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SEAFARERS#LOG
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
JULY 1,19'
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Be it enacted hy the Senate and House of. Bepresenta-
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4 U.S.O. 1101) , is amended as follows:
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Oil all fotfres .
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Other Unions Critrcize Indictment of SlU•—See Page 11
Building Blocks for a Better Union—See Pages
13-24
�National Health Insurance
Called Top Priority Issue
Wasiiington
A national health insurance program for all
Americans "no later than 1971" has been urged
by labor leaders.
Two labor organizations—the AFL-CIO and
the United Auto Workers—are pushing for a
bill that would encompass the best of two differ
ing measures introduced in the U.S. Senate.
Testifying before the Senate Labor Commit
tee, AFL-CIO President George Meany said
"there is general agreement in every sector of
American life that action must be taken" to
bring to the American people medical services
that exist, but for one reason or another are
not available to a great number of the people.
Meany and Leonard G. Woodcock, President
of the UAW, both conceded that Congress would
not act this year, but insisted that Congress must
not delay action beyond 1971.
Meany disputed claims of the Nixon Adminis
tration, which is opposed to such legislation,
that the program would be too costly. Meany
said there was no reason for the American
people to spend more on medical care than they
do now. "It is a matter of correcting the abuses
that occur under today's system," he added.
He outlined six basic goals to be achieved:
• Enactment of a program that covers every
man, woman and child in the nation. .
• Comprehensive benefits taking in every
thing needed for the patient.
• Financing of the program like Social Secu
rity with the federal government and employers
splitting the remaining payroll costs.
• All medical services on a pre-payment basis.
• Free choice of physicians and free choice
of health delivery systems.
• Better organization and delivery of health
care.
Woodcock, testifying for the UAW, said only
national health insurance "can control sky
rocketing medical costs and prevent the collapse
of the American health care system."
He also countered Administration claims diat
the United States cannot afford medical in
surance, declaring that today's health insurance
industry is wasting more than $1 billion an
nually through duplication of administration,
useless advertising and general inefficiency.
Bowman Named to MARAD Position
Examining New Contract
All hands at the September membership meeting in New York study
the memorandum of agreement between the SIlT and its contracted
companies before voting overwhelmingly to accept the new contract.
Washingttm
Roy G. Bowman, general
counsel for the Maritime Ad
ministration, has been appoint
ed deputy administrator for pro
gram implementation.
He will assume control of
the day-to-day process of get
ting the recently enacted mari
time program under way. In
addition. Bowman will be in
charge of the new active role in
international affairs which
Maritime Administrator An
drew Gibson envisions for the
agency.
He also will have overall
supervision of the agency's con
tract compliance program
which will enforce federal em
ployment opportunity standards,
in shipyards, among ship oper
ators and on the docks through
out the country.
~ PRESIDENTS REPORT
. (i
, 4
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mm
mi
"W/^en Congress passed and sent to President Nixon
^ the Merchant Marine Act of 1970, it took an
enormous first step toward the long-overdue recon
struction of the American-flag merchant marine. Sea
farers did their part—and more—during the years of
battle that led to passage of the Act.
We can look to the bill and see the prospect of
hundreds of new ships—each providing good jobs and
decent living and working conditions for the future.
We can see in it new strength for our fleets on the
Great Lakes and in the Alaska-Hawmi-Puerto RicoGuam routes. And visions of help for our antiquated
fishing fleet are there, too.
After we have enjoyed the view, we can shake
ourselves back to the reality of the fight that is yet
to be won.
That fight involves cargo.
A thousand new ships anchored at every American
port won't provide a single new job unless we do our
share in the effort to put cargo in the holds.
It will take a minimum of two years for the ships
called for in the Merchant Marine Act of 1970 to
come down the ways. During that time, we must use
all our energies to promote the use of American-flag
ships by all who use oceanborne transportation—gov
ernment as well as private industry.
We have some things going for us, including an
ally in the U.S. Department of Commerce and its
Maritime Administration (MARAD). MARAD has
already opened a "ship-American" program on a na
tional scale. And the SIU, as well as our sister unions
in the AFL-CIO Maritime Trades Department's Port
Councils, are involved in cooperative programs.
The Merchant Marine Act of 1970 provides an ad
ditional possibility of help. It gives the Secretary of
Commerce the authority to police the Cargo Prefer
ence Laws that some federal agencies have been
thumbing their noses at for years.
Congress, in passing these laws, ordered that not
less than 50 percent of all federal cargo be shipped
in American-flag vessels. With the exception of the
Military Sealift Command, the will of Congress has
been flagrantly violated time and again by agency
upon agency.
The tramp fleet has all but been ignored by two
major shippers of government cargo, the Department
of Agriculture and the Agency for International De
velopment. We now intend to use our full strength to
persuade the Secretary of Commerce to nudge those
who are reluctant to follow the law into providing
American-flag ships—and especially the tramp fleet—
with no less than 50 percent of government cargoes.
Tn addition, we will again be impressing upon all
within range that the 50 percent figure is a
minimum and that the federal government, if for no
other reason than to set the example that it supports
its own nation's merchant fleet, should be placing all
of its cargo aboard American-flag vessels.
The Merchant Marine Act of 1970 contains addi
tional help. The construction and operating sub
sidies, together with tax-deferment privileges for ship
construction, all of which previously had been pro
vided to only a handful of liner operators, will now
be available to all.
This federal' assistance in ship construction and
operation will give many operators the edge they
need to compete with foreign-flag operators in the
battle for cargo, especially that cargo being shipped
to and from the United States.
The new ships now programmed for construction
will be swift, technologically modern and sufficiently
large to provide the speed, service and reliability that
attracts business from private industry.
Operators of these ships will have an additional
advantage. They will have the skills of the American
by Pm HAU
Seafarer, the best-trained, most efficient craftsman to
be found in all the world's fleets.
Our job is to see to it that this combination of man
power, ships and service is promoted so effectively
that cargo will be generated in huge amounts. We
must not only meet, but exceed President Nixon's
goal of having 30 percent of all American imports
and exports carrigd in American-flag vessels by the
mid-1970s.
The Merchant Marine Act of 1970 has made a
significant contribution toward our future success.
It closes out an era that began 34 years ago, and in
troduces a new set of rules designed to allow the U.S.flag fleet to compete in the trade patterns of today.
While it does not bring instant relief to our severe
problems, it does supply the hope that is always re
quired to continue a tough job.
While it was the collective contribution of all Sea
farers that brought us the Merchant Marine Act of
1970, we owe special recognition to Phil Carlip, our
union's veteran legislative representative in Washing
ton. Phil has for many years been front and center in
persuading Congressmen to consider our goal. The
votes for the bill in the House of Representative—
307-to-l on the House version and 343-to-4 on the
final measure—stand as a tribute to his ability and
determination in representing the best interests of
Seafarers. His performance has been truly outstanding.
the Senate side, we were fortunate to have in our
Oncorner
the dedicated skills of another SIU veteran,
Bilf Moody. Bill carried the SIU message to every
Senator, and the vote reflects his work. The Senate
approved the first version of the Act by a 68-to-l
count. When the measure was presented for final
passage, not a single "nay" could be heard in the
voice vote.
These men, and many others like them, are the
, stuff of which a strong Seafarers International Union
is made.
Seafarers Log
ji
�Senate,House
Give Maritime
Bill Approval;
Sent to Nixon
Washington
Congress has overwhelmingly
approved the Merchant Marine
Act of 1970 and sent it to
President Nixon for his signa
ture, climaxing the long struggle
to bring new life to the dying
American-flag merchant marine.
The House, in a roll call vote,
approved the Act by a 343-to4 count. The Senate, with near
ly 70 senators on the floor,
adopted the measure by a voice
vote without a dissent being
heard.
Many provisions of the Act
have had the active support of
the Seafarers International Un
ion, including the massive ship
building program that will
vastly expand and improve the
nation's bulk-carrier fleet.
(Where was NMU President
Joe Curran during the battle for
passage of the Merchant Marine
Act of 1970? He was leading
the opposition. An editorial on
page 10 sets the record straight.)
- The measure, initiated by the
Nixon Administration, is ex
pected to have the greatest im
pact on the maritime industry
of any legislation since the Mer
chant Marine Act of 1936,
which first initiated federal sub
sidies for the merchant marine's
liner trades.
Paul Hall, president of the
SIU and the AFL-CIO Maritime
Trades Department, a group of
42 national and international
unions affected by maritime af
fairs, said the Act "offers the
mechanisms to bring a new life
' of vigorous activity to an in
dustry that has been nearly
knocked to its knees."
He said the SIU, along with
the MTD, will do "aU they can
to see to it that the opportu
nities provided by the Merchant
Marine Act of 1970 are ful
filled. We see this Act as a
means of developing for our na
tion a merchant marine that
can effectively compete for the
world's waterborne commerce."
Hall cautioned that passage
of the measure "marks only
the end of the first battle.
"We must now devote our
full energies to aiding the Departnient of Commerce in its
campaign to bring cargo to a
fleet of modern, efficient Ameri
can-flag vessels. A great in
crease in cargo is necessary if
we are to reap the full benefits
of the tool Congress has made
available," he said.
"This will demand maximum
cooperation between labor,
management and the govern
ment," he said. "The Seafarers
International Union will do its
full share."
Maritime Administrator An
drew E. Gibson has hailed the
bill as "the most significant
legislation affecting the Ameri
can merchant marine industry
since the Merchant Marine Act
of 1936."
In rapid succession, the Sen
ate made some significant
. changes in the House-approved
version of the bill, the con
ferees of the two Houses of
Congress, reached agreement
and both the Senate and the
House of Representatives
adopted the conference com
mittee's report.
The final version contained
nearly all of the additions
adopted by the Senate, with the
exception of exempting the his
toric Mississippi ]^ver paddlewheeler, Delta Queen, from
maritime safety regulations to
allow it to continue to operate
as an excursion vessel.
Here are the highlights of
what the Merchant Marine Act
of 1970 provides:
^ An authorization to
spend federal funds to
finance a share of the con
struction cost of 300 new cargo
vessels in the foreign trade in the
next 10 years.
