the behavior of the fish itself—^to prevent their escape, increase the density of fish and to drive them down before the trawl. In other words, to put fish in the position of being caught." �1 (t Page Fourteen SEAFARERS January S, 1968 LOG ''S'-•- Passing of 'Job No. 534' Seafarers aboard the Cuba Victory (Alcoa) have voted Captain W. R. Lee "Mr. Congeniality, bosun and ship's reporter William Sellm reported to the LOG. Captain Lee worked hard to obtain shore leave for the crew at Yung Ro, Vietnam. "Captain Lee went to bat for his crew and procured shore leave where previously ^ Meeting Chairman Ivar Ander­ Sailing has been smooth for such a thing was unheard of," wrote Sellers. As a token of the son reports from the Globe Trav­ the Tamara Guilden (Transport eller (Maritime Commercial), Crew's appreciation, Captain Lee Overseas) that a Walter Rigby, was presented with "a real sea­ ship's fund was meeting chairman man's lamp,' made by Sellers, approved for the According writes. complete with an payment of libra­ to meeting secre­ appropriate en­ ry literature. A tary H. M. Karlgraved inscrip­ total of $10 was sen, the movie tion. Ship's dele­ put in the fund, fund is holding gate Bill Stack Anderson related. its own, with some presented the recent repair work Meeting Secre­ Captain with the Anderson Rigby to equipment. The tary E. Davis lamp at a brief wrote that everything is going ship's fund is down to $2.80, ceremony, prior well as the ship heads for Phil­ Karlsen reported. A vote of thanks to the completion Sellers adelphia, via Amsterdam and was given the steward department of the voyage. Antwerp. The steward depart­ and the crew for their co-opera­ ment has done a good job keep­ tion on movie nights, which has ing the Seafarers well fed. ^comes a regular ship feature. A vote of thanks was extended td the crew of the Columbia Banker (Columbia) for the excellent way in which they co­ operated with the ship's delegate, meeting chairman Headquarters has been advised that Maritime Overseas John Maker re­ Corporation has unclaimed wages for the men listed be­ ported. Also com­ low. They are advised to contact the company at 511 ing in for praise Fifth Avenue, New York 100J7, to obtain their wages. was the steward Name Maker Former Vessel Name Former Vessel department for Charles A. Lindberr Globe parrier Arthur J. Young Ocean Evelyn Globe Carrier keeping the men well fed during Robert M. Christian Donald Morrison Ocean Evelyn James T. Brooks. Jr. Globe Carrier Francis W. Keeley Ocean Evelyn the voyage, according to meeting Thomas L. Stinnette Globe Carrier John J. Cook Ocean Evelyn Frank O. Jensen Globe Carrier William A. Guernsey Ocean Evelyn secretary Fazil All. The LOGs Patrick J. Dorrian Globe Carrier Charlie B. Karlson Ocean Evelyn Globe Carrier and mail have been arriving reg­ William Rndd Pedro C. Esteban Ocean Evelyn Roy L. Cnthrell Globe Carrier R. C. Russ Ocean Evelyn ularly while the ship was on the Richard F. Snmski Globe Carrier Jack Y. Dixon Ocean Evelyn Edward A. Murray S. Krawczynski Ocean Evelyn Globe Explorer Vietnam run, Ali wrote. The ship R. F. Bohn Robert H. Wolfe Ocean Evelyn Globe Explorer is due to pay off in Portland. Gerald F. Shaffer Globe Explorer Fred A. Hover, Jr. Ocean Ulla MONEY DUE "All in all, we had a most pleasant voyage," Del Norte (Delta) ship's del­ egate John Denais reported t o the LOG. Louis Mo­ reno of the stewa r d department was hospitalized in Buenos Aires, Denais wrote, and Gonzalez was given $50 from the depart­ ment fund. Engine delegate Peter Gonzalez reported that the de­ partment has voted "to