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SEAFARERS^LOG
OFFICIAL ORGAN OF THE SEAFARERS INTERKATIONAL UNION . ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT . AFL-CIO
SlU Negotiators Win New Contract:
Wages, Benefits Up $100 a Month
.. !
See Page 2
'20-at-5 5' Pension Gained
See Page 15
n
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i
> :
I
4- ^
f
Meany Raps
'Hatchet Job'
Sill Crews
To Confer at
Indictment
Piney Point
—See Page 8
—See Page 32
I
•t'
Fred Harvey at Wheel of Wavertree . . . Page 31
i
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• A7
Two Refitted SlU Ships Off on Voyage .. . Page 9
Manhattan Rejoins SlU Fleet. . . Page 7
Annual GreGt Lakes Tug and Dredge Pension Report—see Page 19
aS
�J
Wage, Fringe Benefit Package in New
SlU Contract Valued at $100 a Month
Wage increases giving SIU
Seafarers the highest base wage
scale on the East and Gulf
coasts coupled with a new
earlier retirement pension pro
gram has been negotiated be
tween the SIU's AGLIW Dis
trict and its contracted compa
nies. The new pension provi
sion allows for retirement on
full pension at age 55 with 20
years of seatime.
The wage and pension com
bination, together with an in
creased contribution to the Sea
farers Welfare Plan bring the
total value of the package to
more than $100 a month.
The agreement was presented
and ratified at all SIU-AGLIW
port membership meetings this
month.
Of the new benefits, the early
GE Contract
In Puerto Rico
General Electric has been
forced to negotiate a contract
for the first time with workers
at one of their 12 plants in
Puerto Rico.
Success came after 1,100
members of the International
Association of Machinists em
ployed at the plant struck for
nine months. The workers
were aided by the AFL-CIO
GE strike Fund.
retirement program required
the greatest contribution. Man
agement will add $2.08 per
day for each man at sea to the
SIU pension fund—or more
than $60 a month—to provide
adequate funds to pay for new
pension provision. The "20-at55" program becomes effective
January 1, 1971. All current
SIU pension benefits, including
retirement at 65 with 15 years
of seatime and retirement on
disability with 12 years of sea
time at any age remain in
effect.
(A special supplement in this
issue of the Seafarers Log pro
vides details of the new pension
benefit, its cost and effect on
the current SIU-AGLIW Dis
trict pension plan, and a com
parison between the SIU pro
gram and that of the National
Maritime Union.)
The increases in base wages
will average more than $30 a
month, and will take all rated
Seafarers above the $500 pay
mark. Highlights of the new
wage scales agreement include;
• Rated men will receive
base wage increases ranging
from $30.22 to $46.20.
• All rated men will receive
a minimum base wage of
$500.55.
• Among those whose base
pay will go over the $500 mark
are firemen, watortenders, firemen/watertenders and oilers in
the engine department; ablebodied seamen and quarter
masters in the deck department,
and second cook in the steward
department.
Raises Specified
Wipers received a pay boost
of 28.21, bringing their scale
to $465.03 from the previous
rate of $436.82. Other raises in
the engine department ranged
as high as $45.63 for the chief
electrician, bringing his monthly
rate to $772.83.
In the deck departments, the
bosun rate is increased by
$41.08 to $657.09. The ordi
nary seaman's pay is raised to
$391.21, a gain of $24.03,
while the ordinary seaman/
maintenance receives a pay in
crease of $24.04 to a new rate
of $422.01.
In the steward department,
dtilitymen and messmen have
their rates raised $23.87 to
$388.45. The third cook's wage
rating increases $29.89 to near
the $500 level at $494.69.
The chief cook's new rate of
$584.17, up $34.95 from the
previous rate of $549.22. The
new pay rate for cook and
baker is $570.42, an increase
of $35.12 over the former rate.
In addition, the new con
tract:
^ Adds 15 cents a tlay for
each man at sea to the
Seafarers Welfare Plan to en
able the plan to meet the rising
costs of medical and hospital
care of SIU men and their de
pendents.
«
^ Establishes for the first
time in the industry an
hour of overtime pay each Sun
day to members of the Perma
nent Ship's Committee and the
Departmental Delegates for at
tending shipboard meetings.
The contract specifies that
the Permanent Ship's Commit
tee will be made up of the
bosun, the chief steward and
the chief electrician or pump
man in the engine department.
The contract stipulates that
the bosun will be the ship's
chairman. The chief steward
will be the reporter-secretary,
while the chief electrician, or
pumpman, will serve as educa
tional director.
One man in each department
will be elected by the crew
members in that department to
serve as delegate.
The weekly meetings will be
held to make certain that all
problems affecting the un
licensed crew are resolved as
soon as possible. They will also
be utilized to distribute all pub(Continued on Page 4)
SEAFABBBS^1.00
Sept. 1970 • Vol. XXXIII. No. 9
Offlcial Publication of the
Seafarers International Union
of North America.
Atlantic. Gulf. Lakes
and Inland Waters District.
AFL-CIO
f
Executive Board
Paul Hall. President
Earl Shepard
Cal Tanner
Exec. Vice-Prea. Vice-President
A1 Kerr
Sec.-Treaa.
Lindsey Williams
Vice-President
A1 Tanner
Vice-President
Robert Matthews
Vice-President
Published monthly at 810 Rhode
Island Avenue N.E.. Washington.
D.C. 20018 by the Seafarers Interna
tional Union. Atlantic. Gulf. Lakes
and Inland Waters District. AFLCIO. 675 Fourth Avenue. Brook
lyn. N.Y. 11232. Tel. 499-6600. Sec
ond class postage paid at Wash
ington. D.C.
POSTMASTER'S ATTENTION:
Form 3579 cards should be sent
to Seafarers International Union.
Atlantic. Gulf. Lakes and Inland
Waters Di.strict. AFL-CIO. 675
Fourth Avenue. Brooklyn, N.Y.
11232.
THE PRE^illENT^ AiNiT
by PAUl HAll
efore the days of the Seafarers' hiring hall—and
many an old timer can remember those days
the law of the jungle prevailed when it came to getting
a ship. The strong, the healthy got the jobs.
As age and the harsh world of the sea took its toll
of a man, he became less in demand. He hovered on
the fringes of the lineups, buoyed only by hope. By
the time a seaman reached 40, there was no where
to go but down. Down in despair to the gutter and,
often, to an early escape from an unrewarding life.
As union hiring halls provided seniority protection
and job security, a man dedicated to the sea could
plan a lifetime seafaring career.
But even with the hiring halls, there was no protec
tion for the man who reached the end of the line
physically—either through age or a disabling accident
or disease.
To secure dignity for those seamen whose worklife had ended through no fault of their own, unions
negotiated pension plans.
This month every Seafarer can take pride in the
new retirement program that he, through his union,
has made possible—a plan that allows retirement with
full benefits at age 55 with 20 years of seatime.
Earlier retirement on full pension has been a uni
versal goal since the first small pensions were nego
tiated in the 1950s.
Our accomplishment of this goal has come in steps,
each taken with caution in the knowledge that we
could-' not play with the security of people—some
who are old, many who are ill—down the road.
Many times it would have been far more con
venient to follow the position of those who beefed
for early retirement on the grounds that "the other
guy has it."
But the SIU has consistently felt that it was better
to take the pressures than to jeopardize the future
security of the pension plan. Because when a Seafarer
B
Page 2
reaches the end of his trail, he is dependent on his
pension. To put that pension in jeopardy by not
quaranteeing the future financial soundness of the
plan would have been irresponsible.
Too many pension plans have folded because they
were not planned with caution. Caution was sacrificed
in some unions in the name of political expediency.
Those who have been hurt the most are those moSt
in need—the elderly and the disabled who depend on
the security of their pensions, as well as the men who
have worked many years in anticipation of retirement
with dignity.
SIU could have provided earlier retirement years
Theago—but
only at the price of losing those existing
benefits.
For example, an earlier retirement might have been
safely provided before now if the union had sacrificed
its program of full medical benefits for pensioners and
the same medical benefits for his dependents that they
had before he retired.
The medical benefit alone is often more costly -over
the lifetime of the pensioner than is his pension itself.
The average person will spend more money for
medical care from his 55th birthday on than he spent
during the first 55 years of his life.
The NMU recognized this. And that is why they
limit medical benefits to a retiree and his dependent
to a total of $750 for life—an amount that can be
wiped out in a single illness. From that time on, the
NMU pensioner may well use his total retirement
check just to pay the cost of doctors, hospitals and
drugs.
The SIU man is assured that his pension check will
be his forever, regardless of his medical needs.
And while an NMU pensioner's death benefit is
reduced each time a pension check arrives until it
drops to a $1,500 minimum, the SIU pensioner knows
that his dependents will receive $4,000 at the time of
I
his death, no matter how many pension checks he has
received.
We felt that these things—medical care and health
benefits, as well as a decent disability pension pro
gram—were of primary importance. We believed that
they gave greater security to the retired Seafarer.
And so we put them first. Then we could plan for
^ ir
improvements in the pension itself.
Now we have the early "20-at-55" retirement plan.
The membership of the SIU's AGLIW District Ml
owes a sincere debt of gratitude to the members of . i
our first SIU Pension Study Committee which recom
mended the "20-at-55" program after a thorough
study of the financial condition of the pension plan.
The committee members—Jim Golder of New
York, Phil Reyes of Houston, Terrence McNee of
Baltimore, A. W. Saxon of Mobile, Frank Pasaluk of
Philadelphia and Irwin I. Seerman of New Orleans—
are veterans of the sea, and long-time members of the
SIU. Between them they have served nearly 75 years
at sea, and their seniority in the SIU ranges from 18
to 27 years.
These men made their recommendations in the
SIU tradition of caution—a caution borne of the
belief that whatever is promised must be delivered.
They determined that their union would have * )
a sound pension plan that every Seafarer could de
4
pend upon without the worry that the pension checks
would be reduced or cancelled for lack of funds.
To assure that the new benefit woujd be secuie,
fj
the union negotiated increased contributions from the
operators.
Any improvement in any pension plan must be
backed with the necessary funds to make it secure.
Tl
'^his is not the end. It's just one more step in the
A- union's continuing effort to strengthen the future
security of all Seafarers and their families.
We can now turn our attention to the possibility
of additional improvements in the years ahead.
Seafarers Log
h
�Complete Text of SIU^s AGLIW Agreement
Note: Following is the memorandum of understanding reached be
tween SIU's AGLIW District and its contracted companies. The
agreement was presented to, discussed and ratified by the mem
bership at the SIU September meetings. In addition, the agree
ment is being submitted to and acted upon at crew meetings on
all SIU ships as they come into port. The memorandum will be
incorporated in the New Standard Freightship Agreement which
will be printed in full in the October issue of the Seafarers Log.
The SIU's AGLIW Tanker Agreement includes the same new
benefits and retains the traditional higher wage differential.
MEMORANDUM
OF UNDERSTANDING
between
SEAFARERS INTERNATIONAL
UNION OF NORTH AMERICAATLANTIC, GULF, LAKES AND
INLAND WATERS DISTRICT,
AFL-CIO
and
CONTRACTED COMPANIES
WHEREAS, the collective bargaining agreement
between the Union and various companies as ex
tended expires on September 15, 1970, and
WHEREAS, the Union and the Companies have
been negotiating terms of a new contract,
NOW, THEREFORE, it is understood and agreed,
as follows:
FREIGHTSHIP AGREEMENT
1. Article II, Section 21 shall be changed to read
as follows:
Section 21. Overtime Rate, (a) The overtime rate
of pay for members of the Unlicensed Personnel
receiving a basic monthly wage of $470.01 or below
shall be $2.73 per hour.
(b) The overtime rate of pay for all members of the
Unlicensed Personnel receiving a basic monthly wage
of $470.02 or above, but not in excess of $570.01,
shall be $3.44 per hour.
(c) The overtime rate of pay for all members of the
Unlicensed Personnel receiving a basic monthly wage
of $570.02 or above shall be $4.48 per hour,
2. Article III, Section 1 shall be changed to read as
follows:
Section 1. Wages. The monthly rate of pay for the
Unlicensed Personnel in the Deck Department, when
the respective ratings are carried, shall be as follows:
Rating
Boatswain
•Carpenter
A.B. Maintenance
Quartermaster
Able Seaman
Ordinary Seaman
O.S. Maintenance
•
Boatswain
•Carpenter
Monthly Rate
$657.09
604.64
558.05
500.55
500.55
391.21
.".
422.01
Mariner Type Vessel
;
$725.30
620.73
•When the Carpenter is required in writing by the
Company to furnish his own tools, he shall be paid
$20.00 per month in addition to his base wage.
3. Article IV, Section 1 shall be changed to read as
follows:
Section 1. Wages. The monthly rate of pay for the
Unlicensed Personnel in the Engine Department, when
the respective ratings are carried, shall be as follows:
Rating
Monthly Rate
Chief Electrician
$772.83
Second Electrician
722.52
Unlicensed Junior Engineer (Day)
632.28
Unlicensed Junior Engineer (Watch)
571.43
Plumber/Machinist
662.60
Deck Engineer
613.19
Engine Utility
577.59
Evaporator Maintenance
527.99
Oiler
500.55
Oiler-Diesel
538.56
Watertender
500.55
Fireman/Watertender
500.55
Fireman
500.55
Wiper
465.03
September 1970
Refrigerating Engineer (When 1 is carried)
Refrigerating Engineer (When 3 are carried)
Chief
First Assistant
Second Assistant
Ship's Welder/Maintenance
Oiler/Maintenance Utility
722.52
743.19
651.87
602.73
624.60
569.43
Mariner Type Vessel
Chief Electrician
799.57
4. Article V, Section 1 shall be changed to read as
follows:
Section 1. Wages. The monthly rate of pay for the
Unlicensed Personnel in the Steward Department,
whea the respective ratings are carried, shall be as
follows:
Rating
Chief Steward
Steward/Cook
Chief Cook
Cook and Baker
Second Cook
•Third Cook
Messman
Utilityman
Monthly Rate
$657.09
671.19
584.17
570.42
500.55
:
494.69
388.45
388.45
Mariner Type Vessel
Chief Steward
724.30
•When passengers are carried, the Third Cook will be
re-rated as Second Cook and will be paid wages in
accordance with the agreement.
5. The overtime rates set forth in Item 1 herein shall
be paid for all work performed on Saturdays, Sun
days, Holidays and for any work in excess of eight (8)
hours in any one day; for work performed in port
between the hours of 5:00 P.M. and 8:00 A.M. Mon
day through Friday, and for penalty work performed
on watch and other penalty time payments provided
for in the agreement.
6. Article II, Section 2 shall be changed to read as
follows:
Section 2. Delegates, (a) One man in each de
partment shall be elected by the Unlicensed Seamen
in that department to act as Departmental Delegate.
Such Delegates shall, together with the Permanent
Ship's Committee members, keep track -of all con
ditions and problems and grievances in their respec
tive departments, and present to their superior offi
cers, on behalf of the Unlicensed Seamen in their
Departments, all facts, opinions and circumstances
concerning any matter which may require adjustment
or improvement.
(b) Permanent Ship's Committee: The Permanent
Ship's Committee shall consist of three members: the
Boatswain, the Chief Steward and the Chief (Elec
trician) (Pumpman). The Boatswain shall be Ship's
Chairman. The Chief Steward shall be ReporterSecretary, and the Chief (Electrician) or (Pumpman)
shall be Educational Director. In the event there is
no (Electrician) on board, the Deck Engineer shall
serve as Educational Director. If there is no Deck
Engineer on board, the Engine Utility shall serve as
Educational Director. If neither of the above ratings
are on board, the Ship's Chairman and the ReporterSecretary shall designate a qualified member of the
Engine Department to serve as Educational Director
for the voyage. The duties of the Permanent Ship's
Committee shall be to assist the Departmental Dele
gates in their duties, to convene and conduct the
Weekly Unlicensed Crew Meetings, and to perform
the following individual duties:
The Ship's Chairman shall preside at all Shipboard
Meetings of the Unlicensed Crew and shall be the
primary spokesman aboard ship for the Unlicensed
Crew. The Reporter-Secretary shall handle all paper
work involved in documenting matters brought to the
attention of the superior officers, and he shall also
prepare and maintain Minutes of the Unlicensed Crew
Meetings.
The Educational Director shall be responsible for
maintaining and distributing all publications, films
and mechanical equipment relating to education on
such subjects as safety, training and upgrading, health
and sanitation.
(c) Weekly Meetings: To make sure that all
problems concerning the Unlicensed Crew are brought
to light and resolved as quickly as possible,, there
shall be a Meeting of the Unlicensed Crew every
Sunday while the vessel is at sea. At such meetings
the Permanent Ship's Chairman shall report to the
Unlicensed Crewmembers all matters referred to them
and shall receive any new and additional problems
not previously raised. As compensation for the addi
tional duties required by this Section, the members
of the Permanent Ship's Committee and the Depart
mental Delegates shall each receive one hour's over
time pay at their regular rates for each weekly meet
ing held.
7. Pension, Welfare and Hiring Hall
Effective January 1, 1971 the parties hereto agree
to increase the amount presently paid to the Seafar
ers Welfare Plan by $2.23 per man per day, and
to the Seafarers Hiring Hall Trust Fund by .15c
(fifteen cents) per man per day.
The parties further agree to instruct the Seafarers
Welfare Plan Trustees appointed by them that of
such additional amount paid to the Seafarers Welfare
Plan $2.08 will automatically be allocated to the
Seafarers Pension Fund.
8. Vessels Sales and Transfers
Prior to any vessel contracted to the Seafarers In
ternational Union of North America-Atlantic, Gulf,
Lakes and Inland Waters District, AFL-CIO, being
disposed of in any fashion, including but not limited
to sale, scrap, transfer, charter, etc., ninety (90) days
notification in writing must be sent to Union head
quarters, 675 Fourth Avenue, Brooklyn, New York
11232.
9. The provisions of this Agreement relating to wages,
contributions, and all other money payments are
subject to renegotiation by the parties at any time
during the term hereof upon seven (7) days written
notice by the Union to the Companies that it desires
such renegotiation.
10. Subsidiary Provisions
It is agreed that any agreements that are presently
in effect covering War Risk Insurance and Area Bo
nuses be continued as is with no change. In addition,
any and all addendums and/or supplementary agree
ments, the contents of which have not been incor
porated into the collective bargaining contract shall
be continued in effect. Except for the changes pro
vided for in this Memorandum of Understanding, all
other terms and conditions of the collective bargain
ing contracts now in effect shall remain in effect. The
changes provided in this Memorandum of Under
standing shall be incorporated into and made a part
of the full collective bargaining agreement.
11. Effective Dates
Changes provided for herein in Item 1. OVER
TIME RATE; Items 2, 3 and 4. WAGES; Item 5.
OVERTIME PROVISIONS; and Item 6. DELE
GATES; shall become effective at 12:01 A.M. on
October 1, 1970.
12. Effective Date, Item 7; PENSION WELFARE
AND HIRING HALL shall become effective at 12:01
A.M., January 1, 1971.
13. Effective Date, Item 8: VESSELS SALES AND
TRANSFERS, August 4, 1970, as previously agreed
to in Memorandum of Understanding dated August 4,
1970.
13. Termination Date: The Collective Bargaining
Agreement shall expire on June 15, 1972.
15. Continuation of Other Provisions: Except as
modified above, the provisions of the collective bar
gaining agreement between the Union and the various
companies' parties hereto, as extended to Sept. 15,
1970, shall continue in effect to June 15, 1972.
�Ml
New Pact Hikes
Wages & Benefits
(Continued from Page 2)
lications, films and mechanical
equipment relating to education
and information on the subjects
affecting shipboard life and
work, including safety, training
and upgrading, health and sani
tation.
This feature was agreed to
by management in acknowledg
ing that the'effective of>eration
of vessel coincides with an
effective union crew.
An additional 15 cents a day
was provided for the increased
i
cost of operating the hiring
halls.
The full text of the memo
randum of understanding that
will be incorporated in the SIUAGLIW District contract ap
pears on page 3.
The SIU's AGLIW Tanker
Agreement includes the same
new benefits and retains the
traditional higher wage differ
ential.
The complete list of ratings,
the old pay scale, the new rate
and the amount of the raise
negotiated follows:
ENGINE DEPARTMENT
On Tight
Schedule
The tight schedule of the SlU-contracted Fort Hoskins (Cities Service)
meant a fast tum-around when the tanker docked in New Jersey re
cently. Working to take on stores are, from left: James Cheshire,
Devaughn Harrison, Ben Graham, Jack Higgins and John Panders.
News About Economy
Shifts Full 180 Degrees
Washington
Seizing upon the first piece
of "good" economic news in
months, the press greeted with
great relish statistics reporting
the first decline in wholesale
prices in two years.
For the Nixon Administra
tion, the price decline was the
first concrete evidence that its
much-heralded policy to halt
inflation was having results.
Combined with what govern
ment economists call a "moder
ating trend" in consumer prices,
the 0.5 percent drop in whole
sale prices seemed like good
news.
One day later, with little
fanfare and little public notFce,
another government statistic
was released. This statistic in
dicated the cost of the govern
ment's war on inflation—seven
more cities, including Detroit,
were added to the list of those
with "substantial" unemploy
ment.
In the Trenches
The front-line fighter in the
battle against inflation contin
ues to be the American workei.
The current jobless figure of 5
Gear Held
By Alcoa
Gear including suitcases,
laundry bags and sea bags,
are being held fm- the follow
ing Seafarers by the Alcoa
Steamship Company, Inc.,
17 Battery PI., New York,
N.Y. 10004, telephone (212)
344-3400. Ilie gear will not
be hdd beyond Sept 30, at
which time it will be given to
the SalvaticMt Army. The
men asked to contact the
company are:
Antonio L. Colin
James R. Curran
Lee Smith, Jr.
Matt M. Sizelove
percent of the work force is the
highest unemployment rate in
five years. ,
Beside Detroit, newcomers
to the list of those with more
than 6 percent unemployment
were New Orleans, La.; San
Jose, Calif.; Bridgeport, (Tonn.;
Battle Creek, Mich.; Corpus
Christi, Tex., and Spokane,
Wash.
Meanwhile, a problem being
faced by farmers may destroy
all hope of combatting infla
tion and recovering lost jobs
this year. A new form of blight
is ravaging com crops across
the country.
A disastrous corn harvest
can increase prices of many
consumer goods, including eggs,
poultry and other meats, be
cause corn is used to feed live
stock.
Pressure on Jobs
Administration policies
aimed at halting inflation put
pressure on jobs by curbing
the economy. The success with
which the Administration has
put the damper on jobs can be
seen in one forecast which pre
dicts that unemployment will
continue to increase through
1970 and into 1971 despite a
hoped for economic expansion.
Wage and salary earners are
bearing the burden of the ad
ministration policies.
For example, the buying
power of workers has declined
in the past year. Wage increases
have not kept pace with price
increases. In fact, price in
creases have virtually wiped
out all pay hikes in the past
five years.
Premature
Furthermore, many econo
mists outside the Administra
tion feel the Nixon advisors are
being premature in hailing the
wholesale price drop. The pre
liminary wholesale price report
is based only on an "initial"
sampling of prices. The detailed
Wholesale Price Index for any
month is based on a more com
plete survey of prices and it
generally tends to be revised up
ward from the preliminary re
port.
The drop in wholesale prices
can be attributed largely to a
"seasonal" drop in wholesale
farm prices. This relief in farm
prices could be reversed if the
corn blight proves widespread
enough to diminish the crop
and boost meat prices.
Other economists argue that
the Administration's policies
"have produced an economic
recession and extortive interest
rates while inflation is still not
under- control." They also say
that the price pattern has now
been set so that if and when
the economy begins to move
upward "profits will shoot
through the roof, as they did
from 1961 to 1969."
MSTS Changes
Name to MSG
The name of the Military
Sea Transportation Service
(MSTS) was changed to the
Military Sealift Command
(MSC) Aug. 1.
Rear Admiral Arthur R.
Gralla, MSC commander ex
plained:
"Sealift has a more force
ful connotation than trans
port. It means planning; it
means being prepared to
operate in a wartime or con
tingency environment which
'sea transportation' just did
not connote."
The forerunner of MSC
was founded in 1949 and
handles either through mer
chant marine charter or govemment-owned ships, all
notary shipping for the
United States.