^ A helping hand through
tax deferment privileges
for all American-flag operators.
This will permit operators to
use funds from profits that
otherwise would have been paid
in taxes for the construction of
new vessels, resulting in re
ducing the amount of money
that must be accumulated to
pay for building a new ship by
half.
The tax-deferment program
has been limited to 14 liner
companies operating on fixed
routes since it was established
in the Merchant Marine Act of
1936.
The new bill extends the
privilege to all operators serv
ing the foreign trade routes. In
addition, it provides the taxdeferment program to opera
tors serving the Great Lakes,
the noncontiguous trades
routes to, from and between
Alaska, Hawaii, Puerto Rico
and Guam, as well as the fish
ing industry.
^ Extension of both con
struction and operating
subsidies to bulk carriers. Hiese
subsidies, too, had been avail
able only to the handful of
liner operators since 1936.
^ The Secretary of Com
merce with the authority
to administer and police Cargo
Preference Laws. This gives the
Secretary of Commerce the
power to see to it that all fed
eral agencies carry out the will
SEN. WARREN MAGNUSON
.... chaired Senate committee
ANDREW E. GIBSON
. . . represented Administration
REP. EDWARD A. GARMATZ
. . . chaired House committee
of Congress when it passed
laws ordering that no less than
half of all federal government
cargoes be shipped in Ameri
can-flag vessels.
sel construction program and
$600 million annually there
after.
• Generation of 444,000
man-years of employment for
manufacturing employees (skill
ed and semi-skilled), much of
which will be in poverty areas.
• An amelioration of the
decline in seagoing jobs which
otherwise would drop by 50
percent by 1980.
"There is little legislation
that is so urgently needed or
about the need for which there
is such overwhelming agree
ment," Long asserted. "Our de
fense requires it. Our com
merce requires it. Our balance
of payments and the continued
vitality of our nation require it.
"For the first time in many
years we have before us a
maritime program that has the
full support of the Administra
tion," he continued, "the over
whelming backing of the House
of Representatives, and the
near unanimous concurrence of
those in the private sector whose
cooperation will be required to
make the program work."
Senator Warren G. Magnuson (D-Wash.), chairman of the
Senate Commerce Committee
and one of the sponsors of the
Act, told his fellow senators
that:
"This bill represents the
necessary governmental com
mitment to revitalize our mer
chant fleet. The bill lays the
legislative groundwork for a
long overdue rehabilitation of
our maritime capability to meet
the urgent needs of our com
merce and defense."
He noted that the United
States, which accounts for a
third of all the world's com
merce, has a fleet that ranks
fifth in the world on a tonnage
basis.
"Approximately three-quar
ters of our foreign-trade fleet
consists of obsolete, over age
vessels that will disappear with
in the next five years," he add
ed. "We face a problem of mas
sive block obsolescence that is
reaching crisis proportions."
Magnuson said that the Mer
chant Marine Act of 1936 had
ignored the bulk trades which,
since that time, have "grown
tremendously. Presently, our
liner trade involves the carriage
of about 46 millions tons an
nually while our bulk trades
have grown to almost 350 mil
lion tons.
"This bill is designed to re
duce our dependence on foreignflag ships in the transportation
of the raw materials our country
needs for defense purposes and
to keep our economy growing."
Senate Minority Leader Hugh
Scott (R-Pa..) introduced the
successful move to eliminate the
interest debt and all future in
terest payments on the con
struction cost of the St.
Lawrence Seaway.
Senator Walter Mondale (DMinn.), a strong advocate of
the move, said shipping on the
Great Lakes was in great need
of assistance, noting that "the
lake ports are handling only 2.5
percent of the U.S. overseas
waterborne trade.
"Virtually no U.S. govern
ment cargo is shipped abroad
out of Great Lakes ports," he
reported. "For example, the
Department of Defense alone
exports almost 30 million tons
in a year and only 2,000 tons
were shipped through Great
Lakes ports in 1968. This
amounts to less than 1/100th
of 1 percent of the total De
fense exports. In contrast, ap
proximately 35 percent of the
material exported by the De
partment of Defense originated
in the Great Lakes area."
Senator Winston Prouty (RVt.) told his fellow senators
that he supported the Act be
cause it will "chart the course
for the revitalization of the
American maritime industry for
which many of us have labored
so arduously over the past sev
eral years."
Senator Daniel K. Inouye CDHawaii) said the measure was
of particular importance to resi
dents of his state because of the
(Continued on Page 10)
^ Elimination of the inter
est on the construction
debt owed by the St. Lawrence
Seaway Development Corpora
tion, as well as the future in
terest on the debt. This will end
the threat of substantial toll in
creases which could have re
duced shipping through the sea
way. Income from the current
toll schedule will be used to
pay operating and maintenance
costs, as well as the original
construction cost over the next
39 years.
^ A system to phase out
the "runaway" fleets of
the unsubsidized operators. The
program allows those who oper
ate both American-flag and
foreign-flag fleets to qualify for
subsidies for their Americanflag ships only if they "freeze"
their foreign-flag holdings as of
April of this year.
These dual operators will not
be allowed to add new ships to
their foreign-flag holdings. Nor
will they be permitted to re
place any foreign-flag ship that
is scrapped or lost. And they
must totally end their foreignflag operations within 20 years.
^ That all components of
all American-flag ships
must be made and assembled
in the United States. The Sec
retary of Commerce is granted
the power to permit the pur
chase of minor vessel parts
abroad, but only under special
circumstances that would result
in unreasonable delays in ves
sel deliveries.
The Senate vote on the bill
was 68-to-l, with Senator"
John Williams (R-Del.) casting
the lone "no" vote. The House
had approved the Act by a
307-to-l vote.
Chief spokesman for the bill
on the Senate floor was Senator
Russell Long (D-La.), chair
man of the Merchant Marine
Subcommittee of the Senate
Commerce Committee.
He characterized the meas
ure as "a program to revitalize
our Merchant Marine Act so
that it will be viable and work
able in wartime and in peace."
In a statement distributed to all
Senators, Long listed the bene
fits that the bill would provide.
They are, he said:
• A modern merchant fleet
capable of meeting the needs of
our commerce and defense.
• An improvement in our
balance of payments estimated
at $2.9 billion during the ves-
SEAFARERS^ItOG
Oct. 1970 • Vol. XXXIII. No. 10
OfUcial Publication of the
Seafarers International Union
of North America,
Atlantic, Gulf, Lakes
and Inland Waters District,
AFL-CIO
Executive Board
Paul Hall, President
Gal Tanner
Earl Shepard
Exec. Vice-Pres. 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 District, AFL-CIO, 675
Fourth Avenue, Brooklyn, N.Y.
11232.
�Congressmen Stress
Importance of New
Merchant Marine Act
As the Merchant Marine Act
of 1970 neared final passage in
Congress, three members of the
House of Representatives reemphasized the vital importance
of the legislation to the mari
time industry in particular, and
to the nation in general.
Rep. James J. Howard (D.N.J.) said that final enactment
of the bill could relieve an
enormous eccwiomic problem
which has been confronting the
maritime industry for some 25
years.
An accelerated ship con
struction program is not enough
in itself warned Rep. Otis G.
Pike (D-N.Y.). He said that
new ships will prove useless
unless there is cargo for their
holds.
Rep. Robert O, Tiernan (DN.J.) said that final passage of
the act will be a history making
event in that it would pave the
way for a successful future for
the entire maritime industry.
The Congressmen presented
their views at recent weekly
luncheons in Washington spon
sored by the AFL-CIO Mari
time Trades Department, with
which the SIU is affiliated.
These luncheons provide the
only continuing, educational
forum dealing exclusively with
maritime problems and legisla
tion, and feature addresses on
these issues by representatives
of government, labor and busi
ness.
Seek 'Common Goal'
Congressman Howard said
the maritime philosophy em
bodied in the act will achieve
success only if government, in
dustry and labor pool their re
sources "to meet a common
goal."
If this is done, he said, the
new philosophy could bring "a
massive economic problem out
of the comer where it has been
allowed to mildew for over a
quarter of a century."
With the scheduled phase-
out of 395 World War Il-vintage ships in the next four years,
Rep. Howard pointed out that
the foreign-trade, Americanflag fleet will be reduced to a
mere 272 ships.
He also cautioned against any
visions of immediate results
once the act is signed into law.
"The fleet will not see solid
results in the form of new ships
until most of the vessels in the
current fleet
have been
scrapped," Howard said. "This
means that under the best of
circumstances, our nation will
be woefully weak in its carrying
capacity in the near future."
However, Howard warned
that the U.S. cannot allow itself
to "become bait" for other na
tions by being dependent upon
them to transport its trade.
"It is paramount that we not
only provide ships under the
American flag, but that we also
follow through on a program
that shows it pays to 'Ship
American'," he concluded.
Such action, he said, "is des
perately needed and needed
now. The proud old warhorses
that make up the bulk of the
current fleet are being cut up
for scrap at a phenomenal rate.
Scores of vessels are making
their last profit for their own
ers as they fall before the shipbreakers' torch at a time when
scrap metal prices are at an alltime high, particularly in
Japan."
He said that statistics on the
position of the U.S. merchant
fleet in relation to the rest of
the world were "dreary."
"There is to me—and I pre
fer to be an optimist—one lone
some advantage in these dreary
facts. That advantage is that
we have no place to go but up."
Cargo Needed
The necessity of supplying
cargo for the holds of these pro
posed new ships was reiterated
by Rep. Pike.
He said that while the gov-
M. Weisberger Fe+ed by MTD
In RecogniHon of Long Service
San Francisco
Morris Weisberger, vice
president of the Seafarers In
ternational Union of North
America, was guest of honor
at a testimonial dinner spon
sored by the AFL-CIO Mari
time Trades Department Port
Council of the San Francisco
Bay Area.
The dinner recognized Weisberger's service to the council,
of which he is president, and his
40 years of involvement with
the maritime labor movement.