give $100 in the engine fund to the Chil­ dren's Home located behind the Public Health Hospital" in New Orleans. Movie director Jack Kennedy stated that the movie projector will be locked in the slop chest for the duration of the Delta dispute. Marty Haeshberger Robert Stapleton Dale H. Garrignes William E. McMahon Floyd D. Kelley Maxwell McPpil Harold E. Arlinghans Albert W. Dykes Richard Rackley Richard A. Barch Ralph E. Foster Floyd Talley Francis Clawson Charles Pafford James Richard Logan W. T. Austin James Jarman Terrill Glen Clark Artway Coldwell William G. Moody William T. Barclay Orban Templeton Albert E. Zinsavage W. R. Simpson Hngh Thomas Hnckaba Johnie L. Payne William B. Rentz Vincent R. Limon Seiko Snnagawa Karl Knndsrn Hiraichi Fnkamine Isao Kohatsn John M. Yates William R. Dixon Alphan Frage Wiley Hinton Vincent R. Limon William B. Rentz Jack E. Skelton John Hurray Teofilo A. Abulencia Chilton G. Hall Robert Marsh Richard Pontius M. P. McCoskey Globe Explorer Globe Explorer Globe Explorer Globe Explorer Globe Explorer Globe Explorer Globe Explorer Globe Explorer Globe Explorer Globe Explorer Globe Explorer Globe Progress Globe Progress Globe Progress Globe Progress Globe Progress Globe Traveler Globe Traveler Globe Traveler Globe Traveler Globe Traveler Globe Traveler Globe Traveler Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Ocean Anna Globe Explorer Globe Explorer Globe Explorer Ocean Evelyn Ocean Evelyn Ocean Evelyn Richard P. Mottram Stanley J. Ceislak Lloyd F. Akin Murray William Smith Thomas A. Borden Jesse J. M. Krause Howard E. Havard Juan Davila Joseph A. Bishop Roman A. Barcinas Gregorio Q. Sanchez Gregorio C. Aquino Etsno Yoshlda Richard W. Brown Raymond A. Thomas James D. Fall William J. White Larry W. Philpot Frank J. O'Malley N. D. McCown James B. Lippincott Robert W. Jack James G. Gniganious Albert Rodriquez Ted F. Cressy Serge Lomakin Retnhold Seidler George W. Dobbs John W. Shaw, Jr. Anthony Noblle William O'Connor Edward S. Szydlowski Louis W. Dnplalslr Lawrence Deico Lee E. Redden James F. Dwyer Walter E. Barber Charles Hancock George Tidwell Lola A. Martinez Leon G. Lamouranne Serge Lomakin Reinhold Seidler George W. Dtdibs John W. Shaw, Jr. Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean Ulla Ocean XJlla Ocean Ulla Ocean Ulla Overseas Dinny Overseas Dinny Overseas Dinny Overseas Dinny Overseas Dinny Overseas Dinny Overseas Dinny Overseas Dinn; Overseas Dinny Overseas Rose Overseas Rose Overseas Rose Rebecca Rebecca Rebecca Rebecca Rebecca Rebecca Rebecca Rebecca Rebecca Overseas Joyce Overseas Joyce Overseas Joyce Overseas Joyce Ship's delegate Charles Mowe cited the outstanding job turned in by the stewa r d department VBunBmiijiiiauMaBUiiaMMMpaB.iimiP.iiaaKPMii.BSK aboard the Bowl­ ' ' I ing Green (Pan • SEAFARERS LOG, » 675 R>urth Ave., i American Tank­ ers). Chief stew­ I Brooklyn, N. Y. 11232 ard F.J.Johnson J ; / I would like to receive the SEAFARERS LOG--plewe put and chief cook • name on your mailing list. (PrinHnformafion) Manuel Noble keep the gang Faircloth J i WAME ••••.***«»»«•.•• a'eaaeaa^^swaadbaaeAaa |||| worked hard "to happy," according to Moore. 