Rating
Chief Electrician
Second Electrician
Unlicensed Jr. Engi
neer (Day)
Unlicensed Jr. Engi
neer (Watch)
Plumber/Machinist
Deck Engineer
Engine Utility
Evaporator Mainte
nance
Oiler
Oiler-Diesel
Watertender
Fh-eman/Watertender
Fireman
Wiper
Old
Rate
$727.20
$679.74
$772,83
$722.52
Raise
$45.63
$42.78
$594.60
$632.28
$37.68
$535.31
$622.93
$576.59
$541.88
$571.43
$662.60
$613.19
$577.59
$36.12
$39.67
$36.60
$35.61'
$497.99
$470.33
$506.19
$470.3?
$470.33
$470.33
$436.82
$527 99
$500.55
$538.56
$500.55
$500.55
$500.55
$465.03
$30.00
$30.22
$32.37
$30.22
$30.22
$30.22
$28.21
Old
Rate
New
Rate '
MARINER TYPE
VESSEL
$753:37
$799.57;
DECK DEPARTMENT
Old
New *
Rating
Rate
, .Rate--'
Boatswain ,
$618.01
$657.09 "
C^enter
$566.53
$604.64
A. B. Maintenance
$525.33
$558.05
Quartermaster
$470.33
$500.55
Able Seaman
$470.33
$500.55
Ordinary Seaman
$367.18
$391.21
0. S, Maintenance
$397.97
$422.01
MARINER TYPE
VESSEL •
Boatswain
$682.97
$725.30
,
$46.20
Raise
$41.08
$38.11
$32.72
$30.22
$30.22
$24.03
$24.04
$42.33
STEWARD DEPARTMENT
Rating
Chief Steward
Steward/Cook
Chief Cook
Cook and Baker
Second Cook
Third Cook
Messman
Utilityman
MARINER TYPE
VESSEL
iChief Steward
^
Old
Rate
$618.01
$631.19'
$549.22
$535.30
$470.33
$464,80 $364.58
$364.58
New
Rate
$657.09
$671.19
$584.17
$570.42
$500.55
$494.69
$388.45
$388.45
-I
* .»
• New
Rate
Rating
Raise
Refrigerating Engi
neer (when (1) is"
carried)
$679.74;,];J,:;$722.52^-^^^"^
Refrigerating Engi
neer (when (3) are
carried
Chief
$713.19
$743.19
$30.00
First Assistant
$621.87
$651.87
$30.00
Second Assistant
$527.73
$602.73
$30.00
Ship's Welder/
Maintenance
$594.60
$624.60,
$30.00
Oiler/Main tenanCe
Utility
$535.25
$569.43
$34.18
Chief Electrician
•I
Raise
$39.08
$40.00
$34.95
$35.12
$30.22
$29.89
$23.87
$23.87
•)
«
• .11
; v!
-."J
•tl
�Tanker Overseas Alaska
Launched in Baltimore
Checking Federal Projects
Rep. John D. Dingell (D-Mich.), right, a strong supporter of the U.S.
merchant marine, recently asked Fred J. Farnen, secretary-treasurer
of the Great Lakes District of the SIU, to accompany him on an in
spection of federal projects in the Detroit and Rouge River area.
Heading the tour was Col. Myron Snoke, left, district engineer of the
Army Corps of Engineers. The Corps is responsible for Great Lakes
harbors. Rep. Dingell pointed out the tour's purpose was to acquaint
officials with the various federal flood control and dredging projects.
$2.00 Minimum Wage
May Help KO Poverty
Washington
In 1968, 39 percent of the
poor families with children in
the United States were headed
by full-time workers. The pay
. these workers receive is so low
. that they are forced to go on the
^ welfare rolls in order to survive.
AFL-CIO President George
Meany has called for five basic
• changes in the Fair Labor
Standards Act to combat this
' tragedy:
• Extension of coverage to
17 million workers not included
in the act's provisions.
• Increase of the minimum
wage from the present $1.60
per hour to $2—"at the very
least."
• Double time pay for over
time.
• An additional premium
pay for overtime in excess of 8
hours per day.
• A shorter work week or a
shorter work year.
Meany said that there was
never any real justification for
excluding the 17 million work
ers from the act, but "there is
real justification for their in
clusion."
' Wilmington, Calif.
Most of the 17 million are
Gerald Brown, SIU port employed in state and local
. agent in Wilmington for nearly governments, or as domestics
four years, was appointed last and-retail trade workers.
• month to the executive board of
"It is time for all farm work
the AFL-CIO's Committee on ers to come under the full pro
• Political Education (COPE).
tection" of the act, Meany de
His appointment was ap clared.
Referring to the present
proved by the Los Angeles
, County Federation of Labor on $1.60 minimum wage, he noted
the recommendaticm of its ex- that it was barely above the
V excutive secretary, Sigmund poverty level when it was adopt
ed in 1966, and it has caused
Arywitz.
He stated that Brown's ap the earning power of millions
pointment to the board "is a of American workers to slip
^ mark of recognition for your backwards during recent infla
past and present activities on tion.
Meany called the $2 per hour
» the labor political front."
Over the past few years, minimum wage a base that
Brother Brown has served on would rebuild the purchasing
several other committees in the power of some of the affected
' Los Angeles County Federation workers, eliminate welfare costs
and help eradicate poverty
of Labor.
* Brown noted that COPE is among lower paid workers.
Double pay and minimum
^ working vigorously to elect the
candidates it has endorsed in pay are necessary, Meany main
the upcoming November elec tained, to force employers to
tion which he described as "one hire new workers by making
. of the most important cam reliance on overtime so expen
paigns and elections" in regard sive that it would be cheaper
to create new jobs.
to labor.
Gerald Brown
Is Named to
COPE Board
> September 1970
Baltimore, Md.
The Overseas Alaska, a 62,000 deadweight-ton tanker,
launched last month at Bethle
hem Steel Corporation's Spar
rows Point shipyard here, is
another of the SIU's contracted
vessels.
Providing more jobs for the
union's members, the ship will
carry oil from Alaska to ports
on both coasts of the continental
U.S.
It is one of the largest vessels
capable of navigating the Pana
ma Canal economically while
fully loaded, according to her
contractor, Intercontinen
tal Bulktank Corporation.
Of interest to SIU members
will be the single, fully air-con
ditioned rooms "of the most
modern design, with permanent
prefinished plastic-coated bulk
heads."
The entire ship is protected
from the effects of time and
weather by an epoxy coating
system that covers the cargo
tanks and the exterior hull from
keel to rail.
The ship has an extended
cruising range of about 15,700
miles and her dry and refriger
ated storerooms are large
enough to hold a six-months
supply of stores.
731 Feet Long
The Overseas Alaska has an
overall length of 731 feet. Her
molded breadth is 105 feet.
The draft is 43 feet, 3 inches.
Its 15 tanks have a capacity
of approximately 524,000 bar
rels and her cargo handling
pumps are capable of discharg
ing a full liquid cargo in about
15 hours.
The vessel's cruising speed
is expected to be 15'/2 knots.
Her 20,000 shaft horsepower
turbine drives a single screw
and her design includes a curved
rake stem, a modern cruiser
stern and a spade rudder.
Latest Design
The company says the ship
was built under the latest rules
of the American Bureau of
Shipping and was inspected and been chartered from the time
classified by the Bureau.
of delivery, later this year, and,
According to the company, beginning in the spring of 1972,
the Overseas Alaska "incorpor she will operate under longates the latest advances in vessel term charter to a major oil
automation." There is a cen company."
tralized control system which
The vessel is the first of two
allows operation of the engine ships of 62,000 deadweight-ton
from the bridge.
class presently under contract
The system is based upon the at the Sparrows Point yard.
remote operation of the main
In addition to this ship, the
propulsion plant for all ahead, Sparrows Point shipyard now
astern, and maneuvering condi has on order three 120,000
tions, including standby."
deadweight-ton tankers, six 69,The ship will be fitted out on 800 deadweight-t o n tankers,
the water now and will be ready . three container ships, one chem
for service in a few months.
ical carrier, one special prod
Ran Hettena, president of In ucts carrier, one Navy ammu
ternational Bulktank, said the nition ship, and three foreOverseas Alaska "has already bodies.
Union Picketing Rights
Restricted by NLRB
Organized labor's strike tac
tics have been limited by two
recent decisions of the National
Labor Relations Board.
In one case, the board ruled
that picketing during a strike
at one division of a larger
corporation may not be extend
ed to the corporation's other
divisions.
In the decision the board
said that each division of a
corporate empire must be
treated as a separate entity.
Pickets appearing at a second
division of the corporate giant
would violate the secondary
boycott provisions of the Na
tional Labor Relations Act, the
board ruled.
In another case the board
said that union members may
not be fined for crossing picket
lines if they have resigned from
the union beforehand. The
board said, however, that it had
no power to determine what
fines could be meeted out for
members in good standing who
cross picket lines.
The board said the reason
ableness of fines assessed in
such cases is a matter for de
termination in court.
Voting in the majority on
one of the cases was Edward B.
Miller, recently appointed
NLRB chairman by President
Nixon.
Freeze Dried
Price Hikes
The official publication of the
International Association of
Machinists, The Machinist,
has proved a point on the rising
cost of living.
Six months ago the publica
tion carried a picture of a wit
ness before the Senate Con
sumer Subcommittee holding a
one-eighth ounce jar of freezedried chives selling for 69 cents,
or $88.32 a pound.
Now The Machinist has
published a picture of a staffer
holding the same jar of chives
and a sign, showing the cost has
risen to 87 cents or $111.36 a
pound.
Shown on the ways at Bethlehem Steel Corporation's Sparrows Point Shipyard is the 62,000 desdweightton tanker Overseas Alaska. She will be used in the AJaska run.
Pawo-
�Court Ends
Death Suit
Restrictions
Overseas Alice
Crevf Is Lauded
For Pilot Rescue
The general alarm sounded aboard the Overseas Alice at 3:15
a.m. on Feb. 23, 1969, plunging the crew into a dangerous and
heroic rescue adventure.
A pilot, ferrying a plane from Hawaii to Southern California,
had developed fuel pump trouble and was forced to ditch in the
storm-tossed Pacific. It was hostile territory for pilot Warren Bul
lock and his DeHavilland Dove.
But despite lashing rain, wind gusts to 40 mph and towering
waves, the sea was familiar territory to the crew of the Overseas
Alice.
As they -rowed toward the downed plane in a lifeboat, crew
members saw Bullock step out on the wing and attempt to inflate
a life raft. It was carried away by the strong wind, and Bullock
was swept into the water.
Grabbed Life Jacket
Bullock was blinded by the spray and gagging on salt water as
he thrashed about in the waves. Then his hand struck a life jacket
tossed by the lifeboat crew, and he was able to stay afloat until
they hauled him aboard.
The heroic crew of the starboard lifeboat of the SlU-contracted
Overseas Alice (more Seafarers volunteered for the rescue mission
than needed), received a Citation of Merit on Aug. 17 for their
deeds. The citation said the crew had displayed "excellent seaman
ship and courage."
It was awarded by the American Institute of Merchant Shipping
and the Marine Section of the National Safety Council.
This was the second time that Capt. James O. Osnes and his
crew have been congratulated for the rescue. In May 1969, Rear
Admiral Charles Tighe, commander of the U.S. Coast Guard
Eleventh District, praised the men for their alertness and readiness
to perform the rescue mission.
On the day the most recent award was presented, Paul Hall,
president of the SIU, telegraphed his congratulations to the crew.
(See copy of his message elsewhere on this page.)
Endangered Themselves
Summing up the adventure, Capt. Osnes said:
"In my opinion, this SIU crew knew that they were endangering
their own safety by manning the lifeboat. From the time the alarm
sounded until the boat was in the water, only five minutes had
elapsed.
"I had been sailing for 25 years and this was the fastest time
on getting a lifeboat over the side I have ever witnessed. The
efficiency of the entire operation was a show in skilled seaman
ship," Capt. Osnes said.
Bullock, who suffered minor injuries in the ditching, said he
thought the sea was an unfriendly place for those who don't know
it as well as Seafarers do. He said he would stick to flying over
land from now on.
Congratulations
Ship's Cbalrman and Crew, Super-Tanker Overseas Alice:
On behalf of the Seafarers International Union, officers
and members, our sincere congratulations on the citation
awarded to you crewmembers of the supertanker Overseas
Alice for your outstanding demonstration of expert seaman
ship in rescuing a downed airman at sea on February 23,
1969. We take deep pride in your accomplishment.
The performance of the crew in tlie rescue proves the
quality of seamanship possessed by Seafarers. The names of
each of you will he recorded in the history of achievements of
Seafarm who so ably carry on in the finest tradition of the
seafaring profession.
Warmest personal regards to all.
Paul Hall, President
Seafarers International Union
Of North America
Women's Lib Strikes Again
Burlington, Iowa
In true keeping with the pop
ular women's liberation move
ment a former secretary in the
office of Laborers Local 525
has joined the construction
gang.
Charlotte Bixenman, 29, has
Page 6
become what officials here
claim is a first: a female cardcarrying member of a construc
tion and general laborers local
union. She feels as though "I
could probably work on heavy
highway construction if I had
to."
Captain (VslaM Paftonis (third frum right), present Ma.ster of the
Overseas Alice, accepts the Citation of Merit for the vessel's captain
and crew who rescued a downed pilot in February 1969. I're.senting.,
the award in Martinez, Calif., was Philip Steinberg, (.second from
right) assistant vice president. Pacific Region of the American Institute
of Merchant Shipping. Others are, from left: Pat Marinelli, SIU
patrolman; Mike Ghanncsian, able seaman; Michel Papalios, chief
mate; Kenny Coates, boatswain, and (far right) Ernest Sutherland,
chief engineer.
Smithsonian Seeking
Sea History Exhibits
Washington
Signs, posters, calling cards,
handiwork, schedules, any para
phernalia connected with a sea
man's life and the merchant
marine is being sought by the
Smithsonian Institution in Wash
ington, D.C., in a drive to as
semble a more complete exhibit
and archive of the merchant
marine.
According to Dr. M e 1 v i n
Jackscm, director of the Smith
sonian's division of transporta
tion, "the museum wants to tell
the story of the merchant ma
rine and detail how it organized
and raised itself to industrial
scale."
More importantly, "the mu
seum wants to compile an ar
chive of the mariner's life from
memorabilia he has collected
over the years," Dr. Jackson
added.
"No matter how insignificant
it may seem to the individual,
some small item picked up years
ago may provide a clearer pic
ture of what a sailor's life at
sea is like. History is docu
mented by seemingly meaning
less things," Dr. Jackson said.
The Smithsonian is interested
in any and all paraphernalia
that deals with the history of
the merchant marine and the
struggle for unionization.
In particular, the museum is
looking for old strike posters
and placards, handbills and fly
ers, pictures of the union halls
(inside and out), photos of
early union meetings, pictures
of the interior of ships and
waterfront scenes throughout
the world, anything connected
with tattooing, seamen's knives
and equipment, calling cards
from port peddlers around the
globe, handiwork done by men
at sea, photographs of picket
lines and union strikes, old bul
letins to mariners from religious
societies, up-lift organizations,
temperance groups, etc.
In order that the contribu
tions may be identified and ac
knowledged, Dr. Jackson has
asked that all material sent in
be marked appropriately. All
photos should be identified as
to place and time. Equipment
and other paraphernalia should
also be properly marked.
Kleiler Named
The Labor Department re
cently named Frank M. Kleiler
Deputy Assistant Secretary for
Planning and Evaluation in the
1 a b o r-management relations
field. He will be working on
collective-bargaining problems.
Washington
The U.S. Supreme Court has
set aside an old admiralty doc
trine and ruled that families of
seamen may sue to recover
damages for the death of sea
men wherever they may occur.
Prior to the court's decision
families of seamen who died on
ship could only recover damages
if the ship was more than a
marine league from shore.
The court's decision struck
down loopholes in the Death on
the High Seas Act which ex
empted ships close to shore, on
the Great Lakes and on navi
gable rivers from its provisions.
The court said that the right
to sue for wrongful death is a
general principle of American
law and, thus, cannot be denied
to seamen.
The decision follows nearly
a century of denial of the unre
stricted right to sue for the
wrongful death of American
seamen.
In 1886 a decision on federal
maritime law refused seamen
the right of recovery for death
or injury aboard ship.
The Jones Act of 1920 ex
tended to them the protection
of the Federal Employer's Li
ability Act and provided that
seamen's survivors could sUe for
death through negligence. Mari
time law, however, provided
only for suits testing the sea- '
worthiness of the ship, and the
negligence provision was rarely
tested.
The Death on the High Seas
Act permitted suits under the
seaworthiness doctrine. This
meant suits for wrongful death
could be filed under either act.
But the new law omitted conti
nental waters.
The Supreme Court ruled
that the omissions to the law
were improper in a case involv
ing the death of a longshoreman, performing traditional sea
man's duties.
I
Atomic Reactor Sails Sea
The Steel Navigator (Isthmian) recently loaded a multi-ton atomic
reactor in the Port of New Orleans. The reactor, valued at $18 million
was shipped to San Francisco by Westinghouse.
Seafarers Lot
�Manhattan,
5IU Crew
Sail to Mideast
¥¥er bow lifted onto the polar ice cap. The
•*1 weight of her 150,000 tons sent the ice be
neath scudding off to port and starboard. The
Manhattan cut another broad swath through the
ice on the way to Prudhoe Bay, Alaska.
It was a maritime feat comparable to the
finding of the New World, this plunge through
the frozen ocean atop the world. And it trans
fixed a nation in the autumn of 1969.
The Manhattan, owned by Seatrain Lines,
finished her polar exploit under charter to Hum
ble Oil Co. and was returned last month to the
parent company which is contracted by the SIU.
Her- area now will be the Middle East-to-Europe oil run, but the now-famous voyage across
the previously mythical Northwest Passage will
long be remembered wherever men go down to
the sea in ships.
She was uniquely fitted out for the run from
Chester, Pa., to Prudhoe on Alaska's North
Slope. She was to be the final test of the feasi
bility of shipping oil from the rich tundra coun
try to Canada and the United States.
Humble Oil equipped her with a spoonshaped prow, 65 feet long and weighing 5,000
tons. It was a rakish prow extending 11 feet
beyond the beam on both sides of the tanker
to allow open water for the ship to slip through.
It worked well. Although she was unable to
crush the ice north of Banks Island in the Arctic
Sea, the thinner ice in Prince of Wales Strait
caused her no trouble.
It proved, even to the most skeptical, that
properly equipped tankers could deliver the pre
cious oil to lands that need it even if the Arctic
and its treacherous waters stand in the way.
•p^
And her voyage of history gives rise to hopes
that the abundant riches of Alaska's tundra
country will generate the growth of a fleet of
ore carriers and oil tankers to bring the wealth
to transportation centers.
When she arrived at Norfolk, SIU men hailed
her as the conquering heroine she is. SIU Nor
folk Port Agent Gordon Spencer said: "She is
a fine ship and we're glad to have her back."
The SIU crew which will pilot her through
eight months on the intercontinental run from
the Persian Gulf to England and northern Eu
rope, joined in a "welcome home" party for
their 1,005 foot long ship.
John Brown, a iiremanwatertender aboard the
tanker Manhattan, checks the
automatic firing
equipment
as the 150,000-ton tanker,
back from her polar expedi
tion, sets sail for the Mideast.
Boatswain Vincent Kuhl gives a les
son in lifeboating aboard the tanker
Manhattan to Lindsey Rhodes and
Tommy Simmons. The ship was
awaiting Coast Guard inspection hefore sailing to the Mideast and eight
months at sea on the run to England
and Northern Europe.
Third Engineer Robert Moody (right) explains the control panel to
Howard Bradshaw who will be chief pumpman on the Manhattan**
eight month stay in the Persian Gulf. Bradshaw signed off the Amerigo
in Wilmington, N.C., and joined the Manhattan crew in Norfolk, Va.
Welcoming the Manhattan back to its SlU-contracled pare:!it r'-mpany
occasioned a feast higMighted by this baked ham watched over by
Steward Jack Long (standing) and Chief Cook Bernard Mace.
�Meany Comments: Strikes to Politics
Washington
George Meany, president of
the 13.8 million member AFLCIO, held a wide-ranging inter
view with a group of reporters
just before Labor Day produc
ing headlines in the nation's
press and extensive comment in
all media. Some of the subjects
he covered were:
• Substitute for Strikes—
"What would be wrong,"
Meany asked his interviewers,
"with a union signing an agree
ment for, let us say, two years
and then saying that at the end
of the two years all basic condi
tions in the agreement will pre
vail except wages and that
wages will be the subject of col
lective bargaining?
"And if after a certain length
of time there is no agreement
between the parties, the Amer
ican Arbitration Association
will make a final and binding
decision. . . ."
• -.The Democratic Party—
"I don't see any swing to the
Republican Party. ... (It is)
not so much that our people are
looking to the Republicans, but
that they are looking less to the
Democrats because, actually,
the Democratic Party has disin
tegrated."
• The Indictmrat irf the
SIU—"We feel that the Seafar
ers have been picked out by
(Attorney General John) Mitch
ell. He wants to do a little
horse whipping and maybe dis
courage some of our political
activities. ... "I think some of
the hatchet boys over in Mitch
ell's shop thought this was a
good idea and they felt that the
Seafarers, who had gotten a lot
of publicity, would be fair
game to take on. Frankly, I
think it is serious, but I am not
so sure that (the government) is
going to be successful in their
prosecution (of the SIU).
• Foreign Policy—"We, of
course, agree with (President
Nixon) to a great degree on his
efforts to end the war in South
east Asia through the building
up and developing of the ability
of the South Vietnamese to
take care of themselves. ..."
• The Nixon Administra
tion—"I think our relations
with the Nixon Administration
are just about as good as we
could have expected. ... On
the economic issue, as of now,
yet, I would say (Nixon) is go
ing to get bad marks. . . .
"I think his educational
policy is not good. I think he is
obsessed with the idea of bal
ancing the budget and I think
he is cutting back—or, at least,
he tried to cut back to a great
extent—on the educational pro
grams that were enacted under
the Administration of Lyndon
Johnson...
"On the civil rights business,
I think he is very, very bad
because he is obviously attempt
ing to carry water on both
shoulders. . . ."
• The Women's Liberation
Movement—"There are certain
protections in the law for wom
en that we have been fighting
to put into the law for many,
many years . . . now we get
these militant feminists and
they don't want any protection
. . . They say we don't want
these laws; they want absolute
equality."
• Political Campaigns-—
"Number one, I would have the
election campaigns much short
er and, number two, I would
provide for the use of television
to a limited degree to every
serious contender."
"I think there should be a
definite limit on spending, de
pending on the number of reg
istered voters in each constitu
ency. I certainly would cut
down the national campaigns
to about three weeks. . . ."
ry »
Veteran labor reporters interview AFL-CIO President George Meany
Text of Meany s Comments on SIU
The pre-Labor Day interview AFL-CIO President George
Meany had with five reporters dealt in part with labor's polit
ical action and the indictment of the Seafarerg International
Union for political activity.
The interview received coverage in the nation's major
papers. President Meany's comments on the SIU indictment
also received broad coverage.
Following is the text of that part of the interview dealing
with the SIU and labor's political activities:
REPORliSR: Mr. Meany, on another subject, the field of
political action. The AFL-CIO has its COPE operation and
the various unions have their counterparts. One of the fed
eration members, the Seafarers, have been indicted for the
way that they handled political funds—collecting and spend
ing. Do you think this is going to dampen political activity?
MEANY: No, it is not going to dampen political activity
because we feel that the Seafarers have been picked out by
Mr. Mitchell. He wants to do a little horse whipping and
maybe discourage some of our political activities. I don't
think that is going to happen.
You know we have these laws on the books—and they
have been there for many, many years—Corrupt Practices
Act and so forth—and they have been honored, as far as I
am concerned, they have been honored by everybody in the
breach.
I don't know of any candidate for office anywhere that
gives a damn where he gets the money as long as he gets
it when he gets into a campaign. I think some of the hatchet
boys over in Mitchell's shop thought this was a good idea
and they felt that the Seafarers, who had gotten a lot of pub
licity, would be fair game to take on. Frankly, I think it is
serious but I am not so sure that they are going to be suc
cessful in their prosecution.
REPORTER: You think it is more the system, as you sug
gested, that is wrong but how would you go about changing
it so people didn't have to put big chunks of money into this?
MEANY: Well, I would do some things to change it if I
could and I don't know whether we have a program on it.