Paul Hall, president of the
SIU and president of the AFLCIO Maritime Trades Depart
ment was toastmaster at the
dinner. Frank Drozak, West
Coast representative of the SIU,
was dinner chairman. San
Francisco Mayor Joseph Alioto
Va,o>-i
was the principal speaker.
Weisberger, whose career as
a sailor began in 1926, helped
organize the Sailors Union of
the Pacific in 1936 and was
the SUP's East Coast repre
sentative until 1957 when he
succeeded the late Harry
Lundeberg as secretary-treasur
er of the SUP. He is also a
vice president of the California
Labor Federation.
Anti-Strikebreaker
Tacoma, Wash.
The city council here has
passed an ordinance protecting
strikers from the importation of
strikebreakers. The ordinance
came after employers used
strikebreakers in a construction
industry dispute last February.
Rep. James J. Howard
Democrat of New Jersey
"t-
"This now philosophy could
hring a mossivo oconomic
prohiom out of tho coraor
whoro it has hoon uiiowod
to miidow."
ernment is taking steps to re
vitalize the fleet, "we must look
to the private sector for any
significant impact upon the
ration of American imports and
exports being delivered in
American-flag ships."
"We can build ships, but un
less we put cargo in their holds
the ships we build will be use
less," he said.
He acknowledged that the
proposed new ships were neces
sary to replace the "old, ineffi
cient ships in the fleet now."
"But no nation can long
stand strong," he said, "when
less than five percent of its im
ports and exports are carried in
the holds of its own vessels."
Pike stressed that ship con
struction and cargo for thenholds are mandatory "if we are Rep. Otis G. Pike
to have a strong, vital merchant Democrat of New York
"No nation con long stand
marine contributing to our na
strong when loss tiran fiuo
tion's defense and economy."
And, he said, new construc
porcont of its imports and
tion is justified by the many
oxports nro cnrri^ in tho
years the merchant marine has
holds of its own vossois."
given "us service beyond loy
alty, service that has been
truly loving in its nature."
As a way to clear the debt
the nation owes its merchant
fleet, "we must move strongly
toward the successful implemen
tation of the 'ship-American'
program of the Commerce De
partment and the Maritime Ad
ministration."
Rep. Tiernan said passage of
the bill is "a history making
event" because "it will help
others and contribute to a
stronger America."
Thousands Benefit
The people it will help, he
said, will
"thousands upon
thousands of jobless men and
women who will be needed in
the shipyards to construct
hundreds of new vessels, plus
thousands upon thousands more
who will make the components Rep. Robert O. Tiernan
and provide the services that Democrat of Rhode Island
will be required by those ships."
He said that unemployment
"(The Act) will replace a
will hot be the only area direct
rusting, slow and generally
ly affected. "It will replace a
inefficient merchant marine,
rusting, slow and generally in
with a fleet of swift, technoefficient merchant marine with
iogicaiiy-advanced ships."
a fleet of swift, technologicallyadvanced ships . . . that will be
able to take on all comers in
the fiercely competitive world
of oceanborne commerce,"
Tiernan said.
He pointed out that "fisher
men look to the Merchant
Marine Act of 1970 as a way to
replenish their antiquated ships,
as do those members of the
Great Lakes fleet."
The passage of the bill
should also prove to be a boon
to the economies of the non
contiguous trade areas, accord
ing to the Congressman.
All in all, he said, the bill
allows "the maritime industry
to glow about the prospects for
the future."
"This," the congressman
said, "is a nice feeling."
.1
•
�/
Rep. Robert A. Giaimo
Democrat of Connecticut
"(Subsidies) for ship con
struction mean jobs, and
jobs mean people off wel
fare; people paying taxes;
people buying the products
of our econoEi^y."
Rep. Charles H. Wilson
Democrat of California
"At a time when we should
be taking measures to im-^
prove the supply of fish,
competition is causing deple
tion ... and is undercutting
the domestic fisherman ..
Rep. Thomas P. O'Neill
Democrat of Massachusetts
"The marine insurance field
is the only area of the insur
ance business not now sub
ject to governmental regula
tion."
Economy, Insurance,
Fishing Problems Hit
By Three Congressmen
Three members of Congress
who addressed the MTD lunch
eon gatherings in recent weeks
spoke on topics not directly
concerned with the Merchant
Marine Act of 1970, but with
a direct relationship to the
maritime industry.
Rep. Robert N. Giaimo (DConn.) manitained that allevi
ation of the maritime industry's
economic problems could serve
as a model for getting the na
tion's economy out of the dol
drums.
Rep. Charles H. Wilson (DCalif.) outlined an eight-point
plan designed to revitalize
America's dying fishing fleet.
Congressman Thomas P. O'
Neill (D-Mass.) took exception
with current marine insurance
programs and suggested a twopoint program to solve insur
ance problems.
Maritime Model
The revitalization of Amer
ica's merchant marine should
not only help cure that indus
try's economic ills, according to
Rep. Giaimo, but it also could
be used as a "model for get
ting our nation's economy back
on the right foot."
Pointing out that the pro
gram to build 300 new ships
over the next 10 years will
mean increased employment,
the congressman said the gov
ernment must be "willing to in
vest in America" to maintain
"full employment and provide
for the needs of all its citizens."
He said "there is no need
for widespread unemployment
or recession. There has been a
recession in the maritime in
dustry and finally there is ac
tion. to revitalize the industry."
Noting that federal financial
assistance will be given for the
construction of new ships, Giai
mo declared that these subsi
dies are an "investment," and
"if applied right, a subsidy
brings far more benefit to the
government that it costs."
To verify his point, Giaimo
said that "for ship construction
they mean jobs, and jobs mean
people off welfare; people pay
ing taxes; people buying the
products of our economy."
The revitalized fleet, he esti
mated, will contribute about
$600 million annually to the
country's balance of payments.
"We should realize a healthy
return on our investment in
stead of having a maritime in
dustry which is a drag on the
economy," he said.
He said the program "should
serve as a model for the econ
omy of the nation, to be ap
plied elsewhere to prevent un
employment."
Help Fishermen
Rep. Wilson said it was sad
that "at a time when we should
be taking measures to improve
the supply of fish, competition
is causing depletion at even
^eater rates and is undercut
ting the domestic fisherman
whose role should be expanded
rather than reduced."
In order to accomplish an
expansion of the American
fishing industry, he proposed:
1. Full restoration of a pro
posed cut of $7.5 million in
the budget of the Bureau of
Fisheries, including a cut of
$2.8 million in construction aid
for fishing vessels.
2. Increased research into
the fishing industry and the ef
fects of pollution on the industry.
3. An increase in the au
thorization for fishing vessel
construction to $20 million per
year and an "elimination of
some of the red tape that pres
ently surrounds the boat build
ing subsidy program."
4. Federal government as
sistance to help stem the soar
ing costs of maritime insurance.
5. Revamping the Interior
Department's Fisheries Loan
Fund by providing more capi
talization than the present $20
million and increasing the $40,000 maximum.
6. A broad educational pro
gram to help the American
housewife learn "the benefits
of fish foods." This would in
clude strengthening the Interi
or Department's "fish inspec
tion program to increase con
sumer confidence in fish prod
ucts."
7. Putting an end to all types
of pollution of the world's wa
ters.
8. Establishment of a com
prehensive national and inter
national policy for resource
management to demonstrate
that tlie Ameiicaa government
considers fishing to be a "vital
national industry."
According to Wilson this
would include "careful crop
ping" or harvesting "of only
surplus fish so that fisheries are
not exhausted. While every at
tempt must be made at cooper
ating with other nations, we
must also be prepared to pro
tect our rights."
Remodeled Insurance
Rep. O'Neill, an insurance
executive himself, said there
were a number of complex
problems facing the marine in
surance industry.
The congressman said it look
the personal intervention of
Maritime Administrator An
drew E. Gibson to roll back a
proposed surcharge on cargoes
carried by 25-year-old vessels.
The surcharge finally
was
placed on cargoes in 30-yearold ships, but only after Gib
son's intervention.
"Mr. Gibson knows, the
maritime industry knows. Con
gress knows, we all know that
one-third of the U.S. merchant
fleet would have been forced
out of action practically over
night if the surcharge on car
goes aboard 25-year-old ships
was allowed to go into effect,"
O'Neill said.
Another problem he cited
was that insurance praetices
"have been bypassed by tech
nology." This is obvious, he
said, in the industry's reluct
ance to give lower rates to
cargoes carried in containers,
"even though there are indica
tions container losses are lower
than standard break bulk."
If these problems continue,
he warned, the marine insur
ance companies may "have to
consider an insured bill of lad
ing as an alternative to cargo
insurance and secondly, a fed
eral insurance program if build
er's risk insurance rates remain
at high levels as a result of
hurricanes."
O'Neill concluded that these
innovations may be unneces
sary if the government pursues
a policy "of research, informa
tion gathering and promotion
of new ideas for the marine in
surance industry."
Public Service Bill
Awaits Senate Action
needs as public protection,
Washington
A bill that would create jobs health, education, pollution and
—"not leaf raking or other so- recreation."
The bill suggests that a shift
called make work jobs"—in
public service is awaiting action away from present manpower
training systems, which provide
in the U.S. Senate.
The "Employment and Train training for jobs that do not"
ing Opportunities Act of 1970" exist, is necessary. The newly
would reorganize and strengthen created jobs, it is hoped, will
present manpower training pro help welfare recipients through
grams in an effort to alleviate their difficulties in finding
unemployment and poverty.
placement in big business and
It provides for new public industrial positions.
service positions because, in the
In a report accompanying the
words of Andrew Biemiller, bill to the Senate floor, the
legislative director of the AFL- Senate Labor Committee said,
CIO, private business "cannot "a substantial public service
fill the job requirements of the employment program would
nation."
ease the problems of joblessness
The bill calls for additional and inadequate services in ur
"meaningful jobs to carry out ban and rural poverty com
such important community munities."
• uii e 5'
�Jobs for Seafarers
Overseas Builds
Five New Ships
Baltimore, Md.