5 STREET ADDRESS , ^ ; S Grady Faircloth, night cook and S" a STATE ZIP..,. | baker, did "a very outstanding job • CITY Pv. - • * .a on pastries and coffee time spe- P TO'AVOIO PUn.tCATiOI4; If ycNi are^M subscriber and heve • ehenge . cialties. Abdnrmb Awadh, third B^of eddrMSf pieine QiVe yoyr former address below; cook, Bmno Garrino, crew messpa*. •«»*«*aaes.»ss*.»aee. «««•**•' | man and D. Penaredondo, pan­ 8|!AiXNPSS^ tryman, also did a fine job Moore a • e e a e-e e# a ee e • • e e SIWHE ^ ^ e # .e,. »SP* * P e e« j reported Marks End of 'Gracious Cra' Recently, the ocean liner "Queen Mary" pulled into Long Beach, Calif., to begin refitting. The liner, after 33 years of plying the Atlantic Ocean, will begin a new career as a float­ ing museum. Long Beach outbid other cities for the vessel, which will become her foremost tourist attraction. Veteran Seafarer Pat Conley, who has contributed a number of previ­ ous articles to the LOG, writes his impressions of this famous vessel, along with many interesting historical notes. The RMS Queen Mary came home from the seas for the last time yesterday. Still majestic, still proud and tall in the water, she edged cautiously up to Pier E—on the Terminal Island sid6 of Long Beach, Calif.—to the accompaniment of a wild skirling of bagpipes and a water jet salute from fireboats. But even as the engines stopped and secured, and a 33-year saga of seagoing luxury slipped gracefully into memory, a whole new career was beginning for the onetime monarch of the transatlantic passenger service. The massive liner that started life as "job No. 534" at John Brown's Glasgow shipyard in 1930, will shortly undergo a com­ plete refitting that will turn her into a floating museum, con­ vention center and tourist attraction. Her new career began the moment seamen secured her final watch. Nearly 200 men will be busy aboard tearing out all but one of her engines, about half of her staterooms and all of C deck. All six of the old liners, lower decks, a total of 264,000 square feet, will be used for exhibit purposes; the rest of the seven top decks will be devoted to a hotel and convefttion center complex—the only permanently docked luxury hotel in the world. Statistician's Dream The RMS Queen Mary, opulent reminder of a gracious era, is a statistician's dream of biggest, fastest and a hundred other superlatives. To begin with, the City of Long Beach, which purchased the Queen at $3,450,000, will spend more than twice that much to re-fit her into a permanent landmark. She is immense in her size. These numbers offer some indi­ cation. Her overall length is 1,010 feet (three football fields and then some). From her keel to the top superstructure, forward funnel and masthead, respectively, she measures 124, 1181, and 237 feet. At full capacity she can accommodate 1,900 passen­ gers and is manned by 1,174 officers and crew members. Her rudder weighs 140 tons, her three steam whistles which have a range of 10 miles, weigh a ton apiece and her three anchors 16 tons each. When this gal needs a paint job it takes 30 tons of the stuff to do the job. She had her keel first laid in December, 1930. The following December, 1931, owing to the depression, work on her was sus­ pended, not to resume for nearly two and a half years. Then, on May 27, 1936, her trials completed she set out from South­ hampton via Cherbourg, to New York. She had everything and was the ultimate in luxury liners, but in March of 1940, she slipped out of her ermine wraps, laid aside her tiara, and enjoyed her finest hours. Ontraiis Torpedoes For during the war years, although Hitler put a price on her head ($250,000 and an Iron Cross to the U-Boat Commander who sank her), she carried over 800,000 troops, often a division at a time. She steamed well over half a million miles, running a zig-zag course at 30 knots. She was too fast to be torpedoed and Hitler's reward went begging. Long Beach recognized they needed an attraction to make it more than just the City of Long Beach, so, on July 25, with a sealed