Number one, I would make the election campaigns much
shorter and number two, I would provide for the use of
television to a limited degree to every serious contender. I
wouldn't let somebody start a new political party on the
first day of October and immediately be given free television
time.
REPORTER: You would do this with free time?
MEANY: Yes, sir. I think the television industry should give
us free time. I think they are using the air waves, which
should be everybody's property, for their private interests—
which is all right. They are putting their money in there, but
I certainly think in this area the television time should be
free. I think there should be a definite limit on spending,
depending on the number of registered voters in each con
stituency.
I certainly would cut down the national campaigns to
about three weeks, if I had it my way. You fellows would
have a good time.
REPORTER: Do you see any indication that the Admin
istration may go after other unions on this same basis?
MEANY: I don't know. I don't have any indication at this
time but I wouldn't be surprised if they dec'de they could
haul some other unions in.
REPORTER: What would happen if the labor movement
got out on its own or was pushed out completely out of the
field of lobbying and political spending? What would happen
in this country, in other words, if you were not allowed to
participate in politics, financially?
MEANY: You mean if they passed a law? I think we would
do pretty much what we did in prohibition days. We would
just go ahead. I don't see where they would prohibit indi
vidual citizens from joining with one another and being
politically active. And I don't know how they could pass a
law that would keep the labor unions out. I am sure they
have laws that put restrictions on trade union funds and on
corporation funds and we, like the corporations, are busy
finding ways to use our influence despite those laws.
REPORTER: Corporations do too?
MEANY: Of course they do. As I say, I don't know anyone
who runs for political office who has too many scruples
when they get in the heat of the campaign and they are
up against that last 10 days when they know the opponent
has a lot of television time and they are up against this
policy of cash on the barrelhead.
There is no credit from television companies, you have
to pay for it or you don't go on the air. Now, when a candi
date gets into that situation, after campaigning for months
and months and months and he sees all the advantages of
the last few days, at least what he thiqks are the advantages.
I am not so sure that the last few days are near as important
as some of the candidates think.
I have always felt that most of the voters in most cam
paigns have their minds made up at least 10 days to two
weeks before the campaign ends and they get sick of the
campaign and don't listen anymore except some of the socalled uncommitted and doubtful ones. But there is no ques
tion that candidates feel that that last minute time is crucial
and they get campaign jitters at the time. I have seen people
get almost hysterical in a situation where I felt and every
body else felt that he was home. Some of these people run
scared and they really run scared. When that nime comes,
they will get money any place they can get it.
REPORTER: You mentioned a few minutes ago some of the
hatchet boys around the Attorney General. Does this Admin
istration have political hatchet men or are they anti-labor
hatchet men? What are you thinking about?
MEANY: Well, I think there is a certain type of hatchet
man over in the Attorney General's office, no matter who is
the attorney general.
There are certain people over there who feel that labor is
fair game, that trade unions represent what m'gbt be called
a worthy opponent and they are ready to do battle. I think
that if they wanted to look into corrupt practices in election
campaigns, I don't think they would start with the trade
union movement. I think there' would be plenty of other
places to start.
You take the way in which they evade the law by setting
up committees. They set up the committees "without the
candidate's knowledge." He doesn't even know there is a
committee collecting money. In one campaign a few years
ago in Ohio, there must have been 300 separate committees
for the one candidate—the ushers committee, the florist com
mittee, the east side mothers committee, the fourth grade
teachers committee, the steel producers committee and ev
erything under the sun. The whole thing was coordinated
but the candidate "didn't know anything about it." I think
this is really an evasion of the real intent of the law.
Corporatignsf can't contribute, but the vice president and
the vice president's wife and the vice president's mother-inlaw and somehow or other you get the feeling that the cor
poration is going to see that they get it somewhere along
the line.
�Two Refitted Ships
Crew Up, Leave
Port of Norfolk
rpwo refitted ships owned by SlU-contracted
JL companies are again sailing the seas after
crewing up in the Port of Norfolk last month.
The tanks of the Erna Elizabeth (Albatross
Tankers) were completely cleaned and fully
coated. The second ship, the Commander
(Marine Carriers) was refurbished from bow to
stern.
Seafarers signing-on the repaired vessels were
happy for the activity the crewing up and lay
E
ing in of stores generated before leaving port.
After her new crew was aboard, the Erna
Elizabeth set sail for a four to eight month
voyage first to Trinidad and then on to ports in
Europe.
The Commander, under MSG charter, left
Newport News for delivery of cargo to NATO
posts in Rotterdam, Amsterdam and Antwerp.
She expects to return to the United States in a
month.
The radio antenna of the Erna Elisabeth is
rigged by Leroy McDonald, an ordinary sea
man, and R. Campbell prior to the ship's de
parture for Trinidad and Europe.
I«
1
Deck handit R. Tuttle and L.
White haul in the gangplank as
the Commander, under MSG
charter, prepares to sail for
NATO stations in Europe.
The lifeboat davits of the Ema
Elisabeth are lettered before
departure by Fred Ketter and
Glen Lawson while the ship is
at anchor in Newport News,
Va. The ship sailed later for
Trinidad and Europe.
Hooker Price stands for alone atop the tanks as he coats the cables of
Number 4 hatch with grease. An ordinary seaman, Price sailed with the
refitted Commander from the Port of Norfolk last month. The ship car
ried cargo for military men in Europe.
Francis McGaray, the bosun of the
Erna Elisabeth tests the latch on Num
ber 10 tank while David Berger lends
a helping hand. All tanks aboard the
ship were recoated during refitting.
In the Commander's engine
room, department members
are busy readying the newly
remodeld ship for its first
cruise. Jerry Ange checks the
steam valve while Pee Wee
Pulliam, center, and Robert
Sawyer add the finishing
touches to the renovationnew light bulbs.
Septsmber 1970
Page 9
�Toward a Safe Port
-mm
Pensioner Likes
Receiving Log
To the Editor:
I have no words to ekpress
my gratitude to you for sending
the Seafarers Log every month.
I enjoy very much reading the
union paper. It makes me re
member when I was sailing on
SIU ships. When I finish reading
I pass the Log to the foreign
ships in port.
Sincerely yours,
Bos'n, pensioner
Luciano Ghezzo
Ancona, Italy
Proud of Men
He Works With
Victory in View
The maritime industry today stands at the
threshold of revitalization as the Senate pre
pares to vote on the Merchant Marine Act of
1970.
This legislation is built on the foundation of
a philosophy which the Seafarers International
Union has long embraced—that the United
States must again become a dominant economic
force on the seas of the world.
The shipbuilding program embraced by the
Act calls for a minimum of 300 new ships to be
constructed within the next 10 years. In addi
tion, more ships are likely to be added to the
deep-water fleet through the tax deferments per
mitted on profits that are used to build new
vessels for use in the domestic and fishing trades.
The Merchant Marine Act of 1970 will hot
come close to solving all the problems of to
day—or even those of many tomorrows to come.
But, with passage by the Senate and the signa
ture of the President, it will mark a significant
beginning.
Before its ship construction recommendations
can be implemented, many more World War
Il-vintage bottoms will have been sent to the
scrap yard.
Our fleet, which has diminished from first to
fifth in carrying capacity in recent years, will
grow still smaller.
This means that the number of jobs available
will shrink.
But passage of the Merchant Marine Act of
1970 can be the impetus to reverse the trend of
American-flag shipping.
To Seafarers, adoption of the Merchant
Marine Act of 1970 will mean a first victory in
a battle they have contributed greatly to for
years in both money and effort. Survival of the
American-flag merchant fleet has been the
primary goal of all Seafarers, men who know
well that without ships, there are no jobs. And
jobs are the staple of life not only to the working
'Seafarer and his family, but to the man depend
ing upon his SIU pension, as well.
That is why, for the past eight years. Sea
farers have generously supported the Seafarers
Political Activities Donations (SPAD). We knew
then, as we know now, that our goal could best
be reached through helping those who would
help our cause to be elected to both Houses of
the Congress.
A victory in the Senate will be a victory for
the maritime industry, the nation, and, most of
all, for each individual Seafarer who has par
ticipated in the campaign to bring new life to
our dying merchant fleet.
The Maritime Forum
The speakers come from all over this land of
ours. From New York, California, Minnesota,
Tennessee, Connecticut and they sometimes
come from organized labor or the federal gov
ernment in Washington.
The weekly luncheons of the AFL-CIO Mari
time Trades Department are a big drawing card
in the nation's capital. But even more im
portantly they constitute the only continuing
forum on maritime affairs going on anywhere.
This is one reason why the SIU is affiliated with
the MTD.
With the recent 307-1 vote in the House of
Representatives on the Merchant Marine Act of
1970 and the Act's successful sailing through
the Senate Commerce Committee, we can tell
that the voices of the forum are not falling on
Page 10
deaf ears in the councils of government that
matter.
To be sure, the luncheon forum has brought
the problems of the maritime industry to the
attention of a nation that only a few years ago
was pitifully unaware that the industry was
dying. And we like to think that in preparing
for their appearances at the forum, the speakers
may have become better informed about the
maritime situation.
In any case, when the votes are counted in the
Senate a number of those voting "aye" will, be
those who have participated in this educational
process. They were welcome guests at the
luncheons, and we are happy for any enlighten
ment their appearances may have brought them.
(For a report on recent luncheons, please
turn to Page 14.)
Editor's Note: The follow
ing letter was sent to the Log
with a note from Seafarer
Victor B. Cambas explaining
that he was the second assist
ant engineer aboard the De
Soto when he learned that
his son was killed in action
in Vietnam. He left the ship
in Manila and was flown
home.
To the crew of the S.S. De Soto:
I have just received a letter
from Glen D. Happer, Master
of your ship. He enclosed a check
for $100.00, which was collected
among you men, to be given to
my son's family. This was to be
used toward my son's grave or
as his family saw fit.
Since his first child is due to
arrive in September, it has been
decided to use the money to pur
chase a Savings Bond for the
baby, toward its future education.
On behalf of my son's wife,
Lucille, my wife, and family and
myself, we wish to express our
sincere thanks and gratitude to
all you men aboard the De Soto,
for your sincere expression of
sympathy during such a tragic
time in our lives.
It's men like you, who keep our
world together, and I'm proud to
say, I work with such men aboard
ship.
Again, our deepest thanks to
you all.
Sincerely,
Victor B. Cambas
Metaiiie, La.
Thanks for SIU
Welfare Plan
To the Edit<m
I am very grateful to the Sea
farers Welfare Plan and wish to
thank you for the help you gave
in paying the bills when my hus
band was in and out of the hos
pital with a heart condition.
I also wish to thank Mr.
McGinty of the Jersey City local
for his help. Lots of luck and
good health to the membership
for making it such a good plan
and keeping it so.
Sincerely,
Mrs. Samuel Ratz
Rahway, N.J.
Prompt Response
Draws Thanks
To the Editor:
I would like to extend my sin
cere thanks to the Seafarers Wel
fare plan for prompt response for
death benefits, all necessary, all
gratefully received.
Sincerely,
Mrs. Robert E. Greene
Portsmouth, Va.
Special Tax Exemptions
Can Help Pensioners
When the omnibus tax re
form bill was passed by Con
gress last year it included a
provision which gave certain
groups of people exemption
from Federal tax withholding.
A study by the Commerce
Clearing House here shows that
many states are following the
same pattern.
The exemption grants relief
from Federal income tax with
holding to employees—such as
students, retirees and part-time
workers—who had no Federal
income tax liability last year
and anticipate none this year.
The exemption became effec
tive May 1, 1970 and is avail
able for later years.
A single person who earns
less than $1,725 in 1970 will
owe no Federal income tax, and
a taxpayer over the age of 65
can earn up to $2,350 without
incurring a tax liability. Em
ployees who qualify must file
Federal Form W-4E with their
employers.
So far, 22 states grant a
similar exemption, accepting
either the Federal form or a
similar state form. These states
are: Alaska, Arizona, Colora
do, Idaho, Iowa, Kansas, Ken
tucky, Maine, Maryland, Mas
sachusetts, Michigan, Nebraska,,
New Hampshire, New Jersey,
New Mexico, North Carolina,
North Dakota, Oklahoma, Ore
gon, Utah and Vermont. Ore
gon won't grant an exemption
until next year.
In California, where with
holding currently applies only
to nonresidents, employees who
earn $3,250 or less if single, or
$6,500 or less if married, are
already exempt from state
withholding.
Thirteen states and the Disr
trict of Columbia and New
York City have indicated they
will not grant such an exemp
tion. They are Arkansas,
Georgia, Hawaii, Indiana, Min
nesota, Missouri, Montana,
New York, South Carolina and
Virginia.
m
Boas-dling pairolm^h in flie'
Port of New York are asking^
S^arem to g^ve their pape^
to the department
before inking.
This will simj^Ulfy
pij^ediire at payoff and
afe^ fjis^rhandt^
Patrolmen ask
?J! Sea- _
ffters cooperate tn this
OCT .td:'teiiip
'
11
�Safety Council Cites
p SiU-Manned Ships
R.
in Coimar Corp. Fleet
h,
4
I)'
The Calmar Steamship Corp
oration, an SlU-contracted sub
sidiary of Bethlehem Steel
Corp., took top honors for
safety aboard ship in a compe
tition of the Marine Division of
the National Safety Council.
Calmar, which has both pas
senger and major cargo ships,
compiled a disabling injury
frequency rate of 2.2 per million
man hours worked. The indus
try as a whole averaged 6.05
for each million man hours.
Three Calmar vessels—the
Yorkmar, Pennmar, and Seamar—had a total of 694,272
man hours without a disabling
accident. At the end of 1969,
the Yorkmar had gone 26
months without a disabling in
jury; the Seamar 15 months and
the Pennmar 13 months.
In addition, Bethlehem Steel's
Sparrows Point yard. Group 1
Division, won the top award for
yard safety with a disabling in
jury frequency of 1.9 per mil
lion man hours. The industry
average for shipyard workers
is 10 per million man hours
worked.
Achievement of Calmar's
exemplary record does not come
about without effort. All Beth
lehem vessels undergo the com
pulsory governmental periodic
fire and safety inspections. In
I
Rear Admiral William S. Rca, III, U.S. Coast Guard, pre.sents the Na
tional .Safety Council's first place award to ofTicials of Calmar .Steam
ship Cx). From the left are: Cjtrl Andre, manager of Office Services;
Adm. Rea, and Fred Sherman, president of Calmar.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic. Gulf, Lakes and Inland Waters District makes spe
cific provision for safeguarding the membership's money
and Union finances. The constitution requires a detailed audit
by Certified Public Accountants every three months, which
are to be submitted to the membership by the SecretaryTreasurer. A quarterly finance committee of rank and file
members, elected by the membership, makes examination
each quarter of the finances of the Union and reports fully
their findings and recommendations. .Members of this com
mittee may make dissenting reports, specific recommenda
tions and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered in
accordance with the provisions of various trust fund agree
ments. All these agreements specify that the trustees in
charge of these funds shall equally consist of Union and man
agement representatives and their alternates. All expenditures
and disbursements of trust funds are made only upon ap
proval 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:
Earl Shepard, Chairman, Seafarers Appeals Board
275-20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to you
at all times, either by writing directly to the Union or to the
Seafarers Appeals Board.
August 1970
addition, all ships and their
crews are subjected to rigorous
safety drills conducted by the
company itself.
A special firefighting school
is maintained by the company
at its Sparrows Point yard.
Here, officers and crew mem
bers of the various ships re
ceive special instruction in com
batting any type fire that may
occur at sea or in port.
Safety and firefighting in
structions are also given to each
department aboard ship at least
once during each voyage.
In conjunction with the safe
ty and firefighting program, a
system was initiated color cod
ing all portable fire extinguish
ers aboard the ships, according
to the class of fire upon which
they are to be us^. In an
emergency, the equipment can
easily be distinguished by color,
even from a distance.
Such a safety training pro
gram has its obvious benefits of
helping to prevent serious ac
cidents aboard ship. But, it
also pays off in other aspects.
According to statistics recently
released by the Maritime Ad
ministration, Sparrows Point
shipyard had under contract, at
the beginning of the new fiscal
year in July, more new com
mercial vessels—in terms of
numbers, tonnage and value—
than any other yard in the
country. In all, the yard has
almost half of the private ship
construction under contract in
the United States.
The Calmar vessel Yorkmar ended 1969 with 26 months without a dis
abling injury, helping the company earn the National Safety Council's
first place award. Yorkmar personnel shown here are, from left: John
Hamilton, chief mate; Bill Campbell, third mate; Captain Merle Frost,
master; Nick Kratsus, and Thcmistocie Zitoundiadis, able seamen.
SIU Arrivals
Sinia Duron, born June 10, 1970,
to Seafarer and Mrs. Robert A.
Duron, New Orleans, La.
Robin Ferguson, born July 11,
1970, to Seafarer and Mrs. Thomas
B. Ferguson, Norfolk, Va.
Brian Hamilton, bom Feb. 16,
1970, to Seafarer and Mrs. Joe
Mac Hamilton, Battletown, Ky.
Andy Lee, born July 4, 1970, to
Seafarer and Mrs. Pao C. Lee, San
Francisco, Calif.
Heniy Picado, born Feb. 15,
1970, to Seafarer and Mrs. Luis E.
Picado, New Orleans, La.
Dana Lynn Donaldson, born
July 8, 1970, to Seafarer and Mrs.
John W. Donaldson, Galveston,
Tex.
LaKeith Taylor, bom April 13,
1970, to Seafarer and Mrs. Cleve
land H. Taylor, Mobile, Ala.
Roderick Lacy, bom Sept. 2,
1969, to Seafarer and Mrs. Rottria
F. Lucy.
Gilda Esquerre, bom July 16.
1970, Seafarer and Mrs. William R.
Esquerre, Mobile. Ala.
Mayda Vargas, born July 1. 1970.
to Seafarer and Mrs. Giovanni Var
gas, Salinas, P.R.
Michelle Thomason, born March
CONTRACTS. Copies of all SIU contracts are available
in all SIU halls. These contracts specify the wages and con
ditions under which you work and live aboard ship. Know
your contract rights, as well as your obligations, such as filing
for OT on the proper sheets and in the proper manner. If.
at any time, any SIU patrolman or other Union official, in
your opinion, fails to protect your contract rights properly,
contact the nearest SIU port agent.
EDITORIAL POLICY—SEAFARERS LOG. The Log
has traditionally refrained from publishing any article serv
ing the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing arti
cles deemed harmful to the Union or its collective member
ship. This established policy has been reaffirmed by mem
bership action at the September, 1960, meetings in all con
stitutional ports. The responsibility for Log policy is vested
in an editorial board which consists of the Executive Board
of the Union. The Executive Board may delegate, from
among its ranks, one individual to carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid to
anyone in any official capacity in the SIU unless an official
Union receipt is given for same. Under no 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 immedi
ately be reported to headquarters.
CONSTITUTIONAL RIGHTS AND -OBLIGATIONS.
The SIU publishes every six months in the Seafarers Log
a verbatim copy of its constitution. In addition, copies
are available in all Union halls. All members should obtain
copies of this constitution so as to familiarize themselves
with its contents. Any time you feel any member or officer
21, 1970, to Seafarer and Mrs.
William A. Thomason, Decatur,
Ga.
Adolfo Douglas, bom May 29,
1970, to Seafarer and Mrs. David
Douglas, Oakland, Calif.
Benita Benoit, bom June 4, 1970,
to Seafarer and Mrs. Louis J.
Benoit, Lake Arthur. La.
Julie Gulllory, bom June 16,
1970, to Seafarer and Mrs. Everton
Gulllory, Eunice'. La.
Tracy Lynn Lundy, born July
24, 1970, to Seafarer and Mrs.
Thomas J. Lundy, Wilmer, Ala.
Nicole Sutherland, bom April 24,
1970, to Seafarer and Mrs. Robert
Sutherland, Jr.. New Orleans, La.
Victor Mull, bom March 21.
1970, to Seafarer and Mrs. Robert
L. Mull, Newton, N.C.
William Purvis, born May 20.
1970, to Seafarer and Mrs. Billie
K. Purvis, Houston, Tex.
Catherine Douglas, born July 2,
1970, to Seafarer and Mrs. Robert
M. Douglas, Jr.. Mount Holly. N.J.
Rosalind Jones, bom July 3.
1970, to Seafarer and Mrs. Glen E.
Jones. New Orleans, La.
Amy Dockrey, born June 23.
1970, to Seafarer and Mrs. Claude
J. Dockrey, Solana Beach. Calif.
is attempting to deprive you of any constitutional right or
obligation by any methods such as dealing with charges,
trials, etc., as well as all other details, then the member so
affected should immediately notify headquarters.
RETIRED SEAFARERS. Old-time SIU members draw
ing disability-pension benefits have always been encouraged
to continue their union activities, including attendance at
membership meetings. And like all other SIU members at
these Union meetings, they are encouraged to take an active
role in ail rank-and-file functions, including service on rankand-file committees. Because these oldtimers cannot take
shipboard employment, the membership has reaffirmed the
long-standing Union policy of allowing them to retain their
good standing through the waiving of their dues.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the em
ployers. Consequently, 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 rights
to which he is entitled, he should notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATIONS.
One of the basic rights 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 Do
nation was established. Donations to SPAD are entirely vol
untary and constitute the funds through which legislative
and political activities are conducted for the membership
and the Union.
If at any time a Seafarer feels that any of the above rights
have been violated, or that he has been denied his constitu
tional right of access to Union records or information, he
should immediately notify SIU President Paul Hall at head
quarters by certified mall, return receipt requested.
Page 11
�John Fox, Maritime
Labor Pioneer, Dies
Seattle, Wash.
'
John M. Fox, 68, of Seattle,
Wash., a former SIU vice presi
dent, died Aug. 1 at home after
d long illness. He was credited
with "the longest, continuing
service of anyone in the U.S.
merchant marine labor move
ment."
Mr. Fox, a native of Michi
gan, was president of the In
land Boatmen's Union from
1940 until 1966 when he re-
Census Bureau
Misses Town
Rep. Ed Edmondson (DOkla.) says the Census Bureau
lost an entire town in his dis
trict. Colcord, Okla., with a
population of 432, up from
183 in 1960, was not listed in
the bureau's statistics.
"Colcord may not compare
with New York or Los Angeles,
but to the people who live and
work there it is a mighty impor
tant place," the Congressman
said.
tired. He served as an SIU vice
president from the IBU's affili
ation with the SIU in 1948 until
retirement. He was succeeded
in both posts by Merle Adlum.
Mr. Fox, who received his
master's papers in 1931, orga
nized the IBU of the Pacific in
the Puget Sound area and
served as secretary-business
manager of the Puget Sound
Division of IBU and of Local
6, Masters, Mates and Pilots
JOHN M. FOX
Union.
Mr. Fox was also an activist
in his community. He served as Computer Fails
a member of the board of re
gents of the University of Wash Counting Job
ington and was a member of Detroit
the National Railroad Adjust
It appears that the computer
ment Board.
will never adequately replace
During World War II he people. This point was once
served as a member of the again brought home when De
King County Housing Authority troit's new computer system for
and taught navigation to mem vote-counting bungled the job
of tabulating the results of the
bers of the U.S. Coast Guard.
Among his survivors are his primary election there,
wife Alice and a daughter, Mrs.
Instead of getting the results
Priscilla Hearst of Pocatello, in six hours, it took the machine
Idaho.
30 hours.
PISPATCHERS REPORT
Atlantic, Gulf & inland Waters Dbt^t
August 1,1970 to August 31,1970
DECK DEPARTMENT
•
TOTAL REGISTERED
AH Groups
Class A OassB
8
4
129
130
21
17
63
29
25
37
38
50
14
19
38
23
77
57
74
76
39
45
93
85
46
44
,665
616
• Boston
! New York
Philadelphia
BaltimOTe ...........
Norfolk
Jacksonville
Tampa
Mobile
New Orleans
Houston
Wilmington
San Francisco .....