Five sleek ships, meaning
more jobs for Seafarers, have
slid down the ways in the past
two years and have been com
missioned by Overseas Shipholding Group.
The new ships, built without
subsidy at Bethlehem Steel
Corp.'s Sparrows Point Yard,
mean comfort as well as em
ployment for Seafarers. Quar
ters consist of single, air condi
tioned cabins for each man. The
company describes them as "the
most modem design, with
permanent prefinished plastic
bulkheads."
First Launching
The Overseas Alice and her
sister ship the Overseas Vivian,
both weighing 37,800 dead
weight tons, were launched in
1968. Another 37,800-ton
ship, the Overseas Audrey, was
launched in 1969.
This year the company
launched the Overseas Alaska
and the Overseas Arctic, both
weighing 62,000 deadweight
tons.
The ships were built to carry
petroleum products. The Alice,
Audrey, and Vivian each have
15 tanks with a capacity of
333,000 barrels. They also are
flexible enough to carry 1,500,000 bushels of grain.
Though built specifically for
the Alaska North Slope oil
trade, the Alaska and Arctic
are among the largest vessels
capable of crossing the Panama
Canal economically and fully
loaded.
Both ships have a 524,000
barrel capacity.
All five ships can discharge
a full liquid cargo in less than
15 hours.
The engine on each of the
ships can be run from the
bridge through a centralized
control system based upon the
remote operation of the main
propulsion plant for all maneu
vering conditions, including
standby.
The Alice, Audrey, and
Vivian operate at a normal
speed of 1614 knots with a 15,000-s h a f t-horsepower turbine
driving a single screw.
-f
- ^
•V
V
The Alaska and Arctic are
expected to do ISVi knots with
a 20,000 shaft horsepower tur
bine driving a single screw.
These two ships measmre 731
feet in length. Their molded
breadth is 105 feet and they
draw 43 feet, 3 inches of water.
The three older ships measme
660 feet, 2 inches in length,
with a molded breadth of 90
feet. Their displacement is 36
feet, 5 inches.
When the Overseas Alice was
built she was one of the few
vessels being constructed for an
independent owner in the U.S.
without subsidy.
The upswing in shipbuilding
is not occurring solely with one
group.
At the launching of the
Overseas Alaska, Ran Hettena,
director of the Overseas Group,
noted, "this occasion, then,
gives me some pleasure, not
only because we of Overseas
Shipbuilding Group are launch
ing one of our own ships . . .
but because U.S. shipbuilding
is showing many other signs of
vitality."
Subsidy for Survival
He pointed to the numerous
other ships "in various stages of
construction" at the Sparrows
Point yard.
Though he said that "it is
clear that American-flag ship
ping could not survive—^let
alone prosper—in competition
with lower world costs without
some form of protection or
subsidy," he added that "there
already exists a vital and profit
able role in U.S. commerce for
private, unsubsidized shipping,
notably, in our view, in the
tanker trades."
Standing on ways is Overseas Arctic prior to recent launching.
Statistics on Economy Confusing
Figures Never Lie, but Whose?
It was another rocky month for workingmen trying to figure out what exactly was hap
pening to the nation's economy.
Statistics dropped like snowflakes both from
those who follow the official Administration
line, and from those who forever believe the
opposite.
Some things were clear, however:
• Prices rose by two-tenths of one percent
in August. While this raised prices to a level
5.7 percent higher than last year, the Admin
istration trumpeted the increase as a victory
because it was the smallest monthly increase
this year.
• Coupled with the small price increase
was a continued decline in "real" wages as
compared with wage levels a year ago. Antiadministration forces saw this as proof (rf their
forecast that the Administration plan for eco
nomic recovery was failing.
• The Administration, albeit reluctantly,
added four new major job centers to its list of
"substantial unemployment" cities. These were
Flint and Saginaw in Michigan; AnaheimSanta Ana-Garden Grove, Calif., and Albu
querque, N.M.
• Seven smaller areas were also added to
the list, bringing the total of major centers
with more than 6 percent unemployment to
35 out of a possible 150 and small areas to a
total of 574. Last September there were 60
major centers that reported "low" unemploy
ment, and there are now but 19.
Generalized Unemployment
The increase in unemployment, which many
experts see as a general national trend, led to
charges of "planned recession" by three econ
omists who spoke at a legislative conference
of the Amalgamated Meat Cutters Union in
Washington.
The three economic experts said the Nixon
Administration has deliberately planned his
economic slowdown to hit hardest at workingmen while benefitting banks and credit cor
porations. One of the economists, Stanley Ruttenberg, a former assistant secretary of labor,
said that unemployment and rising prices form
a combination something like, "having a
flooded basement in a drought."
In support of that contention the econo
mists noted that unemployment had risen to
5.1 percent nationally—the highest rate in six
years.
Nat Goldfinger, AFL-CIO research direc
tor, said workingmen have been "the play
things of a vicious game of engineered reces
sion created by the Administration."
Friedman Backs Labor
And, strangely enough, even as labor was
lowering these guns against Nixon economic
policies, a right-wing economist. Dr. Milton
Friedman of the University of Chicago, said
that the "wage-cost push" was not responsible
for inflation.
Dr. Friedman, an adviser to Barry Goldwater during the 1964 presidential campaign,
said that the wage gains of unionism have little
effect on inflation. Inflation; he said, can oc
cur when unions are weak as well as when
they are strong.
"The common element in inflation," Dr.
Friedman says, "is not strong unions but an
increase in money demand accompanied by an
increase in the supply of money."
That means, he said, that there are several
factors—high cost of manufacturing materials,
high interest rates, high competitive advertis
ing costs—that enter into a recession picture
at least as strongly as wage increases.
But, as nice as it is that Dr. Friedman
says labor is not to blame for inflation, his
words will be scant consolation to workingmen who have lost their jobs while the ad
ministration has fought a battle of statistics
instead of a battle against inflation.
Metropolitan Centers Eyeing Regional Government
Washington
The nation is developing a
rather pronounced disposition
toward a central city with high
population density, surrounded
by a ring of bedroom suburbs.
One of the important ques
tions raised by figures gathered
in the 1970 census is whether
the cities and suburbs will con
tinue to be separate political
entities, or whether they will
become partners in the near
future.
Some political connection be
tween the working place and
the dwelling place of this na
tion's urbanites seems nearly
inevitable. And slowly, ponder
ously, some areas seem to be
accepting the trend.
Pittsburgh Only Loser
The census has shown that of
the 30 largest metropolitan
areas only Pittsburgh has had
a population decline. In the
other 29, the loss of people
living in the geographical city
limits has been more than
matched by concomitant growth
in the city's outskirts.
As the people go, so goes
business and several industries
and business offices—seeking,
no doubt, to escape the prob
lems of urban life—have fled to
suburbia and exurbia.
This leaves cities in an un
tenable position. The tax base
decreases as the city ages and
the need for city services in
creases. For these reasons many
cities have sought to combine
duplicative municipal functions
with nearby suburbs, who have
the opposite problem—increas
ing population and a less rap
idly advancing tax base.
Indianapolis Merger
In one notable case, the City
of Indianapolis and its nearby
Marion County suburbs have
entered into a partial consolida
tion to solve municipal prob
lems. Other regional consolida
tion agreements have been
reached around Baton Rouge,
La.; Nashville, Tenn.; Virginia
Beach, Va.; Jacksonville, Fla.;
Carson City, Nev.; Juneau,
Alaska; and Columbus, Ga.
This kind of consolidation
has been rejected in several
areas, basically due to subur
ban resistance. But the census
of 1970 shows that people con
tinue to move toward the un
prepared suburbs, and that may
presage a day when the sub
urbs will be forced to call on
the cities for essential aid.
^.1 I
'f
It
r
I
•.!fc
�'39 Law Restricts Barges in'70
Pier Collapse Causes Damage
The pier leased by the Harry Lundeberg School of Seamanship Life
boat School in Brooklyn's Mill Basin collapsed last month causing ex
tensive damage to lifeboats and other school equipn^ent. A section of
Brooklyn's famed Flathush Avenue, bordering the pier, also was car
ried away into the basin. Six steel-hulled lifeboats were crushed and
sunk by tons of falling earth and stone. A floating drydock and a life
boat tender barge were heavily damaged. The pier was used to train
Seafarers to qualify for U.S. Coast Guard lifeboat tickets.
DISPATCHERS REPORT
Washington
A bill that would modernize
cargo exemptions in barges on
lakes and inland waterways is
pending in the U.S. Senate. The
measure has already been ap
proved by the House of Repre
sentatives.
O. William Moody, SIU rep
resentative on the board of the
AFL-CIO Maritime Trades De
partment, recently testified in
favor of the bill at a hetuing
of the Surface Transportation
Subcommittee of the Senate
Commerce Committee.
Paul Drozak, SIU represent
ative in Houston, Tex., ap
peared with Moody.
Moody said the bill will do
three things:
• It will permit the mixing
of regulated and exempt car
goes in a single towboat with
out loss of exemption.
• Require publication of
rates on all dry bulk commodi
ties and thereby correct some
AHanrie, Gulf & inland Waters District
Sapitmbf 1,1970 to Saptowibef 30.1970
DECK DEPARTMENT
"
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Jacksonville .......
Tampa ...,..r..........
Mobile
New Orleans
Houston
Wilmington
San Francisco
Seattle
Totals
TOTAL REGISTERED
All Gronps
ClassA QassB
10
5
125
104
14
18
49
23
26
24
50
38
10
9
50
25
64
92
80
89
30
61
81
121
32
40
657
613
TOTAL SHIPPED
REGISTERED ON BEACH
All Groups
QaraA ClassB ClaasC•
2
5
5
90
66
14
7
7
1
22
5
0
20
20
4
20
15
3
9
9
0
8
22
0
78
46
3
61
60
9
35
31
2
74
82
6
31
23
11
471
377
58
All Groups
ClassA ClassB
10
1
191
76
27
28
134
61
40
40
, 58
44
15
18
85
35
159
110
149
101
37
62
178
122
42
15
1,125
713
ENGINE DEPARTMENT
TOTAL REGISTERED
Ik
X
71
-
•
•
7^
.