bid of $34,450,000, they won out over the next closest contender, the City of Philadelphia, by $40,000. If all goes well, by January 1969, the Queen will be moved into its final setting as the star attraction of a new 4,000-boat marina the city is constructing adjacent to Pier J. The beauty part is that long ago, from her oil lease revenues, Long Beach allocated eight million dollars for the construction of a land-based museum and the Queen, totally renovated, will cost less than that. Not since Manhattan went for a bag of beads, has anyone turned this good a deal. On the occasion of her launching in 1934, Poet Laureate John Masefield wrote: "May shipwreck and cpllision, fog and. fire rock, shoal and other evils of the sea be kept from you; and may the heart's desire of those who speed your launching come to be." Poor Masefield. He thought to protect her from every­ thing, and almost succeeded. What's left to say, but God and Long Beach saved the Queen. �i<-: ; > 1 SEAFARERS January 5, 1968 Scihediiile of jra.0iuQ0jrsnip J«001flll "nJT VIM1M SIU-AGLIWD Meetings New Orleans .Feb. 13—2:30 p.m. Mobile Feb. 14—2:30 p.m. Wilmington . .Feb. 19—2:00 p.m. San Francisco Feb. 21—2:00 p.m. Seattle Feb. 23—2:00 p.m. New York .. . Feb. 5—2:30 p.m. Philadelphia . Feb. 6—2:30 p.m. Baltimore ... Feb. 7—2:30 p.m. Detroit Feb. 9—2:30 p.m. Houston . .. .Feb. 12—2:30 p.m. Great Lakes SIU Meetings Detrtdt Jan. 15—2:00 p.m. Alpena Jan. 15—^7:00 p.m. Buffalo Jan. 15—7:00 p.m. Chicago ....Jan. 15—7:00 p.mk Cleveland .. .Jan. 15—^7:00 p.m. Dnlufli Jan. 15—7:00 p.m. Frankfort .. .Jan. 15—7:00 p.m. Great Lakes Tug and Dredge Region Chicago Feb. 13—7:30 p.m. tSault Ste. Marie Feb. 15—7:30 p.m. Buffalo Feb. 14—7:30 p.m. Duluth Feb. 16—7:30 p.m. Cleveland .. .Feb. 16—7:30 p.m. Toledo Feb. 16—7:30 p.m. Detroit Feb. 12—7:30 p.m. Milwaukee . . Feb. 12—7:30 p.m. SIU Inland Boatmen's Union New Orleans .Feb. 13—5:00 p.m. Mobile Feb. 14—5:00 p.m. Philadelphia . Feb. 6—5:00 p.m. Baltimore (licensed and unlicensed) Feb. 7—5:00 p.m. Norfolk . ... .Feb. 8;—5:00 p.m. Houston ... .Feb. 12—5:00 p.m. ciPCi DIRBCTORYof UNIONHAIiLS SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT P«ul Hall EXECUTIVE VICE PRESIDENT Cal Tanner Earl Shapard II V United Industrial Workers New Orleans .Feb. 13—^7:00 p.m. Mobile Feb. 14—7:00 p.m. New York ... Feb. 5—7:00 p.m. Philadelphia . Feb. 6—7:00 p.m. Baltimore . .. Feb. 7—7:00 p.m. tHouston . . . Feb. 12—^7:00 p.m. meeting. Discussion held as to why we do not have a credit union iike other unions have. Discussion as to why we have not heard anything about any action on retirement benefits. STEEL ADVOCATE (Isthmian), December lO—Chslrman, Thomas E. Yabloosky; Secretary, Angel Seda. $11.S0 In ship's fund. Everjrthing is running smoothly with no bMfa. Vote of thanks to the steward department for tho fine meals, especially the Thanksgiving: din» ner. PENN EXPORTER (Penn Shipping), October 21—Chairman, Clinton J. Mur­ ray; Secretary, Z. A. Markris. No beefs reported and everything is running smoothly in each department. Brother Joseph N. Meyerchak was elected to serve as new ship's delegate. WACOSTA (Sea-Land), Kovember 12 —Chairman, C. Ilemby; Secretary, Man­ uel P. Caldas. $11.00 in ship's fund. Steward deiegate to see patrolman re­ garding ddayed sailing, otherwise no beefs were reported. Motion was made that the Union give its members a re­ tirement on sea time at any age, not for disability only. SEATRAIN NEW YORK (Scatraln), November 26—Chairman, J. Ebbole; Sec­ retary, Anibal Albe. One man missed ship in San Juan. Vote of thanks was extended to the