Seattle
Totals —
I'-; Pcwt:
AH Groups
Class A Class B <:iassC
6
1
2
90
76
23
7
13
4
26
20
4
23
19
6
32
42
10
7
4
1
25
21
1
78
45
9
55
51
11
20 ^ 33
3
65
83
24
26
26
17
460
434
115
AH Groups
Class A Class B
9
6
218
131
1-27
20,
123
45
38
38
40
11
21
22
85
21
149
93
140
75
53
43
116
29
50
15
1069
549
3
74
9
20
14
17
5
30
59
36
24
51
33
375
3
98
8
21
24
46
8
10
76
61
30
74
20
479
•
REGISTERED ON BEACH
1
24
1
8
7
10
1 •
0
- 11
8
16
34
, 21
142
All Ch-oups
9
190
19
82
31
19
11
49
100
\ , 65
19
88
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29:
711
5
81
6
14
15
11
31
58
28
13
68
29
2
64
8
21
32
4
25
40
37
21
39
21
22
336
2
56
5
21
9
17
0
15
59
35
12
46
20
297
0
8
46
31
8
3
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18
27
23
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0 :-vV:
14
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-•V
21, - •• 30
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240,; 182
5
154
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:: ••21 •
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:V-22';p?
ii
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,453
San Diego
Fred Martinez helps work
ers.
Using the experience he
gained as a worker for the SIU,
the Cannery Workers and the
United Farm Workers Organiz
ing Committee, Fred Martinez
concentrates on finding jobs for
disadvantaged workers.
His area is San Diego, Calif,
where he is now employed by
the Laborers Local 89.
As long ago as last January
he zeroed in on finding summer
jobs for youth, working closely
with R. R. Richardson, secre
tary-treasurer of the San DiegoImperial County Labor Council
and Hugh Wood, director of
the local office of the National
Alliance of Businessmen.
In a large part because Fred
Martinez believes in his job in
jobs, some 1500 area youth
were employed through the
Mayor's Summer Youth Fair.
And all this in a summer when
youth jobs everywhere were in
short supply due to rising un
employment.
HRDI has area manpower
representatives throughout the
country—working out of 40
cities. As did Fred Martinez,
they concentrated on finding
summer jobs for youth.
Hundreds of youth jobs were
filled this year because of Fred
Martinez and people like him.
HRDI officials in Washington
hesitate to give any final fig
ures. Due to high unemploy
ment, the results were short of.
goals but the contribution was
significant.
Jobs, working conditions and
being disadvantaged have long
been familiar problems to
Martinez. He was bom in Mex
ico in 1913. He is a natural
ized citizen. For more than 30
years he has been active in the
American labor movement.
As long ago as 1933 he
worked as a farm worker orga
nizer in San Diego, Imperial
and Orange counties. He served
for five years on the hardpressed union's executive
board.
Martinez devoted hours and
days to contacting officers of
local unions, persuading them
of the need of finding employ
ment for the young people.
Over the months he succeed
ed in placing five here, 12
there, 30 in another place and
so on. The totals began to add
up. In almost every case the
union initiation fee was waived
and in some instances no union
dues were asked. Standard
wages were paid to the stu
dents, some as high as $4.63 an
hour.
'
Throughout the country this
pattern was being repeated:
• In Nashville, Tenn., John
Duncan was asked to contact
30 companies. He got pledges
for 187 jobs.
• In New York City, John
Burnell and IBEW Local 3
found jobs for 132 youngsters.
• In Newark, N.J., Earl Wil
liams located jobs for 76
youths at stores, factories,
offices, car washes and small
contractors.
• In San Antonio, A1 Garcia
found 20 hospital jobs and six
jobs at local housing projects.
. Where transportation was a
problem, HRDI went to work.
Gene Carter in Phoenix, Ariz.,
and John Robert in Toledo
helped win support for Federal
transportation funds, for ex
ample.
Frequently, the stories in the
local newspap>ers give credit to
the employers for the summer
jobs for youth but the young
people who found jobs know
that the labor movement, par
ticularly HRDI, came to their
rescue.
First Black Elected
Edney, SlUNA V-P,
Wins Sfate Fed Post
8
182
16
20
47
28
20
- 52
125
125
28
59
22
732
STEWARD DEPARTMENT
TOTAL REGISTERED
TOTAL SHIPPED REGISTERED ON BEACH
All Groups
^ All Groups
All Groups
Class A Class B
Class A Class B Class C
Class A Class B
Boston
New York
Philadelphia
Baltimore
Norfolk ..............
Jacksonville
Tampa ................
Mobile
New Orleans
:
Houston
Wilmington
San Francisco ......
Seattle
••••— ;
Xdtals
Page 12
REGISTERED ON BEACH
ENGINE DEPARTMENT
TOTAL REGISTERED
TOTAL SHIPPED
AH Groups
AH Groups
Class A Class B
Boston ............... •
5
6
New York
115
142
Philadelphia ........
7
19 •
Baltimore ............
35
41 Norfolk
'
14
37
Jacksonville ..........
23
67
Tampa
9
8
Mobile
34
23 New Orleans
65
69
Houston
33
78
Wilmington
' 17
41
San Francisco ......
71
103
Seattle
38
37
484
653
Fori
TOTAL SHIPPED
Former SIU Aide
Finds Summer Jobs
Los Angeles
Steve Edney, head of the
Cannery Workers in the Los
Angeles Harbor area an^ a vice
president of the SIUNA, has
been elected unanimously as
vice president of the California
Labor Federation.
Edney is the first black man
to be elected to that post in
the history of the 1.3-millionmember AFL-CIO state federa
tion.
John L. Henning, executive
secretary of the federation, was
one of Edney's principal back
ers for the post.
Edney recently received na
tional recognition when he
served as chairman of a joint
fishing industry, labor and man
agement committee, which
gathered clothing items for
Peruvian refugees following the
disastrous earthquake there.
STEVE EDNEY
. . . elected to fed post
Edney undertook the task of
providing aid to these victims
despite the persistent attacks on
U.S. fishing vessels off the coast
of Peru.
A
�Oiler Bob Bullock spends
a quiet moment on deck
surveying Newark harbor
while awaiting payoff.
Fireman-watertender Nick Hutchins is
shown adjusting pressure gauges in
the ship's engine room.
Messma^ Art Rubenstein promotes his industry
by afllxing sticker to his luggage urging the use
of American-flag ships to benefit Americans.
jmber 1970
Page 13
�U.S. Funds i
For ILO
Refused
Leaders Speak
Out on Issues
Rep. Wolif
Rep. Murphy
Rep. Blatnik
Rep. Karth
Mr. Groton
Maritime Problems in Focus in D.C
maritime trades," he em
Washington
The AFL-CIO Maritime phasized.
He criticized the failure of
Trades Department, with which
the SIU is affiliated, is the only U.S. government agencies to
organization providing a con use American-flag ships when
tinuing, informative forum that sending cargo abroad. "I find
deals exclusively with maritime it curious that the men in the
federal bureaucracy ignore the
problems and legislation.
'ship-American'
campaign of
Weekly Washington luncheons
one
of
their
own
agencies—the
feature addresses on maritime
issues by members of Congress Federal Maritime Administra
and officials from government, tion."
Nation in Jeopardy
business and Jabor.
Unless U.S.-flag ships are
In recent weeks four Con utilized so that they carry vir
gressmen and one labor official tually all U.S. foreign trade
have addressed themselves to goods, instead of the current 5
various maritime problems. This percent of such traffic, Wolff
is what they had to say:
states, "Our once proud mer
• Page Groton, director of chant marine will deteriorate
the Boilermakers and Iron Ship even more rapidly at the cost
Builders Marine Council said of jobs, ships and tax rev
that without the governmental enues."
assistance proposed in the
This, in turn, he says will
Merchant Marine Act of 1970 add to the unfavorable balance
the shipbreaker's torch will re of payments, and "place our
duce the mostly-antiquated nation in jeopardy if any future
967-ship American merchant emergencies arise overseas."
fleet to 272 ships by 1974.
The provisions of the act,
• In addition to building Karth explained, would supply
new ships, Rep. Lester Wolff the merchant marine with the
(D-N.Y.) stated, "serious atten ships it needs to become "the
tion must also be given to filling nation's first arm of peace." He
these ships with cargo."
stressed that this role could be
• Rep. Joseph E. Karth (DMinn.) contended that if the
Merchant Marine Act of 1970
is implemented the Americanflag fleet can become "the first
arm of peace" in the world.
• The dumping of mercury
into the world's waters are
poisoning the fish and eventually
affecting the health of man, ac
cording to Rep. John Murphy
(D-N.Y.).
• Pollution in the Great
Lakes has reached such a level
that the very livelihood of the
people in the area is threat
ened, said Rep. John A. Blat
nik (D-Minn.).
»
*
vous system, and can cause the
birth of brain-damaged children
and may even cause cancer.
He cited statistics from vari
ous countries around the world
listing deaths and physical de
formities caused by mercury
poisoning.
He was critical of govern
mental agencies that, despite
the proven dangers of mercury
poisoning, "continue to study"
the problem without taking any
effective' action to remedy the
situation.
The Secretary of the Interior
"should seek civil action to force
mercury pollutors to take cor
rective action or shut down,"
Murphy concluded.
Blatnik urged that immediate
steps be taken to clean up the
Great Lakes because "the situ
ation can easily be called life
or death for the 37 fiercent of
the nation's population that live
in the eight Great Lakes states."
He pointed out that countless
tons of pollutants are dumped
into these lakes each year by
manufacturers. "They have
made the lakes unsafe as recrea
tion spots and the fish caught
there uneatable," he added.
*
Groton believes the Mer
chant Marine Act of 1970 is
but "a first, modest step toward
bringing the American-flag mer
chant fleet
back from the
deep."
Modest as it is, he still con
tends it will provide a program
that would "revitalize our ship
building trade, and put a brake
on our rapidly declining sea
faring' corps."
He says that we have now
reached a time where we must
"correct the mistakes of a
quarter century of neglect," or
else the United States will find
herself depending on foreign
countries to transport her goods.
Ships Need Cargo
Wolff says that the construc
tion of new ships is not enough.
He claims that the new ships
will be useless unless there is
cargo in their holds.
"Empty ships will not pro
vide profits for ship owners nor
employment for men in the
Page 14
achieved only with passage of
the bill.
These pew ships could serve
as "vivid examples of the
strength and vitality of our free
enterprise system," he said.
"liiese fast, efficient, sleek
new ships will tell the world of
the pride American workers
have in their products; of the
benefits of strong and free trade
unions; and of a system in
which labor, industry and gov
ernment can work together to
solve mutual problems."
Karth, too, was critical of
various governmental agencies
which bypass U.S.-flag ships to
deliver their goods overseas.
According to Murphy, mer
cury poisoning "is setting us up
for the kill, and all we seem to
be doing about it is 'studying
it.'"
He explained that industrial
mercury being dumped in the
world's waters is absorbed by
the fish and eventually passed
on to man when he consumes
the fish.
When mercury poisoning
finally does attack man's sys
tem, he said, it hits brain cells
first and then the central ner
Washington
The U.S. Senate has refused
to appropriate $3.7 million as
the American contribution to
the International Labor Orga
nization because of recent JLO
actions.
The Senate's refusal to act
came after AFL-CIO President
George Meany—with the sup
port of the Department of La
bor and the U.S. employer
representative to the ILO—
convinced the House that a
hearing into ILO activities
should be held before handing
over the remainder of the an
nual $7.4 million U.S. contribu
tion.
Meany, testifying about ILO
activities before a House sub
committee, said "it has now
gotten to the point where at
practically every session we
have to sit and listen to tirades,
the usual Communist propa
ganda tearing this country,
down, portraying us as the
opponents of human freedom
and of being imperialists, and
so on and so forth."
"Unless this is stopped I
would say that the ILO will be
useless insofar as the American
labor movement is concerned
and as far as our Government
is concerned."
Meany was particularly irked
by the nomination of a Soviet
Union representative as assist
ant director general of the ILO.
He called this action the "last
straw."
Sen. John McClellan, (DArk.) chairman of the Senate
Appropriations Committee, al
so issued a statement concern
ing the appointment of the
Soviet Union representative to
such a high office.
"This is "not the way we
ought to permit the United
States to be treated. We will
never command world-wide
respect from other countries,
and certainly not from the
Soviet Union, as long as we let
them bully us like that, and
then have us foot the bill. I am
not going to stand for it. It
ought to be stopped," he said.
Sen. McClellan also noted
that Meany's testimony was
very persuasive.
Census Will Cause House Seat Shuffle
Washington
The 1970 Census results are
still "preliminary" but already
it is clear that they will play a
big role in the reappiortionment
of the House of Representatives
to be elected in 1972.
No less than 16 states will
be affected by the 1970 popula
tion figures—six of them v/ill
gain seats in the House and 10
will lose seats.
Gainers will be California
(5); Florida (3), and Arizona,
Colorado, Connecticut and
Texas, one each. Losers will be
New York (2); Pennsylvania
(2), and Alabama, Iowa, North
Dakota, Ohio, Oklahoma, Ten
nessee, West Virginia and Wis
consin, one each.
By and large the big popula
tion gains. have been in the
West, the Southwest and
Florida, plus top gains in Vir
ginia, Maryland, Delaware,
New Jersey and Maine. The
heavily industrialized Middle
West and Northeast have pretty
well held their own.
Despite the changes, there is
no certainty that there will be
sharp changes in the normal
political representation of the
states affected as a result of
population changes. Labor po
litical analysts are more inter
ested in the complexion of the
state legislatures to be elected
this November than they are in
the population changes them
selves.
Next year no less than 44
state legislatures will have the
power to redistrict their repre
sentation and to determine—
within the "one-man, one-vote"
formula—how district lines will
be drawn.
The six states where 1970
election changes will not have
a direct bearing on new Con
gressional redistricting are Ken
tucky, Mississippi, New Jersey
and Virginia, which will hold
their legislative elections in
1971, and Michigan and Ohio
where special boards hold the
redistricting power.
The official count of the
1970 Census will not come
until November according to
Secretary of Commerce Mau
rice H. Stans, but it is not ex
pected that there will be any
major changes in what he has
called "the semi-final" figures.
Stans reported that despite
attacks on the Census questions
and the Census itself, millions
and millions of families "filled
out their census forms, without
considering it an invasion of
their privacy."
"Cooperation wais virtually
universal," he declared. "Only
a handful of cases required
reference to the Department of
Justice."
�SEAFARERSafc^I.OG
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION # ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT * AFL-CIO
SlU Negotiates '20-at-55' Pension
The SIU has negotiated a major extension of the
AGLIW District's pension that will provide for re
tirement with full pension and benefits at age 55 for
Seafarers with 20 years of seatime.
The "20-at-55" plan was recommended by the
rank-and-file SIU Pension Study Committee which
spent several months reviewing the union's program.
TTie committee had called for the new benefit to be
placed into effect no later than Dec. 31, 1971. How
ever, the contract just negotiated by the union calls
for it to start next Jan. 1, nearly a year ahead of the
deadline set by the committee.
The committee's second major recommendation was
that information about the SIU pension program, to
gether with a comparison with the pension plan of
the National Maritime Union, be published in the
Seafarers Log.
This special supplement of the Seafarers Log has
been published to carry out the committee's recom
mendation. It will be widely distributed so that Sea
farers will know:
• How the "20-at-55" plan works, what it cost
and how it will affect the stability of the SIU pension
plan.
• How the current SIU pension program stacks up
with the NMU pension plan.
• How passage of the Merchant Marine Act of
1970 would affect the maritime industry's ability to
keep pension programs healthy in the future.
f
I '
I'l
ij - r
I
i
iii.
I
fiM>
I; /
lli
All Other Benefits Stay
The new benefit is an addition to the SIU's pen
sion and welfare package for the AGLIW District.
Those who are working toward retirement at age
65 with 15 years of service will remain eligible for
their full pension.
Seafarers will continue to qualify for disability
pensions with 12 years of seatime.
The SIU pensioner will continue to receive the
range of SIU retiree welfare benefits, including the
$4,000 death payment and full medical coverage for
life.
Requirements for pension credits have in no way
been changed.
Providing for the $250 a month full pension under
the "20-at-55" plan is costly. Management will add
" $2.08 a day for each man at sea to pay the added
cost of providing the benefit for all who are eligible.
The $2.08 contribution will also pay, from Jan. 1
on, the cost of the plan for each Seafarer for each day
at sea until he becomes eligible for his pension.
"Past Service" Payment Increased
In addition, the $2.08 contribution includes 33
cents that will be added to the present payment of
$1.50 per day for each man at sea to pay the cost
of "past service"—or previous seatime days of Sea
farers who are now working toward their pension.
It would cost an estimated $70 million to im
mediately pay the total price for. all past service days
for all currently active Seafarers who will become
eligible for the new early retirement benefit.
That $70 million will be added to the SIU's "un
funded past service liability," and will be paid for
from the $1.83 contribution over a period of years.
SIU negotiators, in order to assure that all pen
sions worked for would be received as they came
due convinced management in 1967 that it should
contribute $1.50 per man per day at sea toward pay
ing off the unfunded past service liability.
As a result of this fund, the SIU's pension debt—
its "unfunded past service liability"—was reduced to
$81 million in 1968 from a peak of $86.2 million in
1967.
By increasing the debt retirement contribution to
$1.83 under the new contract, approximately $6 mil
lion a year will be paid toward cutting the SIU's past
service debt, even as that liability is increased with
the addition of the "20-at-55" retirement jjrovision.
The debt could be paid off in 25 years with the
present $1.83 contribution, a time period well below
what pension experts consider sound.
While the SIU has been able to negotiate a signifi
cant additional pension benefit for Seafarers—the "20-
Septeinber 1970
A Seafarer's Pension:
Security with Dignity
What is a pension to a Seafarer? It is security—
with dignity. It is that extra insurance toward a decent
life after the Seafarer has spent his last days at sea.
Each day.a Seafarer in the AGLIW District is at
sea, he contributes to the pension and welfare bene
fits of his brother who is now retired and to a fund
that will assure a better life for himself and his family
when he retires.
The SIU over the years has stressed the urgency of
caution in the development of a pension program. A
pension plan must be for everyone—young and old.
And it must be forever.
SIU members—through their union—have set a
course to assure that no Seafarer will ever worry that
his promised pension will be forfeited.
Seafarers have consistently supported this course in
thousands of discussions and debates at membership
meetings, ashore and aboard ships at sea.
Facts showing the soundness of their judgment
appear in all of the stories in this special supplement.
Extension of the SIU's pension benefits for the
AGLIW District is indeed a major development. Of
greater importance, however, is the security that has
been woven into the SIU pension plan—a security
that guarantees that all Seafarers will receive the
fruits of their contributions from a fund that has a
foundation for even further improvements in the
future.
at-55" retirement plan—the NMU has had to tighten
its pension plan's eligibility rules, eliminate the early
retirement provisions and levy assessments against
ship operators to keep its fund from going under.
"20-Year Bustout" Falls
The NMU's pledge of a "20-year bustout" that
promised a man full retirement at any age with 20
years of seatime, has fallen flat for several reasons.
Three stand out:
• The plan was initially underfinanced: No money
was set aside to pay for the past service of those who
would be eligible for pensions. Nor were any funds
collected as a hedge against heavy job losses.
• Thousands of jobs held by long-term NMU
members have been eliminated with the layup of the
heavily-manned passenger liners—among them the
United States, the Constitution, the America, the In
dependence. As the passenger liners are being taken
out of service their NMU crews are being forced to
draw pensions. Other NMU ship operators don't have
adequate jobs to take up the slack.
The wave of retirements is stripping the pension
program of income it receives from working NMU
Seamen, and is addihg to the amount of money that is
being taken out of the weakened pension fund.
A basic weakness was built into the NMU program
with the provision that an NMU Seaman would get
a full year of pension credits even though he worked
but 200 days at sea. This cut deeply into the financial
stability of the NMU pension fund.
The impact of this trio of weaknesses was recog
nized by the NMU in 1968. As a result, several
changes were made in the NMU pension plan.
NMU members found that, effective Jan. 1, 1969:
1. The reduced and early retirement pensions
were, in a word used by the NMU Pilot, "terminated."
Only those NMU men who had qualified for early
retirement before Jan. 1, 1969 could receive them.
2. Instead of a "20-year bustout," NMU Seamen
learned that they had to earn their 20 years of sea
time withiq 30 consecutive years—and any long
period of slack time extended the amount of time
needed to qualify for a pension.
3. A change in the NMU plan made it easier for
members to lose their past pension credits. The rule
that an NMU member had to work at least 200
days within a period of three consecutive years
after Jan. 1, 1953 to keep his credits for all previous
years was changed. From Jan. 1, 1969 on, a man
must show that he has shipped at least 300 days in
a period of three consecutive years to keep his past
pension credits.
The SIU, by comparison, has kept its break in
service rule that requires only that a Seafarer have
90 days of seatime in any one of three consecutive
years.
Why has the NMU negotiated with management
pension changes that both eliminate early retirement
and tighten the rules for eligibility for a full pension?
Losing Combination
Because the early and reduced retirement, coupled
with the "20-year bustout" promise, proved to be a
combination that could not be paid for from the
monies going into the fund.
Even with the tightening of rules and elimination
of the reduced pension benefit, the NMU fund is in
severe trouble.
The NMU fund does not have nearly enough money
even to guarantee the pensions of Seamen who are
now retired.
NMU-contracted operators last month had to begin
making payments toward a $5.5 million pension fund
assessment that was levied because of a loss of jobs.
These assessment payments will leave NMU operators
less money to use for wage increases. •
And they will reduce the opportunity of NMU
operators to finance new ships—which could mean
new jobs and additional pension contributions.
While the NMU has had to retrench, the SIU has
been able to keep its pension fund healthy and add
the "20-at-55" retirement.
In addition, the SIU pension and welfare program
has several benefits that are superior to those avail
able to the NMU Seaman.
Disability Pension
• The SIU plan provides full disability pension for
.Seafarers with 12 years of seatime.
• The NMU member must have 20 years of sea
time credits for a full disability pension, with reduced
payments provided for those under 65 who have 15
or more years of seatime. An NMU member dis
abled after the age of 65 is eligible for a $50 monthly
pension if he has lO-to-14 years of seatime.
Death Benefit
• The SIU $4,000 death benefit is guaranteed to
the family of an SIU pensioner who dies.
• The NMU plan calls for a $3,500 death benefit—
less any pension received to a minimum of $1,500.
This means that the beneficiary of any NMU mem
ber who is on pension for eight months or more—
8 X $250 = $2,000—gets only the minimum $1,500
death payment.
Medical Coverage
•The SIU retiree is covered for all medical costs,
without limit, and including dental care, artificial
limbs, hearing aids, wheelchairs, glasses, etc. In addi
tion, the SIU pensioner's dependents receive the hos
pital and surgical benefits available to the dependents
of active Seafarers during the pensioner's lifetime and
for six months thereafter. By using Medicare and
Medicaid benefits, SIU retirees are giving additional
financial strength to this total-coverage medical pro
gram.
• The NMU program provides for a maximum of
$750 in total medical costs for the pensioner and his
dependents. Under today's spiraling medical costs, a
single illness can wipe out the NMU member's pro
tection against the heavy price of being sick. The only
other medical benefit contained in the NMU pension
plan is the cost of a hearing aid—not to exceed $325—
once each four years for the pensioner only.
The reason the SIU has been able to maintain its
full range of superior benefits and add the "20-at-55"
provision while the NMU has been forced to cut back
can be traced to a difference in the approach each
has taken toward managing the funds monies.
A detailed report on the financial condition of the
two programs appears on the following two pages.
Page 15
�Pension Plans-A Compq
There are a wide range of pension systems, and
with each has come a different way of getting the
money to pay for the benefits. Experts have been
called upon to find the best way to prdVide the most
benefits at the least cost, and at the same time pro
tect the plans from folding. They have not always
succeeded.
Certain facts do stay the same. And in the case of
the pension plans of the SIU's AGLIW District and
the NMU, a fair comparison can be made from figures
drawn from the Employee Welfare Pension Benefit
Plan Annual Report Form filed with the United States
Department of Labor.
The actuarial figures in these reports lag as much
as two years behind, and the last available figures
from these reports, for both the SIU and the NMU,
cover the year 1968.
Pension experts agree that the key figure in all
pension reports is the "unfunded past service liability."
Take this phrase apart and this is what you have:
"Unfunded." That means there is no money—no
fund—to cover the item.
"Past Service." Past service is the seatime credits
that a man earns before a pension plan goes into
effect. A pension plan, to be paid up, requires that
enough dollars are put in the pension fund each day
to pay for the seatime earned before the benefits
were negotiated. Only then can there be a guarantee
that the pension that will be drawn in the future can
be paid for.
But when the SIU and the NMU pension funds be
gan, many Seamen had been on the job for several
years—and no money had been set aside to pay for
their pensions. Those years in which no dollars were
set aside for the Seafarer represent his "past service."