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Jacksonville ..1
Tampa
Mobile
New Orleans
Houston
;...
Wilmington
San Francisco
Seattle
Totals
All Groups
ClassA ClassB
5
4
112
107
11
7
37 37
26
24
43
26
8
3
26
33
98
71
67
92
47
30
154
74
37
32
696
515
TOTAL SHIPPED
All Groups
ClassA ClassB ClassC
5
7
7 ,
69
.74
12
6
2
0
21
11
9
6
22
V
16
27
6
13
5
9
0
7
10
0
64
49
2
67
50
13
23
15
4
62
111
17
37
18
11
453
87 .
346
STEWARD DEPARTMENT
TOTAL REGISTERED
TOTAL SHIPPED
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Tampa .................
Mobile
.....
New Orleans
Houston................
Wilmington
San Francisco ......
Seattle
Totals
October 1970
All Groups
Class A Class B
3
2
59
69
6
8
16
33
15
20
21 • 25
5
32 • 14.4Z
81
46;
45
13,
17
86 •
75
• 18
r''":
33
436- • 352,
REGISTERED ON BEACH
REGISTERED ON BEACH
All Groups
Class A Class B Class C
4
49
1
21
12
8
8
9
57
34
9
48
26
284
All Groups
ClassA ClassB
7
2
144
146
15
22
87
44
88
44
46
27
8
14
50
45
128
125
75
116
25
47
88
61
34
18
768
738
6
5
40
12
3
1
11
9
16
7
9
11
4
0
6
1-.:/
36
. 1.,--;35
,.29
16 •
0
47 ;: 23 ••
8
10
109
237
All Groups
Class A ClassB
2
95
16
87
26
27
15
70
123
110
•e ••• 31
81
32 "
705
1
34
9
43
35
32
4
33
79
71
28
44
13
426
SLl
Senate Asked
To Update
Regulations
Paul Drozak
existing inequities in regulation
between rail and water carriers.
• And provide a cutoff date
for the legislation in order to
force a thorough study of water
carrier operations.
"If this bill is enacted,"
Moody said, "the inland water
ways transportation industry
will be able to make full use
of its advanced technology to
the benefit of the shippers and
consumers."
This, in turn will allow the
industry "to continue its im
portant contribution to the
movement of goods in this
country, where the demand for
transportation continues to out
strip our national capability to
provide high-quality, low-cost
facilities," Moody said.
He said that passage of the
bill was of great concern to
inland boatmen because, "the
jobs of these inland boatmen
and their economic future are
tied to the economic future of
this industry."
Further, according to Moody,
"the inland boat industry is the
one section of the entire Amer
ican water transportation indus
try that has experienced growth
in recent years."
Bill Moody
He said that while the indus
try was growing by 50 percent
it was advancing rapidly in
technology. At present he said
there are 18,611 non self-pro
pelled barges in the nation that
require towing for delivery of
their cargoes.
Considerable Impmtance
"Some 80,000 workers are
employed on the boats and
barges operating on these water
ways and another 80,000 are
engaged in shoreside supportting capacities," Moody said.
"Obviously we are dealing with
an industry of considerable im
portance to the national econ
omy."
Moody said however that
time was nmning out on the
cargo mixing provision of ex
isting statutes, which in turn
could cause stagnation m the
inland waters transportation
system.
"Time is. so short," Moody
told the senators, "that we ear
nestly urge you to give favor
able consideration to (the bill)
as passed by the House, with
out amendment so that comple
tion of legislative action in this
session hopefully will be as
sured."
Proposed Tax Program
Would Hurt Workers
Wasldngtmi
A series of tax proposals by
the Administration favors the
wealthy, hurte the average
worker and does nothing to
combat air pollution, according
to labor experts.
The Administration propos
als would juggle excise and
inheritance taxes to gain more
revenue and would tax lead
additives in gasoline for anti
pollution purposes.
An AFL-CIO representative
told the House Ways and
Means Committee that a better
way to balance the budget is to
eliminate tax loopholes which
deprive the U.S. Treasury of
billions of dollars annually.
Inequitable Extension
Andrew Biemiller, legislative
director of the federation said
extension of the current 7 per
cent excise tax on autos and
10 percent tax on telephone
calls simply would "continue
an inequitable tax for an addi
tional year" and that would be
"just as unfair as seeking new
sales taxes or higher rates on
old taxes."
It is labor's position, he
added, "that the sooner the fed
eral government gets out of the
sales tax business, the better."
He pointed out that the pro
posal to accelerate gift and in
heritance taxes as a means of
gaining revenue would be a
one-time solution of doubtful
value. He said the proposal
benefits the wealthiest tax-pay
ers at the expense of those not
so wealthy.
This proposal represents "a
tax policy of indifference to
ward low and middle income
taxpayers and extreme caution
when the realm of the wealthy
is approached," he said.
Billions Lost
Biemiller said the "most
glaring and costly tax dodges"
now in the law involve proper
ty transferred at death without
taxing appreciation in value.
He said that loss in revenue
attributable to this one tax
loophole alone totaled more
than $4 billion.
"Just by closing this one
loophole the Administration
would gain more revenue than
its whole package of tax in
crease, tax acceleration, and tax
reduction postponements," he
added.
As for the tax on leaded
additives in gasoline, he called
it "clea ly a license to pollute,
if you pay the price."
^ He suggested that the Ad
ministration should be support
ing legislation that simply
would ban lead from gasoline
and thus force the auto industry
to come up with a "virtually
pollution-free automobile by
1975."
�Bob Callicrnlc, a member
of the SlU-affiliated Inland
Boatmen's Union, hauls
on a line, while mate Ray
Baker stands by at the
winch. The Comet has two
watches made up of a cap
tain, mate and boatman.
In
\
Barges Move Cargo
Of the West
Towhoat skipper Warren Fox stands on the Western Comet (Western
Transportation) in Portland, Ore. Elevated pilot house permits Capt. Fox
to see over barges Comet has in tow.
A very important part of the Comet
crew is Eva Bender, a member of
the IBU, who is tlie ship's cook.
arging is the prime source of cargo
movement on the Columbia and
B
Willamette Rivers in Oregon, and the
widespread use of barges have brought
the towboat industry into prominence
in the Far West.
One typical towboat, the Western
Comet (Western Transportation Co.)
is manned by a crew from the Inland
Boatmen's Union.
Watch standing is a 12-hour duty
for the boatmen. IBU members work
il: two weeks and get a week off. And
those are seven-day work weeks.
The work is hard: tying and unty
ing empty barges; lashing in full
barges, and dropping cargoes off at
river plants.
But crew quarters are comfortable
and Cook Eva Bender provides good
hearty food for the rugged boatmen,
as the Comet continues its endless
sweep up and down the river with
barges in tow.
The odd-looking towboat, one of
six in the Western Transportation
fleet, with its elevated wheel house,
provides a vital link between the sea
and the interior of Oregon and Wash
ington.
The Comet hauls the barges any
where there is work to be done.
ri
Captain Fox eases Comet around Portland Harbor to begin picking up barges
for downriver trip. Crane in background is at Portland Public Docks.
'i'.'
c.
A
Mate Lester Hopper stands at the prow of a
barge to be coupled with barge at right for
trip to Lake Oswego. He wears microphone
to keep in constant contact with bridge while
crew is out of sight below pilot house.
»•' I -• ij i <ii
4 sn
.
11/
f. /(.Mii- .
i.
'I
�Machinery mainlenance aboard Comet
is done by Engineer Lester Fallon, >vbo
attends a winch while spare propeller
lies on deck, ready in case of emergency.
it' '
Edward Roles, right, an IBU member, helps mate
Lester Hopper lash new barge onto Comet's growing
collection of empty tows. The towboat will later drop
barges off at river ports and factory sites.
At Lake Oswego, Edward
Roles frees empty barges
from tow line. Wood chips
from lumbering operations
near lake will be towed to
paper plants farther down
river by Comet which is
owned by subsidiary of
paper company.
ri* - -I
Capt. Bernard Lee takes over on the
bridge from Capt. Fox. Comet will
continue down Willamette and Co
lumbia to Astoria where it will drop
off wood chips at its parent com
pany plant. Comet bandies a variety
of other cargoes as well.
9
g<)J
Mate Lester Hopper signals a gravel
barge that the Comet will pass to
starboard. Hopper, steering towboat while Capt. Fox is off the
bridge, will direct boat under the
Selwood Bridge. Arrow on prow of
the towboat is ship's wind vane.
�First Class All the Way
Maritime Bill Receives
Resounding Approval
(Continued jrom Page 3)
extension of the tax-deferment
construction program to opera
tors in the noncontiguous
trades.
"This bill is exciting to
Hawaiians," he said. "It can
HouseOKs
State Tax
Limitation
Seafarers may soon discover
they no longer face the pos
sibility of paying payroll taxes
to several more states than the
state in which they live.
The Seafarer who lives in
one state, works on a ship
registered in another and loads
cargo in still a third, now faces
the threat of being taxed three
times. Or, he may have to pay
taxes to two states and file an
information return with the
third.
Legislation designed to cor
rect this unfair situation of "tax
ation without representation"
has recently been approved in
the House. However, the bill
doesn't eliminate entirely the
But Curran opposed the grandfather clause. prospect of paying income tax
He said in his column in the July, 1970, NM[/ to several states.
Originally the House bill ap
Pilot:
plied only to interstate trans
"Our job will be to fight the grandfather
portation • workers such as overclause all the way."
the-road drivers, airline pilots
Curran was equally blunt in his demand that and railroad workers. Congress
American-flag operators be allowed to build men argued that Seafarers are
their ships in foreign yards.
already protected by other
"We canr see no reason for the American existing laws.
shipbuilding industry to be allowed to play dog
Rep. Thomas M. Pelly (Rin the manger at the expense of the American Wash.) however, insisted that
merchant marine," he wrote in the May, 1970, Seafarers are not fully protected
NMU Pilot. "Shipbuilding can get all the pro by any other laws and should
tection it needs and all the work it can perform be included under the law.
while still permitting American operators to get
The Pelly Amendment was
vessels built for American operation in foreign accepted by two committees re
yards."
viewing the proposed legislation
In arguing the case favoring foreign ship and was included in the bill the
yards over American shipyards, Curran wrote: House passed. It now goes to
"The (American) shipbuilding industry has more the Senate.
work than it can handle."