steward department for the wonderful Thanksgiving dinner. CHOCTAW (Waterman), December 14 —Chalmian, Ira W. Griggers, Jr.; Sec­ retary, William R. Magrud«r. $16.00 In ahip's fund. BroUrer Herbert L. Smith was elected to serve as ship's delegate. DEL NORTE (Delta), December 16— Cbairman, Reuben Belietty; Secretary, Bill Kaiser. Vote of thanks was extend­ ed to the ship's delegate, Brtrther J«rfin SECRETARY-TREASURER Al Kerr 475 4th Ave^ Of SIU ALPENA. Mich BALTIMORE. Md BOSTON. Mas BUFFALO. N.Y 1214 E. Baltimore St. EA 7-4W0 MEETINOS 177 735 Washington St. SIU TL 3-9257 IBU TL 3-925? CHICAGO. Ill 93#3 Ewing Ave. SIU SA 1-0733 IBU ES 5-9S70 CLEVELAND. Ohio 1420 W. 25th St. MA 1-5450 DETROIT. Mich 10225 W. Jefferson Ave. DULUTH. Minn 312 W. 2nd St. RA 2-4110 FRANKFORT. Mich HOUSTON. Tex VI 3-4741 P.O. Box 217 415 Main St. EL 7-2441 5804 Canal St. WA 8-3207 Denais. for a job well done Engine De­ partment donated $100.00 out of their fund to the Children's Home in New Orleans. $26.00 from steward department fund given to Brother Bill Meehan for floral piece at mother's funeral. $50.00 was ^ven to hospitalized brother in Buenos Aires. Some disputed OT in deck : and engrine departments, otherwise every­ thing else Is running smoothly. -WARRIOR (Sea-Land), December 18 —Chairman, Van Whitney: Secretary, Walter Leacovieh. Brother 3, Nouwen is acting ship's delegate. No beefs were reported by department delegates. Re­ pair lists were turned in. SEATRAIN GEORGIA (Hudson Wa­ terways), December Z—Ohalrman, M. H. Jones; Secretary, W. W. Hunter. Ship's delegate reported that everything is run­ ning smoothly with no he^s. SEATRAIN PUERTO RICO (Hudson Waterways), November 26 — Chairman, John S. Hauser; Secretary, L. P. Hagmann. No beefs reported by department delegates. Brother L. P. Hagmann was eleetrf to serve as ship's delegate. Vote of thanks was given to the steward department for the nice Thanksgiving Dinner. SEATRAIN NEW JERSEar (Hudson Waterways). May 11—Chairman, M. F. Curry; Secretary, Kelly. Washing ma­ chine and galley range were repaired. Vote of tiianks was extended to the steward department. Chief steward James Coker is doing an excellent job. Ship in desperate need of fumigation. TRANSCHAMPLAIN (Hudson Waterways), December 10—Chairman, B. New­ ell : Secretary, Francis E Burley. Brother Ruel N. Lawrence was elected to serve as new ship's delegate. No beefs rcimrted by department delegates. Everytlung is running smoothly. PETROCHBM (Valentine), December 14—'Chairman, Karl V. Christensen; Secretary, None. No beefs reported by department delegates. Small amount of disputed OT in deck department. Ship's delegate resigned and was given a vote of thanks for a job welt done. Brother Albert R. Yoaman was selected to serve as new ship's delegate. BOWLING GREEN (Pan American Tinkers). December 10—Chairman, John Dunne; Secretary, E". J. '•Whitey" J<dinson. $6.00 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks was extended to the en­ tire steward department for doing an outstanding job. Vote of thanks to Uje ship's delegate and to the departmmit delegates. CORTLAND (G. T. Bates). December 16—Chairman, Mike Doherty: Secretary, P. C. Nolan. Brother Mike Doherty was elected to serve as ship's delegate. No beefs were reported by department dele­ gates. ALCOA ROAMER (Alcoa); November 19—Chairman, S. Jandora; Secretary, WJ. Miles. No beefs were reported by department delegates. Brother Mark J. Fitzpatrick was elected to serve as ship's delegate. 