"Liability." A liability is a debt. In the case of
pensions, it is a debt that must be paid if everyone
who is on pension, and everyone who is working to
ward a pension, is to have a solid money-backed
guarantee that what he has earned toward his pension
up to now is available.
So the "unfunded past service liability" is, in effect,
the mortgage that must be paid before a worker is
sure that his share of his pension fund is secure^
Astronomical Liability
In the ca^ of the NMU, the unfunded past service
liability is astronomical—and rising. From a debt of
$304 million dollars in 1965, it grew to $469 million
in 1968.
The NMU in 1965 reported that it had 29,000
members under its pension program, meaning that
each member's share of the unfunded past service
liability—or the mortgage on his pension at that time
—was $10,500.
By 1968, the NMU reported that the number of
members covered by the pension had dropped to 27,500. But the unfunded past service liability had grown
to $469 million. The drop in membership, coupled
with the increase in the debt meant that by 1968,
each member of the NMU had a mortgage against
his pension of $17,000.
In four years, the debt against the pension of each
working NMU Seaman had grown from $10,500 to
$17,000. And that debt is still growing.
The SIU, too, has an unfunded past service liabil
ity.
In 1965 it amounted to $58 million. The SIU had
22,000 members covered by its pension program, and
this number of members, divided into the $58 mil
lion pension debt, meant each member had a mort
gage of $2,600 on his pension investment. That grew
to a top of $3,600 by 1967, the year that the SIU's
unfunded past service liability reached its peak of
$86 million.
SIU Debt Drops
But in 1968, the unfunded past service liability of
the SIU pension plan dropped by $5 million—cutting
the debt for each meml^r's pension investment to
$3,100, based on a membership that had grown to
26,500.
How did the drop in debt occur?
It happened because SIU negotiators, seeing trouble
ahead unless the unfunded past service liability was
reduced, persuaded management to place $1.50 per
man per day at sea into a debt-retirement fund. This
meant that approximately $5 million a year was
being spent toward strengthening the pension program
for the future.
Unfunded Past Service
Pension Liability (Debt)
500 _
466
469
400
300
304
200
100
i
1965
SIU
1966
NMU
Source: U.S. Department of Labor
Page 16
1967
30,000
29
28.5
i
25,000
22
20 000
15,000
10,000
5,000
1965
19(
NMU'
Millions of dollars
460
Active
1968
SIU's unfunded past service liability will take a'
jump of an estimated $70 million as the new provi
sion making full pensions available to those with 20
years of seatime at age 55 goes into effect.
This will bring the fund's debt to approximately
$150 million.
But SIU negotiators, in bargaining for the new "20at-55" retirement, gained a contribution of $2.08 a
day for each man at sea. Included in this amount is
33 cents that will go directly toward paying off the
additional unfunded past service liability that came
with the new benefit.
That 33 cents, plus the $1.50 previously set aside
to reduce the unfunded past service liability, means
$6 million a year will be paid toward debt retiremwit;
At that rate, the debt could be eliminated in 25 years.
This is considered sound financing among pension
programs.
"Pension Plans Under Collective Bargaining, a
Reference Guide for Trade Unions," which is pub
lished by the AFL-CIO, ^ays that:
"The common practice is i o write past service .
liability off in about 30 years."
The NMU has not set aside any funds to reduce
their skyrocketing debt which stands as a threat
against the pensions of those who are now retired and
those who plan to retire in the future.
In fact, the $5.5-million assessment levied by the
NMU pension fund last month against NMU-contracted ship operators indicates that their pension
program is having a difficult time staying afloat.
The NMU Pilot has often displayed in headlines
impressive figures as being the amount "in reserve for
future pension benefits."
NMU's "Accrued Liability'
What the Pilot did not report were the current un
funded past service liability figure and the total "ac
crued liability."
Accrued liability is similar to "unfunded past serv
ice liability" except that it includes, in addition, the
amount of money it will cost to pay off the full pen
sions of all Seamen who are now on retirement.
�rative Study: SlU vs NMU
t
Members
29
27.5
26.5
m
24
23
I
1967
1968
in spite of the blow when the passenger ships were
arbitrarily laid up and the serious effect it had on
the man-days of employment and thus on the con
tributions to the Plan, that we were still strong and
the Trustees were doing all they can do to assure
all pensioners that the pensions were and would re
main secure."
How does the SIU pension fund stack up by com
parison?
Using the 1968 report to the federal government,
the SIU would have been able to assure all p>ensioners
on the rolls at that time their pension for life at a
cost of $33,563,000. The SIU had in available cash
$33,371,000, or less than $200,000 short of what it
would have cost to guarantee full payment of all pen
sioners for life.
By Nov. 30, 1969—after the SIU began setting
aside funds to reduce its debt—the cost of paying full
pensions for life to all Seafarers on pension had gone
up to $38,550,000. The union on the same date had
assets—cash, plus bonds and stock that could be im
mediately converted to cash—of $43,863,000, or
more than $5 million above the amount that would
have been needed to guarantee forever the pension of
every retired SIU member.
Why the Difference?
Anyone can reasonably ask why the SIU pension
fund is relatively secure while the NMU fund is
floundering. These are some of the reasons:
• The number of SIU members covered by the
pension fund grew from 22,000 in 1965 to 26,500 in
1968—as reported to the U.S. government. The num
ber of SIU members drawing pensions grew from 785
to 1,258 in the same period.
This means that in 1968, 25,242 working Seafarers
were contributing to the pension fund that was pay
ing retirement checks to 1,258 men.
• Federal reports filed by the NMU for the same
period show that the number of NMU members
dropped from 29,000 in 1965 to 27,500 in 1968. But
the number of pensioners grew from 4,437 in 1965
to 9,469 three years later.
This means that in 1968, 18,031 working NMU
Seamen were contributing to a pension fund which
was paying retirement benefits to 9,469.
Put another way, the SIU in 1968 had 20 men
working—and contributing to the pension fund—^for
each Seafarer on pension.
The NMU, at the same time, had fewer than two
men working—and contributing to the pension fund—
for each Seaman on pension. This ratio has grown
worse in the past two years. The NMU Pilot reported
in August that the union had 11,354 pensioners on
July 1, 1970.
• The NMU failed to plan for the future. ITiere
were adequate signs years ago that the passenger liners
were in danger of being laid up. Instead of gearing
their pension program to withstand the loss of the
thousands of pension fund-contributing jobs, the NMU
risked the stability of their pension plan by providing
a level of benefits too high to be supported by the
amount of money going into the pension fund. Ibese
benefits now appear to be in grave danger.
The full impact of the loss of the liners has yet to
be felt. Many of the thousands of jobs on the liners
were held by long-term NMU veterans who either
qualified for pension or are nearing the point where
their service will permit them to take their pensions.
The SIU was spared the unfortunate jolt that crip
pled the NMU, when the passenger liners were put out
of operation.
• The NMU, along with other seafaring unions,
has been losing additional jobs with the decline of the
nation's foreign-trade freighter fleet.
While the NMU ignored the storm signals in its
area, the SIU planned with caution, holding back on
programs that would jeopardize the right of Seafarers
to receive what they had been promised—^both now
and in the decades to come.
The SIU recognized the warning issued in the AFLCIO pension plan handbook which says:
"In an industry subject to rapid technological
change and automation, in which it can be antici
pated that the number of employees will sub
stantially be reduced in the future, the effect upon
the financing of a pension plan will be similar, if
not as catastrophic, as going out of business."
Source: U.S. Department of Labor
The last year for which those figures are available
is 1968. And, as taken from the report of the NMU's
own actuaries—or pension financing experts—they
showed this:
• An accrued liability—the amount of money that
would be needed to completely pay for all NMU pen
sions being drawn at that time plus the cost of bring
ing up to date the pension credits for those on the
job—of $628,795,500.
• A cash fund of $159,785,200—a figure that
NMU calls "reserves" but which actually is only the
cash that could be mustered at the time toward pay
ing the accrued liability of $628,795,500 that is out
standing.
Under the column showing the debts of the NMU
pension fund is the listing "Pensioners." Following it
is the figure $269,033,200. This represents the amount
of money the fund would need just to pay the future
cost of the pensions for those who in 1968 were re
ceiving pension checks.
In other words, the "reserves" referred to so often
by the NMU Pilot were, in 1968, a little more than
half the amount of money needed to pay for the pen
sions of the retirees at that time. Again, according to
the NMU's own experts, it would have taken $296,033,200 to pay for the pensions of those alseady re
tired in 1968. And the NMU had, at that time, "re
serves" of $159,785,200.
Had the NMU pension fund folded, there would
not have been nearly enough money in 1968 to pay
for the pensions of those who were then on retirement.
This, in turn, means that the thousands of NMU
Seamen at work and earning the cash being placed in
the pension fund would have been left with nothing.
Curran Shows Concern
The president Of the NMU, Joseph Curran, indicated
his concern for the health of the NMU pension plan
in the August, 1970 issue of the NMU Pilot. After
he and a group of trustees for the NMU Pension and
Welfare Plan had visited retired members in Den
mark, England and Spain, Curran wrote:
"We made it quite clear to these pensioners that
September 1970
Number of Pensioners
Pensioners
12,000^
11.354
10^
10,00C
9^
8,000
im
6,000
5673
4437
4,000
2,000
i
1965
SIU
1966
I
1967
1^
1968
.1445
1
1969
July 1
1970
NMU
Source: 1965-1968: U.S. Department of Labor
NMU data 1969—July I, 1970: NMU Pilot
Page 17
-It)
�SEAFARERS^LOG
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
Jobs, Pensions
On Line in Fight
To Save Fleet
The SIU's long campaign to bring federal assistance to the
American-flag merchant fleet has a direct bearing on pensions.
Without ships, there are no jobs. Without jobs, there will be no
pensions.
A recent report from the Senate Commerce Committee tells of
the problem facing all American seamen working the foreign
trade routes.
There were a total of 56,700 jobs aboard all American-flag
vessels in the foreign trade last year. This number will drop to
under 34,000 by 1974, regardless of what happens, the commit
tee's report said.
Should no new ships be constructed by 1980, the total number
of jobs available in this fleet will dwindle to 22,300. If ships are
built at the recent 10-ships-a-year level during this decade, 28,400
men will be working aboard the American-flag merchant fleet
servicing the international trade by 1980.
Should the Merchant Marine Act of 1970 be passed, and if
its recommendation that 30 ships a year be constructed in each
of the next 10 years is placed in effect, employment by 1980 is
estimated at 39,100.
While this still represents a drop of nearly a third from the
number of jobs available in 1969, the committee's report shows
that employment will be increasing at the end of this decade if
the program encompassed in the Merchant Marine Act of 1970
is carried out.
Aid for Domestic Trade
The bill would also give help to operators in the domestic trade.
Those who service the noncontiguous routes—^from and be
tween Alaska, Hawaii, Puerto Rico and Guam and the mainland
United States—as well as the old and near-dormant Great Lakes
fleet, would receive tax assistance to construct new ships.
The bulk carriers, many of them operators with SIU contracts,
would be in a position to take full advantage of the shipbuilding
program. They are starved for modem ships. And they have held
back construction because they have been denied the subsidies
that have been available to the liner operators since 1936.
A Senate Commerce Committee report published just last
month showed that only one of all 50 American-flag bulk carriers
is under 20 years old. And 20 years is considered to be a vessel's
effective economic lifetime—the time in which a ship can be
profitably operated.
Competing against our old, small fleet of rusting bulk carriers
is a growing armada of foreign-flag bulk ships—some 2,556 of
them. Two thirds of these foreign-flag bulk carriers—1,700 ships
—are under 10 years of age.
While the figures are less overwhelming, the same general pat
tern holds true in the American-flag freighter and tanker fleets.
All this means that there is a huge job to be done for the United
States to have a first-class fleet in world commerce, a fleet that
will provide more jobs and greater opportunity for Seafarers.
The SIU's political action program, through the SPAD, is aimed
directly at getting laws that will protect and improve the merchant
marine. SPAD supports candidates who support laws that will
provide more jobs for Seafarers. And it is jobs that will guarantee
the stability and provide the funds to improve the SIU pension
plan in the future.
Old sails, like Sam Spivak (above), have their pensions guaranteed for life because of the financial sound
ness of the SIU's AGLIW District Pension Flan. The pensions of future retirees will he assured through
the contributions made by the trainees at the Harry Lundeherg School of Seamanship which the union
operates to prepare young men for careers at sea. The young Seafarers, in addition to paying for their own
pension benefits, contribute to retiring the "unfunded past service liability" debt—contributions that add
a safety factor to the pensions of those who are yet to retire.
When Pension Plans Fail,..
There are 33,000 pension
plans in the country. They cov
er 30 million people, and they
have $126 billion in cash.
And many of them fail.
.The Associated Press, in a
series of stories developed
earlier this year, noted that "...
thousands of Americans retire
only to discover they'll get no
money from the plans they may
have worked under for years."
Thomas R. Donahue, as As
sistant Secretary of Labor dur
ing the Johnson Administration,
testified before a Senate Labor
Committee:
'Utterly Indefensible'
"In all too many cases the
pension promise shrinks to this:
'If you remain in good health
and stay with the same com
pany until you arc 65 years
old, and if the company is still,
in business, and if you haven't
been laid off for too long a
period, and if there's enough
money in the fund, and that
money has been prudently man
aged, you will get a pension.'
Projected Foreign Trade Fleet in 1980 Under
Current& Proposed Building Programs
Shown in Modern Ship Equivalents
M. tf i«k •pptrtiilties
60,000,-
50,000
40,000
30,000
39,100
M NCR CMstrietio
eiirreit 10 ship pr«cr»
prtpMtil 30 ship pragra
20,000
10,000
1969-
70
71
72
Saarea: Saaata Caaiaiarca Caaiailttaa
P'ige 18
73
74
75
76
77
78,
79
80
"It is utterly indefensible in
a society as affluent as ours that
an individual's economic secu
rity in his later years should rest
on an incredible list of 'ifs' and
'maybes,'" Donahue declared.
While pension plan failures
usually occur among small em
ployers, workers in large com
panies are not immune.
Several hundred workers lost
their jobs last month when the
Crane Co. closed its plant in
Trenton, N.J.
Their pension program pro
vided a paid-up annuity for em
ployees who reached the age of
65 and otherwise qualified for
a pension. With the closing of
the plant, the pension plan
lapsed. Many of the workers
are elderly, but even those at
age 64 are now being told they
will get no pension.
Closing of the Studebaker
plant in South Bend, Ind.,
brought the largest single ter
mination of pensions in recent
years. The Studebaker pension
agreement had been negotiated
with the United Auto Workers.
The "assets" in the plan at
the time the plant went imder
were sufficient to provide bene
fits for those 60 or older with
at least 10 years of service.
Pension Cut, Eiiminatei]
After they were taken care of,
there remained only enough
money to provide 15 percent of
the earned value of their bene
fits to workers with 10 or more
years of service, and who were
between the, ages of 40 and 59.
The rest of the workers got
nothing.
Pensioners in a union-man
agement pension plan covering
a hat manufacturing group in
New York City last year had
their pensions cut to $20 a
month—a blow that was fol
lowed by the complete suspen
sion of payments for a year.
The pension and welfare
plan of the United Mine Work
ers Union has bounded up and
down with the industry, since
it has been dependent on the
amount of coal mined. Opera
tors pay a certain fee for each
ton of coal brought to the sur
face. When coal demand has
been heavy, the plan remained
stable. When the amount of
coal mined slacked off, the fund
suffered.
Funds for the SIU pension
plan have a cushion since the
dollars required to support it
come from several companies.
This gives the added advantage
of portability—meaning that a
Seafarer can leave one SIUcontracted operator and go to
work for another and his pen
sion credits continue.
But the pension fund will re
main only as healthy as the
ability of the combined com
panies to pay the cost.
SIU has been fortunate.
While its deep sea employment
has dropped 20 percent in the
past four years, employment in
other affected areas has re
mained constant or increased.
The NMU has been un
fortunate. The lay-up of the
passenger liners is cutting deep
into the ability of the NMU
ship operators' ability to pay,
and is causing a larger jshare
of the burden to be placed upon
fewer jobs.
And the NMU operators, like
those who have contracts with
the SIU, have had a decline in
jobs because of the shrinkage
of the American-flag foreigntrade frei^ter fleet.
�GREAT LAKES TUG AND DIWDGE PENSION FUND
Part rV—Section A
Statement of Assets and Liabilities
Great Lakes Tug & Dredge Pension Plan
FUe No. WP-157217
For Year Beginning April 1, 1969, and ending March 31, 1970
275 30th Street, Brooklyn, N.Y. 11215
ASSETS '
ANNUAL REPORT
For the fiscal year ended March 31, 1970
H.
fo the
SUPERINTENDENT OF INSURANCE
of the
STATE OF NEW YORK
The data contained herein is for the purpose of providing general information as
to the condition and affairs of the fund. The presentation is necessarily abbreviated.
For a more comprehensive treatment, refer to the Annual Statement, copies of
which may be inspected at the offioe of the fund, or at the New York State Insur
ance Department, 55 John Street, New York, New York 10038.
STATEMENT OF CHANGES IN FUND BALANCE
(RESERVE FOR FUTURE BENEFITS)
ADDITIONS TO FUND BALANCE
Item
1. Gontributions: (Exclude amounts entered in
Item 2)
$ 133,223.91
(a) Employer (Schedule 1)
49,054.26
(b) Employee
(c) Other (Specify)
(d) Total Contributions
2. Dividends and Experience Rating Refunds from
Insurance* Companies
3. Investment Income:
(a) Interest
44,024.38
(b) Dividends
26,056.92
(c) Rents
(d) Other (Specify)
(e) Total Income from Investments
4. Profit of disposal of investments
5. Increase by adjustment in asset values of invest
ments
6. Other Additions: (Itemize)
(a)
(b)
(c) Total Other Additions
7. Total Additions
[i
8.
9.
10.
11.
3!
12.
I
13.
14.
15.
16.
17.
18.
19.
20.
21.
J •
DEDUCTIONS FROM FUND BALANCE
Insurance and Annuity Premiums to Insurance
Carriers and to Service Organizations (In
cluding Prepaid Medical Plans)
;
Benefits Provided Directly by the Trust or Sepa
rately Maintained Fund
Payments to an Organization Maintained by the
Plan for the Purpose of Providing Benefits
to Participants (Attach latest operating state
ment of the Organization showing detail 'of
administrative expenses, supplies, fees, etc.)
Payments or Contract Fees Paid to Independent
Organizations or Individuals Providing Plan
Benefits (Clinics, Hospitals, Doctors, etc.) ....
Administrative Expenses:
(a) Salaries (Schedule 2)
12,707.07
(b) Allowances, Expenses, etc. (Schedule 2) ....
2,536.80
(c) Taxes
595.69
(d) Fees and Commissions (Schedule 3)
8,246.39
(e) Rent
1,474.88
(f) Insurance Premiums
174.17
(g) Fidelity Bond Premiums
31.00
(h) Other Administrative Expenses
(Specify) See attachment
12,529.51
(i) Total Adiministrative Expenses
Loss on disposal of investments
Decrease by adjustment in assQt values of in
vestments
Other Deductions: (Itemize)
(a)
,
(b)
(c) Total Other Deductions
Total Deductions
RECONCILEMENT OF FUND BALANCE
Fund Balance (Reserve for Future Benefits at
Beginning of Year)
Total Additions During Year (Item 7)
$ 277,673.94
Total Deductions During Year (Item 16)
98,912.43
Total Net Increase (Decrease)
Fund Balance (Reserve for Future Benefits) at
end of Year (Item 14, Statement of Assets
and Liabilities)
,
$ 182,278.17
70,081.30
25,314.47
$ 277,673.94
LIABILITIES
Insurance and annuity premiums payable
Unpaid claims (Not covered by insurance)
Accounts payable
Accrued expenses
13. Other liabilities (Specify) Unapplied contribu
tions
' .
1,442,625.63
14. Reserve for future benefits
Total Liabilities and Reserves
$1,442,625.63
1-5.
End of
Reporting Year
$ 27,670.27
250.83
253,177.13
465,866.77
200,890.95
674,070.99
$1,621,946.94
9.
10.
11.
12.
$
41,759.95
559.80
1,621,387.14
$1,621,946.94
' The assets listed in this statement must be valued on the basis regularly used in valuing
investments held in the fund and reported to the U.S. Treasury Department, or shall be valued
at their aggregate cost or present value, whichever is lower, if such a statement is not so re
quired to be filed with th U.S. Treasury Deparment,
Deductions from Fund Balance
Item 12(h)—Other Administrative Expenses
Stationery, supplies and printing
Postage, express and freight
Telephone and telegraph
Equipment rental
Employee benefits
Miscellaneous
Repairs and maintenance
Tabulating service
Microfilming
Dues and subscriptions
Miscellaneous Trustees' meetings expense
38,295.51
18,856.97
$ 3,401.98
186.17
!
275.85
599.77
744.64
716.43
60.89
6,313.97
129.18
15.34
85.29
$12,529.51
Page 4
ANNUAL REPORT OF THE
GRW7.^KES TUG AND DREDGE PENSION FUND
STATE OF
SS.
COUNTY OF
.and ,
$
98,912.43
Trustees of the Fund and
affirm, .under the penalties of perjury that the contents of this Annual Report are.true and hereby subscribe thereto.
$1,442,625.63
178,761.51
$1,621,387.14
Part IV
Part IV data for trust or other sepuvtely maintained fund are to be completed for a
plan involving a trust or other separately maintained fund. It abo is to be completed
for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded
benefits or (b) Insurance or annuity premiums or subscription charges paid to an insur
ance carrier or service or other organization; or (2) Has assets other than: (a) Insurance
or annuity contracts or (b) Contributions in the process of payment or collection.
*
September 1970
End of
Item
Prior Year
1. Cash
$ 26,754.53
2. Receivables:
a. Contributions: (See Item 18)
(1) Employer
(2) Other (Specify)
b. Dividends or experience rating refunds
c. Other (Specify) Accrued interest paid on
bonds purchased
112.67
3. Investments: (Other than real estate)
a. Bank deposits at interest and deposits or
shares in savings and loan associations ....
b. Stocks:
(1) Preferred
83,517.18
(2) Common
562,136.42
c. Bonds and debentures:
(1) Government obligations:
(a) Federal
95,115.54
(b) State and municipal
(2) Foreign government obligations
(3) Nongovernment obligations
674,989.29
d. Common Trusts:
(1) (Identify)
(2) (Identify)
e. Subsidiary organizations (See Instructions)..
(Identify and indicate percentage of owner
ship by this Plan in the subsidiary)
(1)
%
(2)
%
4. Real estate loans and mortgages
5. Loans and Notes Receivable: (Other than real
estate)
a. Secured
b. Unsecured
6. Real Estate:
a. Operated
b. Other real estate
7. Other Assets:
a. Accrued income
b. Prepaid expenses
;
c. Other (Specify)
$1,442,625.63
.8.
Total Assets
Others Qndlcate titles):
Page 19
�Farm Workers Battlmg for Better Life
Salinas, Calif.
And suddenly it was all a
matter of pen and ink.
All the indignity, the suffer
ing, the humiliation of this na
tion's agricultural workers were
now reduced to signatures on
a contract. One of the signa
tures would be that of Cesar
Chavez, the doughty fighter for
betterment of the lives of farm
workers. The other would be
long to a representative of In
ter-Harvest, one of the largest
vegetable growers in Califor
nia's Salinas Valley.
The signatures would me^n
that Cesar Chavez, the inspira
tional leader of the United
Farm Workers Organizing
Committee, had achieved an
other small breakthrough in the
resistance of growers to the
fact of change.
That change is the desire for
living wages, decent housing
and ho|>e for the future among
California's largely MexicanAmerican farm workers. The
change, mostly attributable to
Chavez, has not been easy.
For farm workers have not
yet received their LaFollette
Seamen's Act. There is no un
employment comf>ensation, no
minimum welfare standards,
no workmen's compensation for
injuries and no recognition of
grievance by the National La
bor Relations Board.
Right now there is only Ce
sar.
He is the product of genera
Trainees Off
To First Ship
Class 48
Ships Out
Page 20
tions of unsuccessful at
tempts — attempts almost al
ways marked by violence—to
organize farm workers.