A similar bill has been intro
duced
in the Senate and has
Just a month later—on June 23—^U.S. Mari
been
endorsed
by the SIU and
time Administrator Andrew E. Gibson told
members of the Seapower Subcommittee of the other concerned unions.
The Senate bill clarifies the
House Committee on Armed Services that of
the 56 American shipways for 600-foot ships, basic power of states to tax
21—or more than a third—were unoccupied at nonresidents. It eliminates loop
holes by stating that only two
the end of April, 1970.
states
can claim any form of
"One year from now," he told the commit
tee, "30 ways out of 56 or 54 percent are income or withholding taxes
scheduled to be occupied." This means that from interstate transportation
workers—the state of residence
nearly half will be empty.
and the state in which the em
Just as American-flag fleet will be modern
ployee earns 50 percent or
ized through the Merchant Marine Act of 1970,
more of his annual income.
the American shipbuilding industry is increas
ing its capacity to produce quickly and effec
tively the new ships that will be constructed
under the provisions of the Act.
To promote foreign construction of Ameri
can-flag ships is to promote a "runaway" ship
building industry, a condition that would pro Thanks for Help
duce the same damaging effect upon the Ameri To the Editor:
can maritime industry, and particularly shipyard
I want to thank the SIU for
workers, that the "runaway" flag fleet has in the letter expressing your sym
flicted .over a period of a quarter of a century on pathies and condolences on the
death of my husband William
American seamen.
Thiemonge.
I sincerely appreciate
As a union officer representing maritime work
your
kind
words
the help
ers, it seems that Curran's responsibility is to and assistance givenand
to me by the
push for the protection and expansion of job Baltimore office during this pe
opportunities for U.S. maritime workers.
riod.
Obviously his stand on the grandfather clause
Sincerely,
and on the building of ships for the AmericanWinifred M. Thiemonge
flag fleet do not carry out this responsibility.
Baltimm-e, Md.
Where Was Joe Cur ran?
While the Seafarers International Union and
the 42 national and international unions afliliated with the AFL-CIO Maritime Trades De
partment have been working for years to pro
mote many of the benefits encompassed in the
Merchant Marine Act of 1970, National Mari
time Union President Joseph Curran has been
leading the ranks of the opposition.
Officials ^f Curran's organization, the LaborManagement Maritime Committee (LMCC),
termed the Act a "grotesque bill" as it was
presented by the House Merchant Marine and
Fisheries Committee.
"We cannot and do not support the abortive
provisions introduced into the legislation by the
House Merchant Marine and Fisheries Commit
tee," the LMCCs eo-direetors, Earl Clark and
Hoyt Haddock, wrote in a letter to Senator
Russell Long, chairman of the Merchant Marine
Subcommittee of the Senate Commerce Com
mittee. Haddock is executive director of the
AFL-CIO Maritime Committee, which is headed
by Curran.
Curran's attacks took two rather ironic paths.
First, he opposed the "buy-American" sec
tion of the Act which calls for all components
of all American-flag vessels to be constructed
in the United States. He plugged for giving
American-flag subsidy privileges to ships con
structed in foreign yards.
Second, he opposed the "grandfather clause"
of the Act which provides a system under which
American-flag ship owners who also operate
ships under foreign flags would have the op
portunity to receive the subsidy benefits of the
new Act providing they immediately "freeze"
their foreign fleets at their present level and then
phase them out completely within 20 years.
Curran, in the NMU Pilot, attacked the SIU
for supporting this grandfather clause in the Act.
The "grandfather clause," as adopted in the
final bill, applies to all American-flag ship opera
tors, except the liners. As a result of the grand
father clause, an inducement has been offered
to the American ship owners to end their foreignflag operations and expand their U.S.-flag busi
ness.
If this provision results in an increase in
American-flag vessels, it will mean more jobs
for American seamen—^jobs that were not avail^le before.
have the effect of halting the
ever-rising cost of living for
Hawaiians and help us revive
the economy of a large portion
of the state.
"And it means we will have
done this without weakening
the protection provided for our
domestic shipbuilding industry,"
he added.
Senator William B. Sppng.
(D-Va.) likened adoption of
the Merchant Marine Act of
1970 to the launching of a new
ship. "In this case," he said, "I
am hopeful that the compre
hensive legislation before us
will lead to the launching of a
whole new era in our merchant
marine history.
"Years of neglect and a basic
failure to understand the nature
and requirements of our role
as a major sea power has led to
our present dismal status among
the seafaring nations of the
world."
Republican Senator Mark
Hatfield of Oregon, in support
ing the Act, said that "we must
not let our ship repair yards
wither and die, for they have
made tremendous contributions
to our economy."
And Senator Robert Griffin,
Michigan Republican, summed
up the feeling of many senators
when he said:
"All of these provisions will
result in the rebuilding of the
fleet aJi the least cost to the
government and to the ship
operator."
Senators Long, Magnuson,
Griffin, Norris Cotton (RN.M.) and John O. Pastore
(D-R.I.) served the Senate on
the House-Senate Conference
Committee. Representing the
House were Congressmen Ed
ward A. Garmatz (D-Md.),
chairman of the House Cbmmittee on Merchant Marine and
Fisheries; Thomas N. Down
ing (D-Va.); Frank M. Qark
(D-Pa.); William S. Maillaird
(R-Calif.), and Thomas M.
PeUy (R-Wash.).
Arabic
Stops Log
Neittin rain, nor snow,
nor sleet, nor ^oom of nl^t
ami stop the malls, but they
may have a little tronble
widi Arabic.
A packa^ of copies of
the
1968 Seafarers Log
recently arrived at the Log
office with notations written
in Arabic. They had been
destined for the crew of the
Penn Carrier which was to
dock in Khang Island, Saudi
Ardiiia.
Whatever those Arabic
markings say, they mean that
the crew of the Penn Carrier
didn't receive the July 1968
Log, and th^ mean that it
took postal authorities more
than two years to return
them to the point of origin.
Saudi Arabia doesn't get
much rain, snow or sleet so
it must have been a gjlomny
liight that caused the slip-up
in the maiL
X >'
�mm
Fort Wayne, Ind,
Scranfon, Pd.
ILLEGAL DONATIONS
Seafarers to Fight
Federal Indictment
WASHINGTON (AP) — The
AFLGIO Seafarers' Internation
al Union vowed today to wage
an all-out fight, "financially and
morally," against federal indict' ments charging the union and
1 its officers with illegal political
donations.
"We know^that if the SeafarI era have no voice in the halls of
j .Congress that we will very soon
I lose all the things that we have
f .fought so hard to obtain over
I ,1he years," said the union's secI retary-treasurer, A1 Kerr, one
I of thp InfUotpd offlpjnls
LABOR
PAPPROXIBIATELY 1200
safarers at the geaseral memsrship meeting in Brooklyn
rated witibout dissent to "fight
be action through all legal
lethods with all fiie strength
at the Union's disposal."
f The 17 - coimt ^dlctment,
ji^Ch tuo JiimCe DepaTtuieut
lUiok to the Grand Jury alts'
18 months, charges that the
Seafarers' PoUtkbl Activities
lunations (SPAD) gave |20,000 to various soups support
ing the Hummirey-Muskie
tiucet in the 1968 Presidential
election year, and another
$20,000 contributed to Repub
lican campaign committees,
were in vmlTOoa of Federal
'law.:
;
• •
It also accuses tiie Union
and many of its officers of
conspiring to spend $750,000
for ppEtical action in Presi
dential^ Senatorial and .Con-
r
UNI(5N
Charges
' WASHINGTON (AP) - The
AFL-(1I0 Se^iscgrs' Internatiooal Union vowed today to wage
an all-out fight, "financiaUy and
mM-aUy," against federal indict
ments charging the union' and
ifs o^ers with Ulegai political
donations.
"We know that if the Seafar
ers have no voice in the halls
Con{p:e8s that we will veiy soon
lose all the tidngs that we have
fooght so bard to obtain over
the years," said the mdon's sec^
retary-trearsurer, A1 Kerr, one
he indicted officials.
: fOderal grand jury in BrookN.Y., last month handed
San Francisco, Calif.
The Seafarers internatiooial
Union, indicted by a Federal
Grand Jury in Brooklyn for
making aUegedly ill^al polit
ical contributions to boUi Dem
ocrats and Republicans^ is
aggressively fightlQg the
charges.
As the jfirst step, The Sea
farers Log, official Union pub
lication, carries a four-page
dealing with the charges and
inclum^ the entire 17-count
Im^ctment.
'/Qie indictment is based
upon allegations made by the
Department of Justice, under
Attorney General John Mitdiell. It is contended that the
Snj consbired to
polit
ical donations, in lolation of
Federal rules covering camlaign contributions.
dues are obtained fb
eign seamen on U.S. I
ALL of the cbntil
cited in the Imhctmi
SIU says, were report
licly to the Departmeo
hor and to the clerlq
House and Senate as i
by law.
However, the indicti
leges that receipts a;
ments were submitted
ceal the contributions
penditures"
Among the nine def
named in the charges
President Paul Hall
tary-Treasuer Ai Ke
PhiMp CarUp, the Unit
islative representa
Washington.
The Log, in r^ri
indictments, decla^:
believe the case poses
to all polirikal aciivitit
segments nf the tradmovement."
A YEAR AGO whc
time labor was driv
bring modem shins, m
REVIEM
Trade unions are continuing their attacks upon the
Justice Department in support of the SIU in actions
stemming from grand jury indictments accusing the
SIU of making contributions to both Republican and
Democratic campaigns in 1968 in violation of federal
regulations.