115 3rd St. Tel. 422-1892 INGBR (Reynolds Metals). December 11—Chairman, F. J. Sehandl; Secretary, Lorenzo Bennett. Ship's delegate re­ ported that there is some disputed OT, otherwise a very good trip. Vote of thanks was extended to the steward de­ partment for a job well done. 2404 S. 4th St. DE 4-3818 PORT ARTHUR. Tex 1348 Seventh St. SAN FRANCISCO. Calif.. 350 Freemont St. DO 2-4401 SANTURCE. P.R 1313 Fernandei Juncos Stop 20 Tel. 724-2848 SEAHLE. Wash 2505 First Avenue MA 3-4334 EAGLE TRAVELLER (United Mari­ time), December 10—Chaliman, T. J. White: Secretary, James W. Fultz. Mo­ tion was made that the SIU hall in Yokohama he recognized as a bona fide Union hail so that vacation checks can be collected. Brother John Euchta was elected to serve as ship's delegate. TAMARA GUILDEN (Transport Com­ mercial), November 12—Chairman, Wal­ ter S. Righy; Secretary. Harold M. Karlson. Few hours disputed OT in steward department otherwise this has been a good trip. $2.80 in ship's fund. Vote of thanks to the steward department. Grew was also thanked for their cooperation during movie nights. Headquarters to be contacted regarding retirement plan and also the welfare plan. LOS ANGELES (Sea-Land), December 4—Chairman, S. F. Sokol; Secretary, Steve Juhosz. $26.50 in ship's fund. No beefs were reported by department dele­ gates. Brother Steve Juhooz was elected to serve as ship's delegate. JACKSONVILLE. Fla MOBILE. Ale NEW ORLEANS. La NORFOLK, Va 2408 Pearl St. EL 3-0987 99 Montgomery St. HE 3-0104 I South Lawrence St. HE 2-1754 430 Jackson Ave. Tel. 529-7544 PHILADELPHIA. Pa ST. LOUIS. Mo 805 Del Mar CE 1-1434 TAMPA. Fla 312 Harrison St. Tei. 229-2788 WILMiNGTON. Calif. .. 505 N. Marine Ave. 834-2528 YOKOHAMA. Japan. Iseya Bldg.. Room BOI 1-2 Kaigan-Dori-Nakaku 204971 Ext. 281 SB DEL NORTE (Delta), November 6 —^Chairman, Reuben Belietty; Secretary, Bill Kaiser. Ship's delegate Jean Latapie left ship in New Orleans. Brother John Denais was elected to serve in his place. $128.67 in ship's fund. Motion was made to • write to headquarters asking whs can't a patrolman, agent or vice presi­ dent come aboard ship for a special UNFAIR TOI^ABOR DO NOT BUY Seafarers and their families are urged to support a consumer boy­ cott by trade unionists against various companies whose products are produced under non-union conditions, or which are "unfair to labor." (This listing carries the name of the AFL-CIO unions in­ volved, and will be amended from time to time.) CAINC CATOCHE (South Atlantic and Caribbean), November 26—Chairman, M. McDonough; Secretary, D. King. No beefs reported by dejiartment delegates. ROSWBLL VICTORY (States Marine), December 10—Owirman, Pete Seratto; Secretary, None. Few hours disputed OT in engine department. Request for ciarification sent to headquarters. JERSEY CITY. N.J Railway Marine Region Philadelphia Feb. 13—10 a.m. & 8 p.m. Baltimore Feb. 14—10 a.m. & 8 p.m. •Norfolk Feb. 15—10 a.m. & 8 p.m. Jersey City Feb. 12—10 a.m. & 8 p.m. HATTimBUBG VICTORY December 10—Chairnum, B. M. Gold; Seeretarr, Charles J. Mitchell. Ship's delegate reported that everpthlnB is run* Ding smoothly. VICE PRESIDENTS Linditr Wllliami Robert Matthews HEADQUARTERS Page Fifteen LOG DEL MONTE (Drita), December 12— Chairman, M. Pat Ragas; Secretary, A. Campbell. Motion was made that any member who has an accident on board ship which results in broken bones or fractures that are set up in a cast, should be separated immediately. TRANSHUDSON (Hudson Waterways), December 10—Chairman, J. O. TTuunas: Secretary, Frank Leonard. No beefs and no disputed OT was reported by depart­ ment delegates. Stit'el-Weller Distilleries "Old Fitzgerald," "O'd EDt" "Cabin Still," W. 1.. Weller Boiirhon whiskeys (Distillery Workers) <I> Kingsport Press • World Book," "Chlldcraft" (Printing Pressmen) (Typographers, Bookbinders) (Machinists, Stereotypers) Jamestown Sterling Corp. (United Furniture Workers) <1> White Furniture Co. (United Furniture Workers of America) Genesco Shoe Mfg. Co. Work Shoes . . . Sentry, Cedar Chest, Staffer Men's Shoes . . . Jarman, Johnson & Murphy, Creslworth, (Boot and Shoe Workers' Union) Baltimore Luggage Co. Lady Baltimore, Amelia Earharf Starlite luggage Sfarflite luggage (International Leather Goods, Plastics and Novelty Workers Union) ^ "HIS" brand men's clothes Kaynee Boyswear, Judy Bond blouses, Hanes Knitwear, Randa Ties, Boss Gloves, Richman Brothers and Sewell Suits, Wing Shirts (Amalgamated Clothing Workers of America) —— 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 CPA audit every three months by a rank and file auditing committee elected by the membership. All Union records are available at SIU headquarters in Brooklyn. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered In accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Ektrl Shepard, Chairman, Seafarers Appeals Board 17 Battenr Place, Suite 1980, New York 4 N. Y. Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rlghte, as well as your obligations, such «» flUng for OT on the proper sheeto and In the proper manner. If, at any time, any SIU i»trolman or other Union official. In your opinion, fails to protect your contract righto prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The LOG has traditionally refrained from publishing any article serving the political purposes of any mdlvldual In the Union, officer or member. It has also refrain^ from publbhing •riicles de^ed harmful to the Union or its collective membership. ThU established policy has Wn reaffirmed by membership 'action at the September, 1960, meetinn in all constitu­ tional ports. The pesponslhlllty for LOG policy tovcsW in an ^itorial board which consists of the Elxecutlve Board of the Union. The Brecutlve Boa^ may delegate, from among its ranks, one individual to carry out this rssponslbiUtir. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the SEIAFARERS LOG a verbatim copy of its constitution. In addition, copies are available in all Union halls. AH members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obli­ gation 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. RETIRED SEAFARERS. Old-time SIU members drawing disability-pension bene­ fits have always been encouraged to continue their union activities, including attend­ ance at membership meetings. And like all other SIU members at these Union meet­ ings, they are encouraged to take an active role In all rank-and-file functions, in­ cluding service on rank-and-file committees. Because these oldtimers cannot take shipboa^ employment, the membership has reaffirmed the long-stonding Union pol­ icy of ulowing them to retain their good standing through the waiving of their dues. EQUAL RIGHTS. All Seafarers are guaranteed equal righto in employment and as members of the SIU. These righto are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Conse­ quently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal righto to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATIONS. One of the basic rijfijto of Seafarers is the right to pursue legislative and political objectives which will serve the best interests of themselves, their families and their Union. To achieve these objectives, the Seafarers Political Activity Donation was established. Donations to BPAD are entirely voluntary and constitute the funds