Tongs Formed
The attempts began in the
1880s with Chinese migrants
who formed themselves into the
infamous "Tongs." The Tongs
were so insulated from one an
other that their disunity was
often used by growers to pro
mote hostility between them
and more time was spent in in
ternecine warfare than in or
ganization.
In 1905 workers in the Mid
west and West formed the In
dustrial Workers of the
World—the Wobblies. At their
national convention in San Di
ego in 1912 lawless gangs of
growers and their henchmen,
aroused by attempts at union
izing field hands, herded the
Wobblies into pens where they
where systematically pum
melled with clubs, blackjacks
and whips.
Ten years later, IWW orga
nizers went to jail for life after
two workers died in riots in
Wheatland, Calif. And three
more died in 1933 when grow
ers ambushed cotton pickers at
a union hall.
The path leading to Cesar's
breakthrough started after
World War II with the forma
tion of the National Farm La
borers Union. They organized
the cotton workers in Califor
nia and were organizing share
croppers in Arkansas when
growers drove them from the
fields by importing Mexican
labor—braceros.
The growers continued to ex
ploit the Mexican migrant
workers until I9d4 when the
then Secretary of Labor W.
Willard Wirtz declared the
"temporary" law that permitted
the bracero movement to start
had expired.
Almost immediately the
AFL-CIO Agricultural Work
ers Organizing Committee be
gan to work. AWOC struck
the Delano vineyards on Sept.
9, 1965. At first it seemed fu
tile since most of the MexicanAmerican workers belonged to
an unaffiliated union—the Na
tional Farm Workers Associa
tion. Their leader, a thin man
with a sunny smile, was Cesar
Chavez.
Chavez waited one week,
and on Sept. 16, 1965—Mexi
can Independence Day — cast
his lot with the strike. Out of
that was born the UFWOC.
Since those first days of uni
ty, Chavez has marched his
chicano followers up the broad
and fertile Imperial Valley to
Sacramento to plead for justice.
He staged a hunger fast and
still suffers from its effects.
He and his followers, backed
by the famous grape boycott,
stood the Delano grape grow
ers (Ml their collective ears, un
til, one by one, they signed
union ccMitracts.
SIU Representative Mike Sacco congratulates the graduating Class 46
at the Harry Lundeherg School of Seamanship at Piney Point as they
prepare to leave for New York to go aboard their first ship. From left;
James Sellers, David Green, Mike Wood, Edward Silvers, Sacco, Pat
Knox, John Botts and Alvin McKants.
HLSS President Robert Matthews, center, and Lifeboat Instructor
John Shields, left, hid farewell to graduate trainees of Class 48 as the
group prepares to leave Piney Point to work aboard their first ship.
From left are Shields, Darrell Lawshe, William Enz, David Rine, Jeff
Blackwell, John Richardson, Willie Bridges, Matthews, Jesus Gomez,
David Taylor, Larry Smith and Caldwell Sabb.
-1
Farm Workers Reap
Fruits of Unionism
Now the California grape
pickers receive:
• Wages of $1.90 an hour,
up from $1 and $1.05 a year
ago, plus a piece work rate on
top of that.
• Growers now contribute
to an economic development
fund which will provide de
cent, low-cost housing.
• Health and welfare clinics
are sprouting where the mi
grants live.
• Schools for workers' chil
dren are being built from grow
ers' contributions.
Uphill Path
It's not been easy, and the
path for Cesar is still uphill.
Men of conviction are still pay
ing the price in pain.
During the most recent ef
fort with the California vege
table crops, roadbl(x:ks in the
path were thrown up not cjnly '
by growers—that was expect
ed—but also by the powerful
Teamsters Union.
Afraid of Chavez and the
men who stand with him under
the sign of the black thunderbird, growers signed a "sweet
heart" contract with the Team
sters. No elections or card
checks were held. The growers
just signed contracts.
Cesar replied by calling the
10,000 vegetable workers out
on strike. The Teamsters coun
tered with pickets of their own.
Finally, Chavez and the
Teamsters signed a pact which
left the fields to the UFWOC
and the packing plants to the
Teamsters.
That ciid not mean victory.
Jerry Cohen, general counsel
for the UFWOC, suffered a
brain concussion when he was
set upon by a rancher's hired
agents. Cesar pushed on.
And when Inter-Harvest re
alized he would not quit, they
sought to come to terms. And
suddenly it was all reduced to
pen and ink.
Chavez, however, is the first
to say that the job of farm
organizing will not stop with
the Salinas Valley vegetable
men. He continues to campaign
for the rights of farm workers
wherever they suffer the old in
dignities and despair. Judging
by his record so far, they won't
suffer long.
USIA Kills' Story
On Form Workers
Despite the benefits they accrued for the workers in the
California grape industry, Cesar Chavez and the AFL-CIO
Farm Workers apparently don't rate any good publicity from
the United States Information Agency.
The leadership of the USIA recently cancelled a picturestory about the Farm Workers and their struggles.
The "kill" order on the publication, which had already
been sent to USIA posts overseas, was issued by Assistant
Director Kenneth Towery.
Towery was blunt in the explanation of his actions: "I
don't think we should take sides in a domestic controversy.
I killed the story. It was a puff job for Chavez."
The 24-page USIA "photo bulletin" had already been
sent to 118 countries before it was killed.
The editor of the publication, Joseph Principato, defend
ed the article, saying, "I thought the Chavez story was a
good one. I thought it showed that through legal and non
violent means a man of little education and influence can
really make a lot of difference in people's lives."
Towery said a new version of the story was being pre
pared.
�Activities Continue at Piney Point
CLA'JOE "SONWr SIMMONS
I
Norman Smith, outstanding grad of Life
boat Class 52, receives wristwatch and con
gratulations from Instructor John Shields.
/*
I
ife at the Harry Lundeberg School of Seamanship ac
Piney Point, Md., is often hectic and always busy.
Classes graduate and new classes start training—^young
men training for careers at sea aboard American-flag
vessels.
They undergo instruction for a 12-week period before
going aboard their first ship. A routine day at HLSS
might include exhaustive instruction in the intricacies of
the engine plant of a typical ship, or safety procedures to
be followed in the event of an emergency.
There are lectures by SIU officials on the workings
and ramifications of the union and practical experience
to be gained by on one of the ships owned by the school.
The training program constantly proves its effective
ness by graduating the finest seamen sailing the world's
oceans.
Graduates of Lifeboat Class 51 are, kneeling from
left, Mike Wall, Bill Cook, Bob Cicala, John
Sclease, Jose Novas, Mike Lawrence, Earl Jentoff,
Mike Ortiz and Mike Beed. Second row, Charles
Rogers, Bruce .Hendrik, Arnie Gonzalez, Charles
Rodriguez, Joe Miles, Boh Ware, Fred Pohlman,
Larry Graham, George Moore and Instructor Paul
Veralopulo. Back row. Bob Miller, Larry Engleman, Charles Perkins, Doug Spencer, John Rokicki,
Terry Parker, James Kuchta, Ken Powell and Qem
Colgan.
j.
.
SIU Safety Director Joe Algina discusses lifeboat launching procedures
as a group of trainees prepare to put a boat over the side as part of
their minimum 30-hours of practical lifeboat training.
1
l< *
Instructor John Shields presents a wristwatch to trainee Chip Moorefield, out
standing graduate of Lifeboat Class 53.
$-
Lifeboat Class 52 graduated 21 young trainees shown above on the deck of the S. Y. Dauntless. Kneel
ing, from left, are Doug Smith, Charles Andres, Billy Lincoln and John Leach. In the middle row
are Leo Pouncey, Jim Kirkland, Larry Miller, Jim Hall, Norman Smith, Ronnie Harvell and Jim AIford. Back row. Boh Salley, Dennis Hansen, Dennis Metcalf, Clyde Clark, Randy DeCost, Rex Sherwell, Spurgeon Simpson, Jr., Tyrone Leo, Mai Christian, James Harper, and Instructor John Shields.
I
Lifeboat Class 53 poses after completion of course. Kneeling, from left, are
Rich Burkett, Marv Royster, Clem Tillman, John Zekos, Charles Holmes,
Kevin Hare, Ed Orsi, Dan Lacaze and Cecil Beverly. Second row. Gene
Alexander, Harry Piccariello, Ray Lott, Mark Worzel, Mike Bethune, Wayne
Sechser, Archie Tuten, Bob Higgins, Mike McGee, Bob Harris, Bob Smith
and Instructor John Shields. Back row, Shelton Conarroe, Rich Freeman,
Tom Brophy, Phil Baldwin, Jim Ferguson, Pete Stanger, Chip Moorefield,
Everett Cox and Phil Nerges.
it
SIU Secretary-Treasurer A1
Kerr talks to trainees during a
union education meeting. Kerr
spent several days at tite scliool
meeting tlie future Seafarers
and observing their training
program. At Kerr's left are
Bill Hall, HLSS director of
training, and Paul McGaham,
deputy training director.
HLSS President Robert Mat
thews (left) looks over
Wright's Official History of the
Spanish-American War in the
school's library. The rare his
torical volume was presented to
the school by Seafarer Skippy
Guszczynsxy.
September 1970
Page 21
�Digest of
SiU Ships
Meetings
SACRAMENTO (Ogden), June
21—Chairman, William P. Link;
Secretary, Darrell G. Chafin. Every
thing running smoothly. No beefs
and no disputed OT.
TRANSCOLORADO (Hudson
Waterways), June 21—Chairman,
John Urzan; Secretary, Alipio Trujillo; Deck Delegate, Frank Rodri
guez, Jr.; Engine Delegate, C. Emertziadis; Steward Delegate, Martin
Iturrino. $31 in ship's fund. No
beefs and no disputed OT. Vote of
thanks extended to steward de
partment for job well done.
ROBIN HOOD (Moore-McCormack), July 19—Chairman, J. Jus
tus; Secretary, Aussie Shrimpton;
Deck Delegate, W. R. Addington;
Engine Delegate, P. Pappas; Stew
ard Delegate, Charles J. Hickox.
$13 in ship's fund. Some disputed
OT in each department.
STEEL VENDOR (Isthmian),
July 24—Chairman, Robert A.
Lord; Secretary, George W. Gib
bons; Deck Delegate, Norbert
Prats; Engine Delegate, Granville
W Davis; Steward Delegate, Rob
ert J. Liegel. Everything running
smoothly with no beefs and no
disputed OT.
BEAUREGARD (Sea-Land), July
26—Chairman and Deck Delegate,
B. Hager; Secretary, Joseph Wila-
szak; Engine Delegate, Alfred R.
Fry; Steward Delegate, Joseph
Keams. No beefs and no disputed
OT.
DE SOTO (Waterman), June
14—Chairman, Joseph D. Blanchard; Secretary, J. F. Castronover.
$5.75 in ship's fund. No beefs and
no disputed OT.
STEEL SURVEYOR (Isthmian),
July 29—Chairman, Vernon Poulson; Secretary, John C. Reed; Deck
Delegate, Gordon Bradford; Engine
Delegate, Robert Ellenson; Stew
ard Delegate, Wm. R. Maginder.
$8.50 in ship's fund. No beefs re
ported by department delegates.
Vote of thanks to entire steward
department for job well done.
CALMAR (Calmar), Aug. 2—
Chairman, Leo Koza; Secretary,
Howard Flynn. Everything running
smoothly with no beefs and no dis
puted OT.
PRODUCER (Marine Carriers),
Aug. 9—Chairman, P. H. Green
wood; Secretary, T. Conway; Deck
Delegate, James Robinson; Engine
Delegate, N. M. Benz; Steward
Delegate, M. Lambert. No beefs
reported by department delegates.
Vote of thanks extended to steward
department for job well done.
COLUMBIA BANKER (Colum
bia), July 19—Chairman, V. A.
Vanzenella; Secretary, J. Calhoun.
Ship sailed short one man in deck
department. Some disputed OT in
engine department. No beefs.
VORKMAR (Calmar), Aug. 17—
Chairman, Salvatore Sbriglio; Sec
retary, John R. Marshall; Deck
Delegate, T. O. Foster; Engine
Delegate, J. McDonald; Steward
Delegate, Stanlfey A. Woycik. Every
thing running smoothly.
BUCKEYE VICTORY (Buckeye),
Aug. 14—Chairman, Anthony
Barnes; Secretary, W. J. Geamy;
Deck Delegate, A. W. Reynolds;
Engine Delegate, W. J. Geamy. No
disputed OT and no beefs.
CHICAGO (Sea-Land), Aug. 3—
Chairman, Walte Sibley; Secretary,
B. B. Henderson; Deck Delegate,
D. H. McKinney. Very good trip
with no major beefs. $24 in ship's
fund.
ROBIN SHERWOOD (MooreMcCormack), July 18—Chairman,
H. S. Lee; Secretary, P. S. Holt.
No beefs and no disputed OT re
ported by department delegates.
STEEL APPRENTICE (Isthmi
an), July 26—Chairman, David D.
Backrak; Secretary, Paul P. Lopez;
Deck Delegate. Walter G. Butterson; Engine Delegate, Michael
Lesko; Steward Delegate, Alvin C.
OLander. $30 in ship's fund. Some
disputed OT in deck and engine de
partments.
Ten New
Lifeboafmen
After attending the SIU's Harry Lundeberg School of Seamanship in
New York and passing the Coast Guard Exam, 10 more Seafarers re
ceived lifeboat endorsements. From left in the front row are Vincent
Maroney, Alea Miller, Fred Wilkison, Edward Everett and Juan Antonio.
Standing are SIU Instructor Lenny Decker, Lyman Shepard, Frank
Flores, Donald Meder, James Herbert and Geraldo Morales.
Pull Books
Received
A proud and happy group of eight Seafarers received their full books
at the July membership meeting at the New York hall. Seated from
left are; Ronald Jones, Thomas Spangler, Rafael Bonefont, John
Shields and Paulino Flores. Standing.are Jack Smithey, Harry Moore
and Ralph Moore.
Page 22
OVERSEAS JOYCE (Maritime
Overseas),
Aug.
10—Chairman,
Malcolm Cross; Secretary, Mike
Dunn; Deck Delegate, Ralph C.
Taylor; Engine Delegate, Robert
Young; Steward Delegate, Amo
Larson. Chairman to see patrolman
regarding inadequate launch service
in Empire Louisiana.
FAIRPORT (Waterman), Aug.
11—Chairman, A. Parek; Secretary,
Ralph Collier; Deck Delegate,
Robert Livermore; Steward Dele
gate, William Gonzalez. No beefs
and no disputed OT.
MONTPELIER VICTORY (Vic
tory Carriers), Aug. 13—Chairman,
Jack Bentz; Secretary, J. E. Higgins;
Deck Delegate, John Bertolino;
Steward Delegate, Leslie P. Shattuck. $37.75 in ship's fund. Disputed
OT in deck and engine department
to be taken up with patrolman.
Vote of thanks to steward depart
ment for job well done.
TRANSIDAHO (Hudson Water
ways), Aug. 6—Chairman, Robert
F. Mackert; Secretary, William T.
Rose; Deck Delegate, John Wilson;
Engine Delegate, M. Thomas; Stew
ard Delegate, Ralph Nay. Two men
hospitalized in Bremerhaven. Some
disputed OT in deck department.
No beefs reported.
CITRUS PACKER (Waterman),
Aug. 8—Chairman, J. McDougall;
Secretary, G. Marzett; Deck Dele
gate, Max H. Higgason; Engine
Delegate, J. Sanders; Steward Dele
gate, Warren Lewis. Some disputed
OT in each department to be
brought to attention of boarding
patrolman. Some minor beefs
pointed out and discussed by stew
ard department.
STEEL ARCHITECT (Isthmian),
Aug. 2—Chairman, Charles D'Amico; Secretary, Thomas Williams;
Deck Delegate, James C. Collins;
Engine Deegate, Reidar M. Nielsen;
Steward Delegate, Claiborne Jeter.
$20 in ship's fund. No beefs and
no disputed OT. Steward department
doing very good job trying to make
this a happy ship. Vote of thqnks
extended to steward department.
BUCKEYE ATLANTIC (Buck
eye), July 19—Chairman, L, W.
Cartwright; Secretary, J. S. Stevens;
Deck Delegate, F. W. Legg; En
gine Delegate, V. Whitney; Steward
Delegate, James O. Stanley. Some
disputed OT in engine and steward
departments to be taken up with
boarding patrolman. Deck and
Steward departments extended vote
of thanks to. first assistant engineer
for job well done.
DEL SUD (Delta), Aug. 21—
Chairman, J. Procell; Secretary, P.
Blanchard; Engine Delegate, A. J.
Clement; Steward Delegate, John
Denais. Few hours disputed OT in
deck and engines departments.
Everything else running smoothly.
Vote of thanks extended to all dele
gates for job well done.
DEL SOL (Delta), Aug. 16—
Chairman, Claude Webb; Secretary,
Charles Shirah; Deck Delegate,
John Turk, Jr.; Steward Delegate,
Joseph Gagliano. $17 in ship's fund.
Some disputed OT in deck and en
gine departments. Vote of thanks
extended to steward department for
job well done.
STEEL DE.SIGNER (Isthmian),
Aug. 9—Chairman, K. Schluter;
Secretary, Angel Seda. Everything
running smoothly with no beefs and
no disputed O'T. Various repairs
to be taken care of.
OVERSEAS EXPLORER (Mari
time Overseas), Aug. 1—Chairman,
J. Latapie; Secretary, R. M. Ken
nedy. $14.75 in ship's fund. No
beefs reported. Some disputed OT
in engine department.
BETkFLOR (Bethlehem Steel),
Aug. 16—Chairman, B. G. Brown
ing; Secretary, W. Reid; Engine
Delegate, R. E. Jones. $9.10 in
ship's fund. No beefs and no dis
puted OT reported by department
delegates.
•
VANTAGE HORIZON (Vancor),
Aug. 9—Chairman, Frank R. Cottongin; Secretary, Pete Triantafillos;
Deck Delegate, Jewel T. Dealing;
Engine Delegate, Louis R. Pickhart;
Steward Delegate, Gordon D.
Wheeler. No beefs reported by de
partment delegates.
PENNMAR (Calmar), Aug. 16—
Chairman, Carl Gibbs; Secretary,
Claude Gamett, Jr.; Deck Delegate,
William J. Emerson; Engine Dele
gate, Paul R. Jordon; Steward Dele
gate, John J. Breen. No beefs and
no disputed OT.
MOBILIAN (Waterman), Aug.
3—Chairman, John Cisiecki; Sec
retary, John Meo; Deck Delegate,
Robert Wagner; Engine Delegate,
Edmund Pacheco; Steward Dele
gate, B. H. Dane, Sr. No beefs, no
disputed. OT. Everything running
smoothly. Vote of thanks extended
steward department for job well
done.
FAIRISLE (Panoceanic Tanker),
July 26—Chairman, A. H. Ander
son; Secretary, S. J. Davis; Engine
Delegate, Michael Schwall; Steward
Delegate, Quenton Broun. No beefs
reported by department delegates.
Vote of thanks to steward depart
ment for job well done.
FAIRISLE (Panoceanic Tanker),
Aug. 22—Chairman, A. H. Ander
son; Secretary, S. J. Davis; Engine
Delegate, Michael Schwall; Steward
Delegate, Quenton Broun. Ship on
way to Yokohama, Japan. No beefs,
no disputed OT.
DELTA BRASIL (Delta), Aug.
9-r-Chairman, J. Thrasher; Secre
tary, V. L. Swanson; Deck Dele
gate, Steve Szants; Engine Delegate,
Paul Thomas; Steward Delegate,
Curtis Veozie. Motions submitted
regarding vacation, retirement, wage
increases. Few hours disputed QT
in deck department. No beefs.
ELIZABETHPORT (Sea-Land),
Aug. 15—Chairman, W. Layton;
Secretary, M. Bugawan. $180 in
Movie Fund. No disputed OT re
ported by department delegates.
Vote of thanks to steward departfor job well done.
BALTIMORE (Sea-Land), Aug.
22—Chairman, J. Delgado; Secre
tary, Ken Hayes; Deck Delegate,
K. Teschke; Engine Delegate, R.
Evans; Steward Delegate, M. G.
Ridgeway. Vote of thanks extended
to 4-8 watch for cleaning messroom. Discussion held regarding
contract negotiations.
STEEL VENDOR (Isthmian),
Aug. 25—Chairman, Kenneth C.
Kitchen; Secretary, W. Gibbons;
Deck Delegate, Robert A. Lord;
Engine Delegate, G. W. Davis;
Steward Delegate, Robert J. Liegel.
Everything running smoothly with
no beefs.-JAMES. (Ogden Marine), Aug.
23—Chairman, Francis D. Finch;
Engine Delegate, Oliver N. Myers;
Steward Delegate, James Pendergrass. No beefs and no disputed OT.
COLUMBIA STAR (Columbia),
Aug. 9—Chairman, Joe Ortiguerra;
Secretary, E. E. Harris; Deck Dele
gate, Lee Snodgrass; Engine Dele
gate, Robert Sullivan; Steward Del
egate, Juvenal Fernandes. Motion
made to raise maintenance and cure
payments to $21.50 a day. Motion
m^e to send wire to headquarters
backing Union officials in their legal
dispute with U.S. Government. Car
ried unanimously.
JEFF DAVIS (Waterman), .Aug.
8—Chairman, W. Kuchta; Secre
tary, R. Barker;, Deck Delegate,
Lester Freebum. Vote of thanks to
steward^ department for job well
done. Everything running smoothly.
Qflflfflrzire I txtt
�The Link to Men at Sea:
Ships' Committees
I'
erving as the connecting link between union business
S
ashore and Seafarers at sea is the five-man ship's com
mittee aboard every SlU-contracted vessel. The commit
tee consists of one elected delegate from each of the
three shipboard departments, a ship's secretary-reporter,
and the ship's chairman.
The ship's chairman has the responsibility of calling a
meeting of the ship's unlicensed crew every Sunday while
the vessel is at sea. The purpose of the meeting is to dis
cuss any and all matters which relate to the union, its
programs and activities.
TRANSOIST4RIO (Hudson Waterways)—The ship\s i-oniinitlee of the Transontario poses on deck. From
left are: Ramond Perez, steward delegate; Efrain R. Sierra, engine delegate; A. T. Ruiz, ship's chair
man ; F. Van Ijooy, secretary-reporter, and Pat Stone, deck delegate.
With the assistance of the department delegates, any
shipboard beefs can also be reviewed and handled at the
Sunday meeting.
h
ii +
It is the duty of the ship's secretary-reporter to keep
in close touch with union headquarters via mail and to
pass onto the crew any communications received from
headquarters. He also forwards to headquarters a report
of each shipboard meeting, including recommendations,
beefs and actions taken.
^ci I' Mi:i k:i. f -kit
The Seafarers aboard every SIU ship have the same
right as those on the beach to be kept fully informed of
all activities of their union, and to express themselves at
any time during a shipboard meeting.
The SIU ship's committee is the means by which this
is accomplished.
STEEL WORKER (Isthmian)—The Steel Worker docked
at Brooklyn's Erie Basin after a voyage from India. The
members of the committee were, from left: Conrad B.
Taylor, engine delegate; Edward Parr, ship's chairman;
James Bush, deck delegate; William Hand, secretary-re
porter, and J. Craddwick, steward delegate.
U r
fi;
EAGLE TRAVELER (Sea Transport (x>rp.)—^The ship's
committee of the Eagle Traveler met in the crew's mess
after the tanker docked at Bayonne, IV.J. They are, from
left; A. W. Hutcherson, secretary-reporter; J. L. Bourgeois,
ship's chairman; T. W. Brennan, deck delegate; Otto Mot
ley, engine delegate, and J. W. White, steward delegate.
i
i"
MIDLAKE (formerly York Agents, Inc.)—The Midlake's committee hold last meeting
before payoff in a New York ho|el. The ship was registered under a foreign flag and
the crewmembers flown home from Israel. Pictured from left are: Jorge Goto, deck
delegate; B. L. Fowler, engine delegate; Orville Payne, secretary-reporter; Robert
Boyd, steward delegate, and Ted Treddin, ship's chairman.
^i
OVERSEAS VLLA (Maritime Overseas)—^The committee of the Overseas Vila got to
gether on deck while awaiting payoff in Carteret, N.J. Pictured from left are: Donald
M. King, steward delegate; Panagiotis Stavropoulos, secretary-reporter; James H. Parnell, deck delegate; William O'Connor, chairman, and CJiarles Bean, engine delegate.