The International Executive Board of the 500,000member American Federation of State, County and
Municipal Workers (AFSCME) adopted and dis
tributed a resolution in which they held that:
"The grand jury indictments of the Seafarers Inter
national Union, AFL-CIO, on allegations of irregular
ities in the union's political action expenditures should
stand more as an indictment of the Department of
Justice than of the Seafarers Union."
The AFSCME leaders expressed "firm belief in the
integrity and probity of the SIU, its officers and its
political action policies," and condemned the Justice
Department action as "reflecting more interest on the
part of the Attorney General in persecution rather
than prosecution." AFSCME pledged "all possible
support" to assist the SIU against the "unjustified and
politically-motivated charges."
Owen P. Kelly, assistant general secretary-treasurer
of the Plumbers Union, cited AFL-CIO President
George Meany's recent declaration that Attorney
General John Mitchell is attempting "to silence the
American trade union movement for purely political
purposes" through the attack on the SIU.
Kelly, in his column in the union's official publica
tion, the UA Journal, wrote that Meany's words
"focused attention on a major onslaught being pressed
against the constitutional rights of unions and working
people.
"The ultimate shame of our nation would be to
have an Attorney General who makes speeches about
Maw and order' and the need to respect our judicial
processes, while carefully choosing who will be har
assed, who will be indicted, and who will be allowed
to act with impunity. It is something for all of Amer
ica to worry about."
The indictments against the SIU were based on
records of contributions and distributions of funds
of the Seafarers Political Activities Donations (SPAD)
which have been publicly reported to the clerks of
both the House of Representatives and the Senate, as
well as the Department of Labor.
As shown on this page, both the public and the
labor press have been reporting the story of the SlU's
battle against the Justice Department action.
The SIU and its president, Paul Hall, pleaded inno
cent this month to the charges. Lawyers in the case
were given 60 days to file pretrial motions.
Miimeqp^i
Hits Move by
to
POUTICAL DONATIONS
All-Out Fight
On Indictments
October 1970
CHICACK)—^The exeentive conn- in connection with Federal elee»
cil of fhe AFL-CIO aeeosed At tions. As a result, it said, many
torn^ General John N. lOtdien national and international unions
on Aug. 4 of seeking to sflenee the have formed separate committees
American trade onion movement to collect voluntary dollars from
for porely political porposes.
members and riipporters to be used
The cooncfl's' charge was a AMERICAN LABOR
tained in a statement in defense
the Seafarers Internationa XJni< Intimidating of Basic Rights
which, along with eight office
was ^ndicted in Jnne by a Fede. Seen in Seafarers' indictment
grand jury in Brooklyn for an
Calling the recent indictment of
leged conspiracy to make politi the Seafarers' International Union
contributions in violation of F of North America "a device ttf
eral law.
coerce working men and women
The indictment, the council n and their unions to forego their
ed, charged, among other thin basic Constitutional rights," the
that in the national election
1968 the seafarers union, throu AFL-CIO
,
, , Executive
, » . Council
^
its Political Activity Donation i
the Justice Department
count, contributed a total of |2 ^ attempting to "silence" the trade
AAA
M unioH movement in this country. ,
Unions Continue to Criticize
Political Indictment of SIU
CHICAGO - U.S. Attorney
Gaierai John Mitchell "is seriting
to silence the American trade
union movement for purely
politi(»l purposes," the AIXHCJO
dedared.
dopted
atipn's
ed "we
Springti(>l^ti^ast.
joing to
* basic
to the
labor
me tiie
jDqit."
iFLOJO
he labor
)e inictioQ in
of die
.ons will
m their
WASHINGTON (AP) The AFL-CIO Seafarers'
International U n i o"rrTias
vowed to wage an all-out
f.i gbt, "fiiMncia'Hy and
Labor Attacks Mitdi^
On Its Political Righ^
Seafarers
flag merchant fleet," the union
said.
"When you get into the scrap
like this, you're bound to make
enemies. They're the ones who
would like to sink die merchant
marine," it said.
The union has long lobbied for
legislation for federal subsidies
for American-built and operated
merchant ships, and sought fed
eral rules restricting the prac
tice of some U.S. firms of regis
tering and operating their ships
under foreign flags in order to
escape higher U.S. wages and
rers
attack on political A
UWUA'THE RECORO
Seafarers have no voice in
tihe hails of Congress^ that we
will very soon lt«e all the
things that we have foighr
sti-luml—to Ahfai.n nutkr , tbr-
entitled
it^ the
ictment
i jury in
barging
er of its
nd con;al con-
tributions in violatiini of fSderal dectitms," they have the right to women and their unions to
law."The statement noted that the noalto vdunta^ cditributions to their basic constitutional rightsT"
diarges included making of political activity funds, and tiheir R said die reasons of Mitdiell,
ccmtnbutions to both Donocratic unions have the ri^t to convince
"key poUtican,''
and Republican campaign com the members that such con Administraticm's
were "not hard to discern."
mittees through the union's tributions are vital to safeguard
Labor's involvement in the 1968
Pblitical Activity Donation Ac their interests, the council oresidential camnaien. its fieht to
count.
The coundl- noted that r SUMMIT COUNTY LABOR NEWS Akron, Ohio
AFLCIO affiliates have foi
sQMurate committees to cc
W^tary dollars from men:
Sfid that the formation of
committees and tiiefr us<
"monies so collected to sig
candidate for colitical office
always been p^rmUted u
Mitchdl "is seek- violate the prohibition against us
federal law." The stater
silence the American trade ing union dues monies for contribu
continued: (,)
union movement lor purdy political
tions to federal candidates."
purposes," the AFLrCIO declared.
"The indictment, howt JQ QU xuianimously adopted state- American workers have the right
ffiarges, in essence, that naent tiie
federation's Executive "to associate together to make their
T° JULY'S?
"we wm not be voice heard in federal elections,"
contSions ...
We are to
continue to they have the right to make volun
constitutes a conspiracy to v exercise cm: basic rights and we are tary contributions to political activ
the prohibition against using Sohig to the defense of those labor ity funds, and their unions have the
dues
for contributio organizations which become the right to convince the members that
federal candidatej."
chosen target of the Judice Dept" such contributions are vital to safer
American workers have At a press conference, AFL-CIO guard their interests, the coundl der
rigjit "to associate togethi Pres. George Meany said the labor dared.
?
make their voice heard m fe. movement "won't be Intimidated." by
SIU Inctictment Assailed
As Move To Cag Labor
Page 11
�'Regret and Apprehension' Over NLRB
SSSpSPSPS
AFL-CIO Assails Appointees
Washington
Lane Kirkland, secretary-treasurer of the
AFL-CIO, has assailed the Nixon Adminis
tration's removal of Frank McCulloch from
the chairmanship of the National Labor Rela
tions Board.
At a testimonial luncheon for McCulloch,
Kirkland pointed out that the AFL-CIO was
extremely unhappy at the manner in which
the Nixon Administration relieved McCulloch
only a few months before he was due to retire
and put in his place a management-oriented
labor rciations lawyer, Edward B. Miller, who
already has given a conservative flavor to
NLRB decisions.
"We feel deep regret and some apprehen
sion at the way in which this was done," Kirk
land said. He added there "was concern for
the consequences of McCulloch's replace
ment," consequences which, he said, "may
be painful to American workers."
Management Careerist
The AFL-CIO has opposed Miller's ap
pointment to the NLRB.
President George Meany said that organized
labor did not believe the board should be com
posed of men with close ties either to man
agement or unions. Miller, Meany said, has
spent his entire professional career in the serv
ice of management.
President Nixon followed the appointment
of Miller by nominating another Republican,
Unfair
To Labor
Do Not Buy
Seafarers and their families are
urged to support a consumer boycolt by trade unionists against vari
ous companies whose products are
produced under non-union condi
tions, or which are "unfair to labor."
(This list carries the name of the
AFL-CIO unions involved, and will
be amended from time to time.)
BARBER
EQUIPMENT—Wahl
Clipper Corp., producers of home
barber sets. (International Asso• ciation of Machinists)
CIGARETTES—R. J. Reynolds
Tobacco Co., makers of Camels,
Ralph E. Kennedy, to fill the fifth spot on the
Board. Kennedy has been described by labor
lawyers as "exceptionally poor." His expected
confirmation will give Republicans a three to
two majority over the Democrats on the
board.
Labor's concern over the composition of
the board comes at a time when the NLRB is
handling a record number of cases every
quarter.
Record Caseload
The board reported that during the AprilJune period this year, it received 9,452 cases
of all types—the highest ever for a three
month period in its 35-year history.
The record number resulted largely from
the high number of unfair labor practice com
plaints, numbering 1,060 more than were re
ceived in the same period last year.
Complaints against employers reached a to
tal of 4.070 of which 1,763 were filed by
AFL-CIO affiliates. Complaints against unions
totalled 2,164, one-fourth of which were sec
ondary boycott charges.
During the same three month period the
NLRB conducted 2,100 collective bargaining
•elections in which 57 percent were won by
unions. AFL-CIO unions won a majority in
661 elections and lost 586.
As a result of the heavy inflow of cases, the
NLRB had over 11,500 cases pending at the
end of June.
Winston, Salem, Tempo, Brandon,
Doral and Cavalier cigarettes.
(Tobacco Workers)
CLOTHING—Siegel (H.I.S. brand)
suits and sports jackets, Kaynee
boyswear,
Richman
Brothers
mens' clothing. Swell suits. Wing
shirts, Metro Pants Co. prod
ucts, and Diplomat Pajamas by
Fortex Mfg. Co. (Amalgamated
Clothing Workers)
Judy Bond Blouses. (Ladies Gar
ment Workers)
FLOUR MILL PRODUCTS—Pio
neer Products, San Antonio, Tex.
(Brewery and Flour Workers)
FURNITURE—James Sterling
White Fumiture (Co., Brown
Furniture Co. (Fumiture Work
ers)
Economy
Furniture—Bilt-Rite,
Western Provincial and Smith. town Maple. (Upholsters)
LIQUORS—Stitzel-Weller Distiller
ies products—Old Fitzgerald,
Cabin Still, Old Elk and W. L.