through which legislative and political activities are conducted for the benefit of the membership and the Union. If at any time a Seafarer fecb that any of the above righto have been violated, or that he has been deniad his constitutional right of access to Union records or in­ formation. he shonld immcdiotoly notify SIU President PanI HaU at hcadqaarters by cartlflcd mall, retnm receipt reqnested. R. J. Reynolds Tobacco Co. Camels, Winston, Tempo, Brandon, Cavalier and Salem cigarettes (Tobacco Workers International Union) Peavy Paper MB! Products (United Papermakers and Paperworkers Union) Comet Rice Mills Co. products (International Union of United Brewery, Flour, Cereal, Soft Drinks and Distillery Workers) Magic Chef Pan Pacific DIvhdon (Stove, Furnace and Allied Appliance Workers International Union) �SEAFAREBSM.OG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO \ ' 'jpBE . III I Sll , <V TiiliafeSf recently for its last payoff untU Spring fit-out, Foliot^ successful season, the vessel went into lay-up most of the crew returning home for winter jobs, Shipping teas good this year and jobs were plentiful in all Lakes ports. I Watchman Joseph Bobala, was greeted by liir'^augfvfe^'Tvlrs. Rose Marie Dumber, who drove from Onaway, Michigan, to pick up her father. Joseph will spend holidays with the family. ••Kr?..-.. -- p- ' '•1-4 • mm i: ipym^ '--==5;.. Manning the Townsend's engine room were {left to right) Shirley HackwoH'h, wiper, Fred Bittle, second assistant, ancT Adolph.''Spud" Kalisch, oildf, . " ~ "• /f a:' . r'' J v.V J* " , ' •.-vm ^ W table ftnen' 'a^llnk Art LaBrecque looks on, Fred sailed as f cook and helped keep therPaul Townserid a well-fed vesset^fe^^^ Fram -^ -.j.; 'm 'C- ,744c'i i'P i#"- 0MP : 1 m Ronald Rueil (left) served-as >yheelsmari while Ronald an OS. Both men are looking forward to sailing on Paul Townsend again. I . ,1 L VA/ n 1. pjscussmg the recent trip are porter Wayne Brandt (standing) and bosun Edward Kihn; They agreed that |hipping was good on the Great Lakes this season. ; ^ . Joseph Bobala (left) and- Richard Idalski sailed: ds watch^ men. Dick is doing some last minute packing, prior to leaving ship. Both men hope for another good year in '68. Robert Kurkerwicz, wheelsman, finds that even on the last day of the season there's always some work to be dorie. Bob is veteran of sailing the Great Lakes.. Frank Kolicky makes some coffee for the crew, while they pack and get in some last minute work, before the ship is;laid-up for the coming winter months. ^ � 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 1960-1969 Description An account of the resource Volumes XXII-XXXI of the 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 Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 5, 1968 Description An account of the resource Headlines: HOUSE MINORITY LEADER FORD RAPS GOVT FAILURE ON NEW MARITIME POLICY SIU RAPS NEW 50-50 CARGO RATES AS BLOCK TO U.S. FLEET UPGRADING MARITIME NEEDS CONSTRUCTIVE POLICY FROM GOVT, CONGRESSMAN DECLARES CONSERVATIVES TAKE AIM AT LABOR IN 1968 ELECTIONS COURT RAPS NLRB TIMIDITY AGAINST ANTI UNION EMPLOYERS SIU CONTRACTED DELTA LINE PROTESTS CUTBACK IN BRAZIL EXPORT CARGOES THE SOVIET FLEET MENACE LABOR-SUPPORTED LEGISLATION STALLED BY CONSERVATIVE BLOC IN CONGRESS GOVT REVIVES FDL SHIP PROPOSAL DESPITE PREVIOUS CONGRESS REJECTION PETE BRAID TEAMS WITH MIKE HAMMER IN SEAFARER’S NEW MYSTERY NOVEL LAY-UP ON THE LAKES 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 01/05/1968 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. XXX, No. 1  1968 Periodicals Seafarers Log