September 1970
Page 23
�Vacation Center First Year a Success
s the shadows began to lengthen earlier in the after
noon across the recreational areas of the Harry
Lundeberg School of Seamanship at Piney Point, Md.,
the last of the more than 200 vacationers—Seafarers and
members of their families—started to pack and close out
this first year of the SIU Vacation Center.
By any standard, this first year was a success. There
were a variety of activities to satisfy all interests; the
families got along well together in the relaxed atmosphere
of the Vacation Center; arid the weather was beautiful.
But most important was the reaction of the vacation
ers.
Jose Aguiar, his wife Olga, and their son William
spent two weeks at the Vacation Center. It was the fam
ily's first real vacation together in many years. Jose, who
has been sailing as able seaman and bosun wih the SIU
for nearly 20 years, said it was the best time he had ever
had.
For Charles Larkin, who sails as fireman-oiler on the
Great Lakes, the two weeks at the Vacation Center were
a welcome opportunity to recuperate from a serious ill
ness. Charlie had just returned home from a hospital in
Detroit when his sister, niece, and three grandnephews
persuaded him to make the trip to Piney Point.
'Tt was the best thing I could have done," he said. "I
got plenty of rest and sun, and I feel better now than I
have in a long, long time."
For Joseph and Helen Falasca, the ten days at Piney
Point was a chance to give their three children—and
themselves—a vacation away from the heat and noise of
New York City. "The kids really enjoyed themselves,"
Joe said. "There was plenty for them to do, and we never
had to worry about them. It's the best vacation we've ever
had."
For John and Mary Ann McLaughlin, it was their
first vacation together in 16 years, and the first time John
was able to spend a vacation with his boys, Leo and
Michael.
"This was a vacation we are all going to remember,"
John said. "I can't remember a time when we all had
such a good time together, and I'm sure coming back
again next year."
The SIU Vacation Center closed for the season Labor
Day.
A
Retired Seafarer Richard Nash and his wife Rita spend a quiet hour in the late afternoon beside the
pond at the SIU Vacation Center. A gaggle of geese inhabit the pond's shore.
••
»«.
w, ^
~
•-I' —
Picnic time is family fun time, and Bob Callis and family seem to be enjoying the Saturday evening
cook-out in the secluded picnic grove.
Retired Seafarer Lawrence Hogan and his wife Ada watch their grand
children frolic in the pool at the SIU Vacation Center. The Hogans
say the center "is the best we've ever seen."
Crabbing is a popular pastime among vacationers at the SIU Center, and
the waters around Piney Point yield some of the best hardshell crabs
anywhere. Arthur "Knobby" Graf and Mrs. Graf try their luck.
\ iM tiV
i
Ifi'piffi
�Bernard Buchanan and Bernard, Jr. take to the woodland trails at the SIU Vacation Center.
Buchanan mans the tugs of the C&O Railroad out of Newport News, Va.
•f •
'4
Grandaughter Anne Marie goes aboard the 65-foot yawl Manitou with
an assist from Harry and Evelyn Luckey, as their daughter Beverly
stands by. Daily sailing is a must at the center.
Eugene Milanesi, one of the
first Seafarers to retire under
the SIU Disability Pension,
looks over photo display with
his wife Ann, and Eugene, Jr.
it
•j
4
<r
if
Joseph Mazurek is at the controls as he makes ready to take his family for an outing on the waters
off St. George's Island. Power boats are available to the center's visitors.
I*! 11'
;T
^4 '
Seafarer Otto Gugliotta and
his wife, Cecelia enjoy the
shuflleboard facilities at the
Vacation Center.
,y
V
*S
J
.A,
A
lilj
riftWT?!.
,4.
.
' '
i^.
-
'
'
y
r
•
^ ' t,
h.
Is' •
emre)
;r
^•'4
•
• , . •
..
•Ksm
Dave Blonstein and his wife found many interesting photo scenes
as they toured the Center's 49 acres.
I-',
September 1970
Page 25
�Food Highlight
Of Newark Trip
'T^he containership Newark (Sea-Land) docked in
A Port Elizabeth, NJ., recently after a trip from San
Juan, P.R. Converted in 1968, the 497-foot long vessel
has a capacity of 360 fully-loaded containers and a gross
tonnage of 11,522 tons. She made the voyage in four
days sailing time.
Crew members said one of the highlights of the trip
was the excellent food served by Chief Cook Rupert
Jackson. The entire steward department received a
"well done" from the crew.
The Newark had a smooth payoff with only a few
minor beefs when she docked.
''li
i^vil
' r '5' •'J
Messnian Joseph Simonetti stands by ready to lake an order as Louis Ramirez of
the engine department scans the ship's menu.
Felipe Aponte, an oiler,
checks gauges in engine room
against specifications called
for in his log book.
Chief Cook Rupert Jackson prepares a pan of roast lamb for the crew.
Jackson, a native of the Virgin Islands, joined the SIU in 1945.
Fireman - watertender Chen
Yu, a 20-year veteran in the
SIU, checks valves in the en
gine room of the ship.
Norman Okray (left), a 27year veteran able seaman, re
ceives help in filing out un
ion papers from SIU Patrol
man Angus "Red" Campbell.
�I
I
J
20 Seafarers 'Hit the Beach' to Stay
Twenty more Seafarers have
retired to shore after long careers
at sea. They are;
I
Milton Awall, 65, joined the
SIU in the Port of Baltimore in
1942 and sailed in the deck de
partment as an able seaman. A
native of Philadelphia, Seafarer
Awall now lives in Jamaica, N.Y.
When he retired he ended a
sailing career of 40 years.
James Wilbur McCranie, 56,
a native of Florida now makes
his home in Tampa, Fla. He
joined the union in the Port of
Tampa in 1939 and sailed in the
steward department.
He received a personal safety
award for his part in making the
Alcoa Reamer an accident-free
ship during the first half of
1960. A native of Virginia, Broth
er Kelly now makes his home in
Mobile, Ala. His retirement" ends
a sailing career of 45 years.
Pedro Viniet, 55, is a native of
Puerto Rico and now resides in
Arecibo P.R. He joined the union
in the Port of New York in 1943
and sailed in the steward depart
ment as a messman. Brother
Viruet was issued picket duty
cards in 1961 and 1962.
Robert
KeDy
MUton
Awall
James
McCranie
Thomas Gerald Lyons, 61,
joined the SIU in the Port of
New York in 1943 and sailed in
the deck department as boat
swain. A native of Ishpeming,
Mich., Brother Lyons now lives
in Seattle, Wash. His retirement
ended a sailing career of 46 years.
Patrick Santoroy 66, is a native
of New York and now lives in
Brooklyn, N.Y. He joined the
SIU in the Port of New York and
sailed in the steward department
as a cook. In 1962 he was issued
two picket duty cards.
James Edwin Barnes, 58, joined
the SIU in the Port of Houston
and sailed in the steward depart
ment as a cook. A native of
Edna, Tex., Seafarer Barnes now
makes his home in Houston. He
is an Air Corps veteran of World
War II.
Juan Bonefont, 48, joined the
SIU in the Port of San Juan and
sailed in the engine department
as a wiper. A native of San Juan,
P.R., Brother Bonefont now
makes his home in Brooklyn,
N.Y. In 1961 he was issued a
picket duty card.
James
Barnes
Thomas
Lyons
Patrick
Santoro
Robert Lee Kelly; 65, joined
the SIU in the Port of New York
and sailed in the deck department.
Pedro
Viruet
Juan
Bonefont
Ignasio Tirado, 54, a native of
Puerto Rico, now lives in New
York City. He joined the union
in the Port of New York in 1942
and sailed in the steward depart-
ment. In 1961 he was issued two
picket duty cards. Seafarer Tirado
has served the SIU as depart
ment delegate while on board
ship.
Frank M. Collins, 64, joined
the SIU in the Port of New York
and sailed in the steward depart
ment. While on the seas he served
the union as a department dele
gate. A native of South Dakota,
Brother Collins now lives in
Reno, Nev. He served in the
Naval Reserves from 1942 to
1945.
Ignasio
Tirado
Frank
Collins
Carl Edward Jensen, 65, joined
the SIU in the Port of Frankfort
and sailed in the deck depart
ment. A native of Norway, Sea
farer Jensen now makes his home
in Frankfort, Mich. He completes
a sailing career of 52 years.
Salvatore Sabato Mancino, 52,
a native of Connecticut,- now
lives in Burbank, Calif. He joined
the union in 1944 in the Port of
Philadelphia and sailed in the
deck department as a boatswain.
In 1961 he was issued a picket
duty card. Seafarer Mancino
served the SIU as a department
delegate while sailing.
Salvatore
Mancino
Mariano Gonzalez, 56, joined
the union in the Port of New
York in 1942 and sailed in the
deck department as an ordinary
seaman. In 1961 and 1962 he
was issued picket duty cards.
Brother Gonzalez has served as
department delegate while on
board ship. A native of Puerto
Rico, Brother Gonzalez now
makes his home in New York
City.
Stavros Marconis, 65, a native
of Greece, is now spending his
retirement there. He joined the
SIU in the Port of New York
and sailed in the deck depart
ment.
Evans J. Forct, right, a member
of the SIUNA-affiliated Inland
Boatmen's Union, receives his first
pension check from SIU Repre
sentative James Martin at the New
Orleans Hall. Brother Foret has
sailed in the engine department
tugs for more than 40 years.
Mariano
Gonzalez
Stavros
Marconis
Henrjj Smith, 64, joined the
union in the Port of Detroit and
sailed in the engine department.
He is a Navy veteran of World
War 11. A native of Michigan, he
now makes his home there.
Leon Mars, Sr., joined the un
ion in the Port of New Orleans
and sailed as a Chief Engineer.
A native of Mississippi, he now
resides there with his family.
Henry
Smith
Claudio Anavitate, 65, joined
the SIU in 1942 in the Port of
New York. A native of Puerto
Rico, he sailed in the engine de
partment. He was issued a picket
duty card in 1961. Seafarer Ana
vitate now resides- in Brooklyn,
N.Y.
Edmund Zarecki, 62, joined
the SIU in 1942 in the Port of
Detroit. He sailed in the steward
department. A native of Ohio, he
currently resides there.
Social Security Q&A
'Will I Get Medicare?
ft '
By A. A. BERNSTEIN
,SIU Social Security Director
We read each month of the
veteran SIU members who take
advantage of our pension plan
and retire from their jobs at sea.
Many of these pensioners are at
or nearing the age when they are
eligible for Medicare.
They often have questions re
lating to these health care pro
grams. The SIU Social Security
staff is anxious to answer any
and all of their questions.
Active and retired Seafarers
and their families should address
any questions concerning Medi
care and Medicaid or any other
Social Security benefits to wid
ows, children, disabled workers,
etc. to A. A. Bernstein, director
of Social Security and Welfare
Services, Seafarers Welfare and
Pension Plans, 275 20th St.,
Brooklyn, N.Y. 11215.
Q. I will be 65 next year and
have always worked under social
security. Will I get hospital and
medic^ insurance under Medi
care or will I have to buy private
health insurance?
A: First, you will have the hos
pital insurance part of Medicare
1970
upon application at 65. This is
protection you have already paid
for and don't need to duplicate.
It helps pay for in-patient care in
a participating hospital and for
post-hospital care in an approved
"extended care facility" or in
your home, if your doctor de
cides you need skilled health care
after you leave the hospital.
&cond, you'll also be able to
sign up, if you wish, for Medi
care medical insurance, which
helps pay doctor bills and other
medical costs.
You may not be able to buy
private health insurance that
equals the coverage of Medicare.
Many companies have "after 65"
clauses in their policies, -which
mean they pay only the expenses
Medicare does not cover. These
may cover deductibles and other
Medicare payments you're re
sponsible for. If you now have
health insurance, your agent can
tell you what your policy will
cover after 65.
Q: Does Medicare's medical insiu-ance help pay a doctor's bill
only when I'm in a hospital?
A; No. Medical insurance will
help pay for the services of doc
tors no matter where they are
received—hospital, office, home
or elsewhere. Other medical serv
ices for which medical insurance
will help pay include certain di
agnostic services. X-ray or radi
ation treatments, surgical dress
ings, splints, casts, braces and the
use of a wheelchair, hospital bed
or similar equipment in your
home.
Q: How is Medicare financed?
A: Separate trust funds have
been set up, one to finance the
hospital insurance part of the
Medicare program and the other
to finance the medical insurance
part. Contributions to the hos
pital insurance fund are made
during a worker's career and are
deducted from his paycheck at
the same time and in the same
way as the deductions for gen
eral social security benefits. His
employer pays an equal amount.
The trust fund for medical insur
ance' is maintained through
monthly premium payments, with
half the cost of the insurance
coming from the people who sign
up for it and the other half paid
by the federal government.
Edmund
Qaudio
Zarecki
Anavitate
Raymond Lewis, 68, joined the
SIU in 1949 in the Port of
New York. He sailed in the stew
ard department and was issued a
picket duty card in 1961. A na
tive of Providence, R.I., he now
makes his home in New York
City.
Richard Broomhead, 69, joined
the SIU in 1950 in the Port of
New York. He sailed as a bosun
in the deck department. He was
issued a picket duty card in 1962.
A native of Philadelphia, Sea-,^
farer Broomhead now resides in
New Jersey.
Raymond
Lewis
Richard
Broomhead
Norman Maker
Walter Stovall would be very
glad to hear from you. Please write
to him at 2806 Vega Ave., Cleve
land, O. 44113.
Earl Jefferson Davis
Please contact your daughter.
Mrs. Shirley Macaluso, at 1617 Po
mona St., Matairie, La. 70055.
Arthur Sannora
Your mother, Mrs. Rose Navarro,
asks that you get in touch with her
at 4743 Shoshene, Denver, Colo.
80211.
Francis A. Warren
Your mother, Mrs. Fanny War
ren. asks that you contact her as
soon as possible at 276 East Ave.,
East Norwalk, Conn. 06855.
Richard R. Leikas
Your brother. Matt Leikas, asks
that you contact him at P.O. Box
225, Prescott, Ariz. 86301.
Tomas Tohias
Please contact SIU Representa
tive Red Campbell at Headquar
ters, 675 Fourth Ave., Brooklyn.
N.Y. Phone 499-6600.
Frank Donovan
Please contact James Ahearn in
regard to a very urgent matter. His
address is 365 Golden Gate Ave.,
San Francisco, Calif.
Fred Miller
Your old shipmate from Phila
delphia, Harold B. Stever, would
like to hear from you. His address
is 23'/i River Rd., Philadelphia,
Pa. 19128.
Matthew Magdic
Please contact Mary C. Magdic
at 2017 S. Carrollton Ave., New
Orleans, La. 70118.
Salvatore J. Shriglio
Your daughter, Francine Sbriglio.
asks that you contact her at 11330
Hayvenhust Ave., Granada Hills,
Calif. 91344.
Rex C. Becraft
Please contact your wife, Rose
mary, in regard to an urgent family
matter. She can br reached by writ
ing Route 1, Box 6, Roanoke, Ind.
46783.
Rufus L. Pulasici
Your union book, wallet, social
security card and other important
papers have been found and you
may pick them up by contacting
SIU Headquarters, Records Depart
ment, 675 Fourth Ave., Brooklyn,
N.Y. Phone 212-499-6600.
FTC Bans
Sweatshirts
Sweatshirts bearing the name
"FloritJa" in big bright print
and decorated with two palm
trees and fishing
boats have
been found to be "dangerously
flammable" according to the
Federal Trade Commission.
The cotton-knitted blue, or
ange and white shirts were im
ported by Sun-Glo Products
Corp. Over 12,000 of these
shirts had been imported by the
company to date.
Page 27
�This Be the
Verse You
Grave forMe
With an uncanny knack for
detail he'll tell anyone who'll
listen about hunting sperm
whales in the North Pacific;
laying track for the railroad as
it moved westward; a hitch in
the French Foreign Legion, or
of the "hobo jungles" he came
to know in coast to coast travels
to pick up a ship.
If there are tales to be told,
Fred Harvey can tell them.
He'll sit you down at his
favorite tavern, the Port 'O
Call adjoining the SIU head
quarters in Brooklyn, or in his
home on Staten Island and,
over a few ales, proceed to tell
you "some lies about myself."
He begins. You sit there
spellbound,. soon realizing this
is not just another old sailor's
tale, but an accurate recounting
of a career filled with memories
—some sweet, some bitter.
In 1900, a rambunctious
youth of 14 from the suburbs
of Chicago, Harvey decided he
wanted "some adventure" in his
life. He went to sea.
Making his way to San Fran
cisco, he signed on as a "sailor"
aboard the Alice Knowles, a
sperm whaler. The ship plied
the Pacific and Arctic in search
of the whales whose oils were
considered valuable.
Healthy Respect
"I was kept busier than hell
learning the ropes," he recalls.
"It didn't take me long to earn
a healthy respect for those
beasts we were hunting, though.
I soon learned that one swipe
of that tail or fluke could crush
a whaling boat and could even
do considerable damage to the
mother ship.
"I eventually lost a good
friend who was crushed by a
swipe of a sperm whale's fluke."
He foimd adventure in abun
dance, but also found that
whaling was not as romantic as
it had been pictured.
"We didn't have any locker
space for belongings like they
do now. You got yourself a
small bunk in the same cramp
ed area as the rest of the crew.
This served as a bed, locker,
and often as your dinner table.
"We didn't have anything like
a mess hall aboard ship in those
days. If the weather was good,
all the crew got their meals
and went out on deck to eat. If
the weather was foul, we all
congregated in the berthing
area and ate there. Such lux
uries as a daily fresh water
shower were unheard of."
Pay Not Romantic
There was nothing romantic
about his pay either. "We were
out 11 months on the Knowles.
When we returned to San Fran
cisco, I was paid $8.65 in cash.
I also received one barrel of
sperm oil as my percentage of
the entire take during the trip."
Yet he enjoyed it enough to
sail again on the same ship
when it went back out about a
month later. "I really made out
that time—I got paid about $10
and I think three barrels of
sperm oil."
Disenchanted with whaling
and its hardships,- he roamed
the streets of San Francisco.
As fate would have it, he
chanced to meet the skipper of
another sperm whaler, the
Andrew Hicks. After a short
discussion—during which the
skipper informed him the ship
It was 1908 and the crew of the Barmbek mustered on deck at payofT In Hamburg, Germany. Among the
crew members was a young Fred Harvey (standing, fourth from left). The pay was small, the quarters were
,bad and Harvey soon left her for another ship.
was scheduled to visit Shang
hai—Harvey agreed to sail "be
cause I wanted to see other
parts of the world."
Assumed Name
"Of course, I signed on
under a different name.
"In those days a seaman had
no rights. It was a form of
servitude when you signed
aboard a ship. You couldn't just
up and leave a ship at some
port of convenience for any
reason. If you did, you forfeited
your pay.
"Also, it was a common prac
tice for the skipper of a ship
you jumped to abduct you
from your new vessel if he saw
your name on a roster. This is
why we all used different names
each time we boarded a new
ship."
He eventually did get to
Shanghai. "The thing I remem
ber most was that a group of
natives came out in a sampan
and tied up at our stem. That
sampan had all the niceties a
sailor could ask for."
Shortly after this, he signed
on "the worst hell ship I was
ever aboard"—the W. F. Babcock. "I sailed on her from
San Francisco to Shanghai and
there was nothing right about
that ship. It was just pure hell."
..if there are
tales to he told,
Fred Harvey can
tell them/
Page 28
He signed on a British ship
bound for Germany in late
1904, but decided Sail Fran
cisco was the town for him.
He picked up a ship in Ham
burg headed for New York.
When he couldn't find any ves
sel bound for 'Frisco, Harvey
began his short career as a rail
road man, becoming quite
adept at the "hobo" trade.
Riding Rails
He "rode the rails" as far as
El Paso—taking a job laying
track as the railroad snaked its
way west.
Operating a winch to lay sec
tions of track in place was too
tame for him, and he gave it
up after a few weeks.
Back "on the rails" again,
Harvey hitched rides on trains
heading west. And he got to
know quite a few yard detec
tives and local police officials
in his travels, as well as many
colorful residents of the hobo
jungles along the way.
Hobo Trade
He laughingly recalled one
incident that occurred in Palm
Springs, Calif. Hoboes had a
code to mark houses, taverns
and the like where good hand
outs could be had. Harvey ap
proached a house so marked
seeking a meal.
After chopping wood as the
price of the meal, he sat in the
yard "eating a plentiful repast."
He had worked up a thirst
cutting the wood and quickly
finished off a large container of
tea he had been given.
He called to the young
daughter of the lady of the
house and asked her to see if
her mother could spare some
more tea. "Well sir, she turned
and hollered out to the kitchen:
'Mama, the bum wants some
more tea.' Despite the deroga
tory description, I did get the
tea."
Again on the Hicks
Eventually, Harvey made it
back to San Francisco, where
he again signed on the Andrew
Hicks.
"The skipper, who had been
first mate aboard another ship
I had sailed on, didn't even
know me since I was using
another name again."
New name or not, his pay
was even less than before—$1
clear.
One ship which stands out
in his mind is the Fairport,
which he rode to Mexillones,
Chile, to pick up nitrate.
"I never missed a ship's de
parture unless I wanted to. I
didn't want any more of the
Fairport. On that ship we didn't
get much for bre^ast, nor
much for lunch, and even less
for dinner.
"So myself and a friend
jumped ship and began looking
for another headed toward
'Frisco. We found an Italian
one, •the Cognati, which was
anchored out in the harbor.
Time to Drink
"It seems the basic staple
aboard that ship was 'vino.'
After a few days of 'vino,' my
friend and I decided we wanted
some 'pisco.' So, we com
mandeered the skipper's launch
and went ashore for some
'pisco.'
"Sure enough the skipper
came looking for his launch.
He corralled us in a local pub,
but was really quite pleasant
about the whole thing. In fact,
he offered us jobs for the trip
back to 'Frisco. After some
thought, we decided we didn't
want a diet of vino and spaghetti
all the way back, so we de
clined the offer."
Along came 1914 and World
War I. Harvey was still sailing,
and even inadvertently con
tributed to the German cause
the following year.
He sailed on the Grace Line's
Cocique—loaded with 14,000
tons of food bound for Copen
hagen, supposedly for distribu
tion in Denmark, Sweden and
Norway.
Without Incident
Since America was not as yet
involved in the war, the voyage
across the North Atlantic went
REQUIEM
—Robert Louis Stevenson
Under the wide and starry sky
Dig the grave and let me lie.
Glad did I live and gladly die,
And my soul I put down with a will.
This be the verse you grave for me
Here he lies where he wants to be.
Home is the sailor, home from the sea,
And the hunter, home from the hill.
�Home Is the
Sailor, Home
From the Sea
got the yearning for a "differ
ent kind of adventure."
He wanted to fight' in the
war, but the U.S. still had not
entered the conflict. So he be
came a "soldier of fortune."
The French consul in Chicago
sent Harvey to New York to
talk with the consul there, who
"was glad to have me." Harvey
boarded a ship for Bordeaux,
where he joined the legendary
French Foreign Legion.
•)
l\
h.
If..
Good Outfit
The ttarmhek, shown above under full sail, is only one of srores of ships that Fred Harvey sailed on in
his career at sea. The last voyage for Harvey came very recently when he was bosun of the IFnrerlrce on
a shoil sail from Staten Island to South Street Harbor in !New York City. (See page 31.)
without incident until off the sailors did, welcomed the new
rights under the act. To illus
coast of Ireland.
trate
the "involuntary servitude"
In the middle of the night,
had previously endured
sailors
the ship was suddenly illumi
he
recounted
one experience.
nated by search lights. A British
destroyer pulled alongside. The
Expected Payoff
British skipper ordered the
He had signed aboard a ship
Cocique to proceed at ten knots
for the remainder of the night on a round-trip from New York
and to come to a dead halt at to Europe for "not less than
six months," but had com
sunrise.
She followed orders and was pleted the voyage in about four
boarded the next morning. The months. He naturally expected
British inspected her holds, and to be paid off when the ship
reached New York.
ordered the ship into port.
When they arrived at the Am
There they conducted a more
thorough inspection of the brose Lightship, a messenger
cargo. "Some of the crates I came aboard and said the ship
noticed for the first time were was to proceed to Norfolk.
stamped 'Hamburg, Germany,'
In Norfolk the ship sat at
but after one night in port; the anchor while the skipper travBritish destroyer escorted us • elled to New York to confer
back to the open sea and told with the owners. He returned
us to be on our way.
several days later and informed
the crew they were ordered to
German Cargo
head to San Francisco.
Indignant at this over-exten
"We pulled into Copen
hagen and began to unload our sion of their voyage, Harvey
cargo into a pierside ware and other members of the crew
house. The very next day went to see the Port Commis
freight cars and cargo ships sioner. He, however, informed
flying the German flag arrived them they were bound by the
in Copenhagen. They proceeded contract they signed when they
to load the stores from the boarded the vessel
So, they reluctantly sailed the
warehouse and from our holds.
I would estimate that over 90 ship through the Panama Canal
percent of all that food went to and on up to 'Frisco. "There
they delivered the clincher," he
the Germans."
There is another reason why recalled.
1915 stands out in Fred
Same Answer
Harvey's memory. This was the
They were told to sail to
year that the Seaman's Act,
South
America and pick up
sponsored by Sen. Robert LaFollette of Wisconsin, was some nitrate for delivery back
to the West Coast. Again
passed.
It provided "safety standards Harvey went to the Port Com-;
at sea to free seamen from in misioner, but received the same
voluntary servitude." It also answer he had gotten in Nor
gave them the right to leave a folk.
He finally contacted the
ship in designated ports with
out forfeiting their pay and im company representative, who
confered with the home office
proved working conditions.
Harvey, as probably all in New York. Though sym
September 1970
pathetic with Harvey's plight he
could only promise him to get
his pay up till that time. The
companies in those days did not
pay the costs of transportation
back to the port of embarka
tion.
. "I was making $25 a month
on that trip, but $25 a month
or not, 1 decided 1 wanted no
part of a trip to South America
right then. So, myself and two
Swedes took our pay and were
stranded in 'Frisco.
"The Seamen's Act put an
end to that kind of practice,"
he said. "It finally gave the
sailor some dignity."
Back on Rails
Shortly after this Harvey de
cided to pay a visit back in
Chicago. With the two Swedes,
he started riding the rails.
"Somewhere along the line one
of the Swedes missed a train
and we never did see him
again."
Once back in Chicago he
\ . .a
with
some
some
After two months of inten
sive training, he returned to the
European theatre. "It was a
good outfit to belong to," he
said. "1 was wounded several
times during the next few years,
but fortunately came out of it all
alive.
"You were supposed to be
bound to the Legion for at least
six years, but with the end of
the war they relaxed that regu
lation. I resigned from the Le
gion in September 1919.
From there it was back to
the U.S. and the sea. "I had
finally decided that the sea
would be my career. From then
on 1 stuck with sailing."
His career spanned three
more wars and took him all
over the world aboard every
type ship conceivable.
'Sailed 'Em All'
"I guess I've sailed on them
all," he says, and he begins to
name just a few of them:
Shenandoah, Palgrave, John
Ena, Barmbek, Longview Vic
tory, Lidica, Ines, Steel Design
er, Barbara Frietchie, Robin
Locksley, Seatrain New York,
Pandora, Suzanne. . . .
His home is filled with sou
venirs—mementoes from the
four corners of the world. Many
others have been misplaced or
given away.
In November 1965, the Fairland pulled into New York from
San Juan, Puerto Rico, and
Fred ' Harvey went ashore to
stay.
A 65-year career at sea, in
terrupted only for a few brief
intervals, came to an official
end.
But, there was still one trip
to be made. On Aug. 11, 1970,
Fred Harvey was called upon
to serve as bosun aboard the
Wavertree, an 1885-vintage
vessel traveling from Staten Is
land to the South Street Seaport
Museum across New York Har
bor.
The three-masted sailing ves
sel was purchased by the mu
seum as an exhibit and made a
6,000 mile voyage from Buenos
Aires, where she was being
used as a storage ship, to Staten
Island and then on to the South
Street piers. (See page 31.)
The Staten Island to South
Street trip marked the end of a
lengthy, illustrious career of an
old-time sailor.
The Old Days
He revels in talking about the
days when there were no able
seamen, or third cooks.
"In those days, all the crew
were sailors. We didn't have
various classifications or up
grading exams and so on. More
often than not, the thing that
got you your job were these (as
he holds up two gnarled,
clenched fists). Of course, there
was no union then, either, so
you didn't have anybody look
ing out for your welfare except
yourself."
Harvey joined the SIU in
1949 and still travels into
Brooklyn from Staten Island
where he lives with his wife,
for every membership meeting
at union headquarters.
At 84 he is still going strong
and admits an occasional in
clination to go back to sea.
"But, I guess I'm getting old,"
he says, "because the desire for
adventure isn't quite so strong
anymore."
career filled
memories—
sweet,
bitter.'
Page 29
�Final Departures
a
1
T
Ik
IS
a
Alexander L. Gnrskie
Alexander L. Gurskie, 71, an
SIU pensioner, died July 12 in
USPHS Hospital
in San Francisco.
He joined the un
ion in the Port
of New York in
1941 and sailed
in the steward
department." At
> retirement, Mr.
Gurskie had sailed for more than
40 years. A native of Poland,
he was a resident of San Pedro,
Calif. Among the survivors are
his sister, Mrs. Helen Arnone of
Simi, Calif. Mr. Gurskie was
buried in Santa Clara Cemetery
in Ventura, Calif.
Claude Hayes
Claude Hayes, 69, died July 31
in Mobile, Ala. An SIU pension
er since 1967,
Brother
Hayes
resided in Mo
bile. He joined
the SIU in 1939
at the Port of
Mobile and sailed
p as an able seaman and bosun
during 28 years at sea. He is sur
vived by a niece Mrs. Sadie Willingham. Burial was in Pine Crest
Cemetery, Mobile.
George L. Cox
George L. Cox, 18, passed
away in Brooklyn, N.Y., July 19.
He was a 1969
graduate of the
Harry Lundeberg
School of Seam a n s h i p and
sailed in the en
gine department.
Among his sur
vivors are his
mother and father, Mr. and Mrs.
George J. Cox of Brooklyn. Buri
al was in Calvary Cemetery.
Page 30
w»
<T
1*
at
A9
sa Schedule
T4
rJ-
to
II
la
L>
n
It
Ik
At
A3
aA
as
as
A7
OB
31
James C. Smith
James C. Smith, 52, died July
16 from injuries suffered in a
SIU-AGLIWD Meetings
fail
near
his
New
Orleans Oct. 13—2:30 p.m.
home in Jackson
Mobile"
Oct. 14—2:30 p.m.
ville,
Fla.
A
Wilmington
Oct.
19—2:30 p.m.
Tampa native, he
Oct. 21—2:30 p.m.
joined the SIU in San Fran
Oct. 23—2:30 p.m.
1968 in the Port Seattle
New
York
..Oct.
5—2:30 p.m.
ft
of New York
Philadelphia
Oct.
6—2:30
p.m.
and sailed in the
Baltimore
....Oct.
7—2:30
p.m.
engine
depart
Oct. 9—2:30 p.m.
ment. He served as a. pilot in the Detroilf
Houston
Oct.
13—2:30 p.m.
U.S. Air Force from 1942 to
United Industrial Workers
1957. Brother Smith is survived
by his mother Mrs. Mildred New OrleansOct. 13—7:00 p.m.
Oct. 14—7:00 p.m.
Smith of Jacksonville. He was Mobile
buried in Greenlawn Cemetery in New York ..Oct. 5—7:00 p.m.
Philadelphia Oct. 6—7:00 p.m.
Jacksonville.
Baltimore ....Oct. 7—7:00 p.m.
Evald A. Olson
l^Houston ....Oct. 13—7:00 p.m.
Evald A. Olson, 78, died in
Great Lakes SIU Meetings
Goddard Memorial Hospital, Detroit
Oct. 5—2:00 p.m.
Stoughton, Mass., Buffalo
Oct. 5—7:00 p.m.
July 15, after a
Alpena
Oct. 5—7:00 p.m.
long illness. A Chicago
Oct. 5—7:30 p.m.
native of Sweden,
Duluth
Oct. 5—7:00 p.m.
Brother
Olson Frankfort ....Oct. 5—7:00 p.m.
was a resident of
Great Lakes Tug and
West BridgewaDredge Section
ter, Mass. He
Chicago
Oct. 13—7:30 p.m.
joined the SIU in ,
tSault
1938 at the Port of Boston and
Ste. Marie Oct. 15—7:30 p.m.
sailed as an able seaman and
bosun during 21 years at sea. He
is survived by two nieces, Mrs.
Avis Peterson and Mrs. Elsie
Mittredge, both of Brockton,
Mass. Burial was in Forest Hills
Cemetery, Boston. .
Jack Goldman
Jack Goldman, 56, passed
away in Brooklyn, N.Y., July 26
of an apparent
heart attack. He
joined the SIU in
the Port of New
York in 1951
and sailed in the
steward depart
ment.
Brother
Goldman was a
Francis J. Fischer
veteran of the U.S. Army. He
Francis
John Fischer, 44,
was issued a picket duty card in
passed
away
June 8 in USPHS
1961. Among his survivors is his
Hospital in San
sister Mrs. Bessie Levine of
Francisco. A na
Brooklyn. Burial was in Montifitive of Buffalo,
ore Cemetery, Queens, N.Y.
N.Y., Mr. Fisch
John B. Kennedy
er
was a resident
John B. Kennedy, 40, died
Robert £. Greene
of
Oakland,
July 23 in Union Memorial Hos
Robert
Ernest Greene, 62, was
Calif. He joined
pital in his home
a
recent
SIU
pensioner. He died
the SIU in the
town of Balti
June 23 of heart
Port of Norfolk
more, Md., after
.
disease
in Portsa long illness. He in 1944 and sailed in the engine
I
mouth
General
joined the SIU in department as an oiler. He
I
Hospital,
Portswalked
daily
picket
duty
during
1951 and sailed
mouth, Va. Mr.
the
Robin
Line
beef
in
1962.
as
a
bosun.
Greene joined
Brother Kennedy Among his survivors are his
the union in the
is survived by his mother, Delia Fischer.
Port
of Norfolk
wife Jean. Burial was in the New
and
sailed
in the
Charles
L.
Moody
Cathedral Cemetery, Baltimore.
Charles
L.
Moody,
40, steward department as a chief
Sophoklis J. Tzortzakis
drowned July 5 in the Gulf of cook. A native of North Caro
Sophoklis J. Tzortzakis, 40,
• Mexico
near lina, Mr. Greene was a resident
died of an apparent heart attack
Galveston, Tex. of Portsmouth. Among his sur
A member of the vivors are his wife, Charlotte.
JuJy 1 in Hous
ton, Tex. A naSIU and Inland Burial was in Greenlawn Me
I tive of Greece,
Boatmen's Union morial Park, Chesapeake, Va.
I Brother Tzortzasince
1959,
Edgar A. Briggs
j kis was a Hous
Brother Moody
Edgar
Allan Briggs, 74, an
ton resident. He
sailed as an able SIU pensioner, died of" natural
joined the SIU in
seaman. He
causes May 15 in
served
U.S. Army from
Ashtabula
Gener
•IkNMill&B of Baltimore and 1956 to 1957. He is survived by
al
Hospital,
Ash
sailed as an able seaman and his wife Mary and two daughters
tabula,
O.
He
bosun. He is survived by his wife Carol and Elizabeth Louise of
joined
the
union
Rose. Burial was in Forest Park Galveston. Burial was in Galves
in Ashtabula and
Lawndale Cemetery, Houston.
ton Memorial Park.
sailed as a line
man in the Great
Lakes Tug and
Dredge Region. A native of New
SIU Welfare, Pension and Vacation Plans
York, Mr. Briggs was a resident
CASH BENEFITS PAID
of Ashtabula. He was a Navy
veteran of World War 1. Among
REPORT PERIOD JULY 1, 1970 to JULY 31, 1970
his survivors are his wife, Cath
NUMBER
erine. Burial was in Edgewood
SEAFARERS' WELFARE PLAN
BENF^-ITS
^ PAm
Cemetery, Ashtabula.
Scholarship
1 $
750.00
Sidney A. Sanford
Hospital Benefits
4,056
97,786.17
Sidney
Arthur Sanford, 43,
Death Benefits
30
70,500.00
died
of
pneumonia
July 8 in
Medicare Benefits
604
2,416.80
USPHS
Hospital
Maternity Benefits
38
7,600.00
in
San
Francisco.
Medical Examination Program
1,058
31,809.34
A native of De
Dependent Benefits (Average) $479.35 1,372
65,566.63
troit,
Mich., Mr.
Optical Benefits
596
8,870.23
Sanford
was a
Meal Book Benefits
433
4,328.90
resident
of
New
Out-Patients Benefits
4,725
37,154.00
Orleans, La. He
joined the SIU in
Summary of Welfare Benefits Paid
12,913 . 326,782.07
the
Port of New
Seafarers' Pension Plan—Benefits Paid 1,588
384,547.75
Orleans in 1963
Seafarers' Vacation Plan—Benefits Paid
and sailed in the engine depart
(Average $564.43)
1,378
690,851.20
ment as a fireman-oiler; He was
a Navy veteran of World War
Total Welfare, Pension & Vacation
11. Among his survivors are his
Benetits Paid This Period
15,879 $1,402,181.02
mother, Mrs. Lenore Sanford of
Madison Heights, Mich.
a
A
fA T
of
Membership
Meetings
Buffalo
Oct. 14—7:30 p.m.
Duluth
Oct. 16—7:30 p.m.
Cleveland ....Oct. 16—7:30 p.m.
Toledo
Oct. 16—7:30 p.m.
Detroit
Oct. 13—7:30 p.m.
Milwaukee ..Oct. 13—7:30 p.m.
SIU Inland Boatmen's Union
New OrleansOct. 13—5:00 p.m.
Mbbile
Oct. 14—5:00 p.m.
Philadelphia Oct. 6—5:00 p.m.
Baltimore (li
censed and
unlicensed)Oct. 7—5:00 p.m.
Norfolk
Oct. 8—5:00 p.m.
Houston
Oct. 13—5:00 p.m.
Railway Marine Region
Philadelphia Oct. 13—10 a.m. &
8 p.m.
Baltimore ....Oct. 14—10 a.m. &
8 p.m.
•Norfolk ....Oct. 15—10 a.m. &
8 p.m.
Jersey City ..Oct. 13—10 a.m. &
8 p.m.
^Meeting held at Galveston
wharves.
tMeeting held in Labor Tem
ple, Sault Ste. Marie, Mich.
•Meeting held in Labor Tem
ple, Newport News.
Directory of Union Halls
SIU Atlantic, Gulf, Lakes
& Inland Waters
Inland Boatmen's Union
United Industrial
Workers
PRESIDENT
Paul Hall
DULUTH, Minn
2014 W. 3d St.
(218) RA 3-4110
FRANKFORT, Mich
P.O. Box 287
415 Main St.
(616) EL 7-2441
HOUSTON, Tex
5804 Canal St:
(713) WA 8-3207
JACKSONVILLE, Fla
JERSEY CITY, N.J. ..99 Montgomery St.
-(301) HE 5-9424
.MOBILE, Ala. .".
1 South Lawrence St.
(305) HE 3-1764
NEW ORLEANS, La
EXECUTIVE VICE PRESIDENT
Gal Tanner
VICE PRESIDENTS
Earl Shepard
A1 Tanner
Lindsay Williams
Robert Matthews
SECRETARY-TREASURER
A1 Kerr
HEAlXiUARTERS ... 675 4th Ave., Bklyn.
(213) HV 9-660U
ALPENA, .Mlch^ ..
800 N. Second Ave.
(517) EL 4-3616
BALTIMORE, .^lil. ..1316 E. Baltimore St.
(301) EA 7-4900
BOSTON, .Mass. ..
663 Atlantic Ave.
(617) 482-4716
BUFFALO, N.Y.
735 Washington St.
SIU (716) TL 3-9259
IBU (716) TL 3-9259
CHICAGO, III.
9383 Ewing Ave.
SIU (312) SA 1-0733
IBU (312) ES 5-9570
CLEVELAND, O.
1420 W. 35th St.
(316) MA 1-5450
DETROIT, .Mich. 10235 W. Jefferson Ave.
(313) VI 3-4741
2608 Pearl St.
(904) EL 3-0987
NORFOLK, Va
630 Jackson Ave.
(504) 529-7546
115 3d St.
(703) 623-1893
PHILADELPHIA, Pa
2604 S. 4th St.
(215) DE 6-3818
PORT ARTHUR, Tex
534 Ninth Ave.
SAN FRANCISCO, CaUf. 1531 Mission St.
(415) 626-6793
SANTURCE, P.R. ..1313 Fernandez Juncos
Stop 20
734-3848
SEATTLE, Wash
ST. I.OUIS, .Mo
2505 First Ave.
(206) MA 3-4334
4577 Gravols Ave.
(314) 753-6500
TA.MPA, Fla
312 Harri.son St.
(813) 339-3788
TOLEDO, O
935 Summit St.
(419) 248-3691
Wii..MINGTON, Calif
450 Seaside Ave.
Terminal Island, Calif.
(213) 832-7285,
VOKOHA.MA, .Iai>an
IseyaBldg.,
Room 801
1-2 Kalgan-Dorl-Nakaku
2014971 Ext. 281
Crewmen on New York Sfopover
Crew members of the Steel Architect (Isthmian) are shown on deck
while the ship was "topping off" in New York prior to a trip to India.
From left are; Charles D'Amico, bosun; "Frenchy" Macip, able sea
man, and, Gene Nolan, carpenter.
1
�•f-'
Tnilip'^WroM «'•." rell^ral Seafarer FreJ
Harvey sailed the world's oceans for some
65 of his 84 yonlhful years.
Pg«@£r
-r„ J
s,«ai
^
originally appeared in ihe late ISOOs, the three-masted Waverlree was a prond sight to behold asshe
traversed the Seven Seas of the world over a 25-year span.
i:' •- ;•
,.. v-
®5;fe>Si;SSss5;V). s':
Them Both Weil
nphey were the products of the same
X age—the age of sail. They got to
gether one August afternoon for a final
voyage. It was even a family affair, for
he had known her sister well.
A crusty old sailor, Fred Harvey,
kept his date as boatswain for an old
lady, the Waver tree, for the trip from
Staten Island to the South Street Sea
port Museum on lower Manhattan.
For Harvey, 84, an SIU pensioner, it
was the renewal of an old family ac
quaintance—in 1906 he sailed to Syd
ney, Australia, on the Fulwood, a sister
ship of the Wavertree. ¥OT the IFavertree, it was the final leg of a journey to
a new home.
. f
Built in England in 1885, the IFav^rtree plied the oceans for some 25 years
until strong gales off Cape Horn ripped
away her mainmasts and her fore and
mizen masts. She became nothing more
than a storage hulk and sand dredge
until purchased by the museum in
1968.
Before reaching her new museum
home, the Wavertree, her beauty
marred by the years as a storage hulk,
had to make the long trip from Argen
tina, She underwent repairs on Staten
Island before making the final leg of the
trip. Museum officials plan to spend $1
million to restore the beauty from the
age of sail.
Riding high put of the water, the ship pulls into h«r h*>"' berthing
;;i, --place,at the..South Street'pier,. :;,:/?^;;.-
;y
ff'
September 1970
Page 31
�SEAFARERS
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION . ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
•V
SlU Crew Conferences
11
A continuing series of SIU Crew Conferences has been launched at
the Harry Lundeberg School of Seamanship to give Seafarers an op
portunity to learn more about their union and their industry in the re
laxed atmosphere of the Piney Point, Md., base.
1.
Eligible Seafarers will spend 10 days at Piney Point, attending classes
for four hours a day on five of those days. The rest of the time they will
be free to exchange information and experiences with other Seafarers,
and use the extensive recreational facilities.
Members attending the SIU Crew Conferences will receive room
and board and laundry, transportation to and from key ports, including
New York, Baltimore, New Orleans and San Francisco, and $8 a day
to cover incidental expenses.
Twelve conferences have been scheduled to begin each Friday
through Dec. 3, with the exception of Thanksgiving Day week. Mem
bers attending the Conferences will arrive at Piney Point on a Friday,
have the weekend free, will attend classes from 8 a.m. to noon Monday
through the following Friday, and will be returned to the ports on
Sunday.
Boxing smokers will be held each Saturday following an outdoor
barbeque. Boating, fishing, crabbing, card playing, pool, swimming,
and other sports and recreational activities will be available. Each night
a feature movie will be shown on the Cinemascope screen in the theater
aboard the school ship Zimmerman.
Entertainment will also be furnished nightly in the Anchor Room
Restaurant and Lounge.
WHO IS ELIGIBLE?
Seafarers, to be eligible, must:
• Have a rating and/or a year or more of seatime.
• Have shipped at least 90 days in the past year.
• Have shipped at least one day in the past 90 days.
HOW TO APPLY
Eligible members may apply for the SIU Crew Conferences through
their port agent at any port. Or they mal fill out the coupon on this
page and mail it to:
SIU. Crew Conferences
Harry Lundeberg School of Seamanship
Piney Point, Md. 20674
To:
SIU Crew Conferences
Harry Hundeberg School of Seamanship
Piney Point, Md. 20674
<\
•I
T
Agenda of Knowledge
Seafarers attending the SIU Crew Conferences will participate in
discussions on the following five basic subjects:
SIU CONTRACT
This topic will include a discussion of the complete contract, includ
ing the new benefits negotiated this month. In addition, facts will be
presented on the economics of the shipping industry, the legislative
efforts of the SIU and the impact that passage of the Merchant Marine
Act of 1970 would have on both Seafarers and ship operators.
SIU CONSTITUTION
In addition to a report on the union's constitution, they will discuss
the meaning of constitutions in general, as well as the effect of govern
mental constitutions—federal, state and local—upon all Americans.
SIU HISTORY
Seafarers will discuss their union's dynamic history and how it can
be used to meet the challenges of tomorrow. Blended into this group
discussion will be the history of the trade union movement.
I would like to attend one of the SIU Crew Conferences.
Name
Port
Card Number
My first three choices, in order of preference, are: (place the numbers
I, 2 and 3 beside the dates that are your first, second and third choice)
for Conferences that begin on:
(
) September 25
II October 30
(
) October 2
I
) November 6
(
) October 9
(
I November 13
I
I October 16
I
) November 27
I
I October 23
I
I December 3
SIU PENSION, WELFARE AND VACATION BENEFITS
This discussion will detail the benefits that have been won through
collective bargaining over the years. It will also provide a forum for
discussion of the economics of the industry as it affects pension, wel
fare and vocation plan funding.
SIU MEMBERSHIP MEETINGS
Both port and shipboard meetings will be reviewed. Special emphasis
will be given to the Permanent Ship's Committee which is designated
in the SIU AGLIW District contract and the reasons for negotiating
an hour of overtime for. delegates attending the Sunday shipboard
meetings. Efficient shipboard safety and operation will also be discussed.
lis
�
Dublin Core
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI 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
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
September 1970
Description
An account of the resource
Headlines:
WAGE, FRINGE BENEFIT PACKAGE IN NEW SIU CONTRACT VALUED AT $100 A MONTH
COMPLETE TEXT OF SIU’S AGLIW AGREEMENT
NEWS ABOUT ECONOMY SHIFTA 180 DEGREES
TANKER OVERSEAS ALASKA LAUNCHED IN BALTIMORE
OVERSEAS ALICE CREW IS LAUDED FOR PILOT RESCUE
MANHATTAN, SIU CREW SAIL TO MIDEAST
MEANY COMMENTS: STRIKES TO POLITICS
TWO REFITTED SHIPS CREW UP, LEAVE PORT OF NORFOLK
SAFETY COUNCIL CITES SIU-MANNED SHIPS IN CALMAR CORP FLEET
JOHN FOX, MARITIME LABOR PIONEER, DIES
MARITIME PROBLEMS IN FOCUS IN DC
SIU NEGOTIATES ’20-AT-55’ PENSION
JOBS, PENSIONS ON LINE IN FIGHT TO SAVE FLEET
FARM WORKERS BATTLING FOR BETTER LIFE
ACTIVITIES CONTINUE AT PINEY POINT
THE LINK TO MEN AT SEA: SHIPS’ COMMITTEES
VACATION CENTER’S FIRST YEAR A SUCCESS
THIS BE THE VERSE YOU GRAVE FOR ME – HOME IS THE SAILOR, HOME FROM THE SEA
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
09/1970
Format
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Newsprint
Type
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Text
Identifier
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Vol. XXXII, No. 9
1970
Periodicals
Seafarers Log