Weller brands. (Distillery Work
ers)
NEWSPAPERS—Los Angeles Her
ald-Examiner. (10 unions in
volved—covering 2,000 workers)
PRINTING—K i n g s p o r t Press,
"World Book" and "Childcraft."
(Six unions involved)
Brittanica Junior Encyclopedia.
(Allied Printing Trades)
RANGES—Magic Chef, Pan Pacific
/^ivision. (Appliance Workers)
SHOES—Genesco Shoe Mfg. Co.,
shoes by Sentry, Cedar Chest,
Staler, Jarman, Johnson &
Murphy and Crestworth. (Boot
and Shoe Workers)
SPECIAI^All
West
Virginia
camping and vacation spots.
(Laborers)
TOYS—Fisher-Price toys (Doll and
Toy Workers)
VALVES—Stockham Valves and
Fittings Co., Inc. Birmingham,
Ala. (Steelworkers)
iki^AQTIClN UNE
The following question dealing with the Vietnam War Zone
Bonus was referred to union headquarters by Seafarer Samuel W.
McDonald, ship's secretary-reporter aboard the Seatrain Maine
(Seatrain Lines).
Question:
"We would like to have an official clarification of the tax status
of the war bonus paid to Seafarers sailing in the Vietnam area."
Answen
The war area bonus received by merchant marine personnel
serving on ships operating in the Vietnam bonus zone is taxable.
Reference:
Executive Order 11216, April 26, 1965; and official U.S. Treas
ury Department report.
In response to Brother McDonald's question, the Union con
tacted the U.S. Internal Revenue Service, Office of International
Operations. The Union was informed by the IRS that Executive
Order 11216, April 24, 1965, limits the tax exemption on combat
pay only to active duty members of the armed forces of the United
States.
Since members of the U.S. merchant marine are not active
members of the armed forces of the United States there is no
provision for extending the tax exemption on war zone pay to
them, even if they are sailing aboard ships operating in a combat
zone.
Therefore, it is the official position of the Internal Revenue
Service that the 100% wage bonus paid to Seafarers sailing in the
Vietnam combat zone must be reported in full on a Seafarer's in
come tax return.
Any Seafarer who has not reported wages received in the form
of the war zone bonus can still file an amended income tax return
and report the gross amount he received.
Failure to report the war area bonus on an income tax return
may subject the Seafarer to fines and or other penalties.
It is suggested that if any SIU member needs assistance in the
filing of an amended tax return, he should contact the nearest
office of the U.S. Internal Revenue Service.
House Votes Help to Service
Washington
Rep. Edward A. Garmatz,
The House of Representa sponsor of the bill, said the
tives has passed a bill providing measure will provide the same
government assistance to the benefit to USS which is pres
United Seamen's Service.
ently given the USO, an agency
The assistance will be pro which restricts its accommoda
vided in the form of govern tions to military personnel.
ment paid travel for USS em
Congressional action was
ployees and establishment of needed. Rep. Garmatz said, be
facilities for the use of Ameri cause an executive order pro
can merchant seamen in foreign viding the same assistance had
ports.
expired.
c
The Brotherhood of the Sea is
illustrated hy the Bonefont broth
ers aboard the Overseas Vila.
Raphael, left, and David are grad
uates of the Harry Lundeberg
School of Seamanship. Other
union brothers in their family are
their father Felix, brothers Joey
and Felix, Jr., and "about 45"
cousins and uncles. (Left photo)
Aboard the
Overseas Ulla
Luis Martinez, pours coffee for
Peter Fantoja as they await their
first trip aboard the Overseas
Ulla. Martinez, 18, is sailing as a
third cook and Fantoja, 18, as a
BR. Both graduated from the
Harry Lundeberg School of Sea
manship at Finey Point a week
before shipping out.
Page 12
Seafarers Log
J
�SEAFARERSIi^LOC
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT > AFL-CIO
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Bad Readers
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Building
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To Get Young
Men Read^
To Go To Sea
See Page 22
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Learn About
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See Page 17
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13
�New Program Helps
Increase Reading Skills
by Charles Svenson
Log Staff Writer
A recent national survey revealed this jarring
statistic: At least 13 percent of the population over
the age of 16 "lacks the reading ability necessary for
survival."
That estimate may be conservative. An earlier
study conducted by Harvard University suggested that
as many as half the adults of this country "do not
read well enough to master ordinary reading mate
rials."
Whatever the figure, the problem is a serious one.
There is no way to estimate the loss of national
productivity that can be blamed directly on func
tional illiteracy. And there is no way to measure the
individual pain and discomfort of the nonreader. But
the loss must be enormous, and the pain very real.
Recognizing the problem, the Harry Lundeberg
School of Seamanship at Piney Point has set out to
do something about it.
Experience over the past three years has shown
that about one out of every six trainees has some
reading problem serious enough to affect his ability
to understand the training materials used at the
school.
Until recently, instructors in the various areas of
training have worked with these trainees with the
immediate objective of helping them to pass the
written Coast Guard examination for their lifeboat
endorsement.
Preparing for. Advancement
This was not enough. If the trainee was to be given
a sense of self-responsibility, if he was to be given
the tools to prepare him for advancement to more
responsible jobs aboard ship, something more was
needed.
That something is a remedial reading program,
staffed and under the direction of professional collegetrained reading counsellors who are provided with
the most up-to-date teaching aids and classroom
facilities.
The program at the Harry Lundeberg School of
Seamanship is under the direction of Miss Hazel
Brown, who is also director of the overall academic
program at the school. Miss Brown earned graduate
and post-graduate degrees from the University of
Pennsylvania and has extensive experience as a reme
dial reading specialist.
Trainees are given a reading examination oh their
arrival at the school. Those who score below a fifthgrade level are asigned to the remedial reading pro
gram for their entire stay at the school.
The major objective of the program is to improve
reading achievement of the trainees commensurate
with their individual levels of reading expectancy.
This broader objective envisions a program which will
improve the skills of trainees at all reading levels,
not merely those who have serious problems.
Improving Reading Attitudes
Secondary goals include improving attitudes toward
reading, broadening the trainees' horizons of interest,
and developing an awareness for personal growth
through reading.
Each trainee entering the school is unique in many
ways. Not only does he differ in age, size, race and
background, but he also differs in learning potential.
He has his own rate of learning as well as his own
peculiar accumulation of experiences. He differs in
his understanding of his own world and how to deal
with it. He has his own set of values, and his own
understanding of what is important to him, and how
he fits into his environment. He differs in his under
standing of himself, his self-confidence, and his selfesteem. And he has a distinct way of communicating
and relating to others.
Miss Brown believes this individual uniqueness
suggests that learning situations should be designed
to capitalize on individual differences, rather than
ignoring them.
"Learning is unique and extremely personal; one
learns from living," she said. "I believe that effective
learning is possible only when the learner can relate
concepts, ideas and content to his own experiences.
He must be able to see the learning process as being
meaningful to life situations."
Relating New Ideas
She also recognizes the importance of encouraging
the student to deal with familiar concepts and
procedures before confronting him with challenges.
She explained:
"We want the student to feel comfortable and ac
ceptable. If challenges are too severe, he may feel
threatened and insecure, and this can lead to frustra
tion and an inability to learn. When the individual
student can relate new ideas and experiences to those
with which he is already familiar, he will learn more
readily. He will also see himself as a more apt per
son—a person who can learn and does learn with a
minimum of diflSculty.
"Motivating the individual to first tolerate the read
ing situation, and then grow to enjoy it, is a major
objective of our program."
There is no evidence that any one method of in
struction is uniquely suited to overcome all deficiencies
which may occur in reading. Indeed, evidence seems
Hazel Brown, director of academic training at the Harry Lundeberg School of Seamanship, works with a student on the
reading scanner. Every effort is made to bring the trainee's reading up to the sixth-grade level, the national norm.
J
Reading Instructor Mrs. Eva Nail gives special attention
to each of the trainees enrolled in her class. All trainees
are given a reading test on their arrival at Piney Point.
Those who score a sixth-grade level are provided inten
sive remedial instruction to improve reading skills.
to indicate that combinations of methods are superior
to any one single approach.
The type of reading program used at the Harry
Lundeberg School is one in which there is constant
selecting and choosing from various sources, ap
proaches and media to meet individual needs.
Using the Dictionary
Word study skills, for instance, are being sys
tematically taught—regardless of the method used—
with the aim being to teach functionally. Use of the
dictionary is considered essential. Linguistic and
phonetic approaches are used when applicable.
Miss Brown considers cooperation between her
staff and the librarian necessary to achieve concrete
results.
The school library, which is housed aboard the
HLSS school ship Charles S. Zimmerman, maintains
a continuing supply of a wide variety of paperback
books and magazines which are available to the
trainees.
Miss Brown is convinced that the use of relevant
material is important to excite the interest of the
trainee and to motivate him. Every trainee must pass
a written Coast Guard examination before he will
graduate from the school. The trainees understand
the importance of passing this examination, and those
in the reading class readily accept the idea of using
this study material.
Training materials on the duties of seamen in the
deck, engine and steward departments are favorably
received by the students, as are materials on union
education, which is a part of the trainees' curriculum.
Letter writing is also used as a reading-spelling device.
How well is the program working? Miss Brown is
optimistic:
"In the past six weeks we have observed an im
provement, in the reading attitudes of our students.
Those with a fifth grade reading level have shown
great interest and marked improvement. We are on
the right track."
Another encouraging sign is the acceptance of the
program by the trainees themselves. A number of
them, those who scored above the sixth grade level
but who feel inadequate in their reading skills, have
volunteered for the course.
"What we are doing here," Miss Brown said, "is
something previously untried. We are taking young
men, most of them school drop-outs, many of them
who have lost their motivation, and we are giving
them an opportunity to become useful members of
our society. We are also giving them the chance to
make something of themselves, to achieve a sense of
individual pride and accomplishment. The union,
through the school, has made available every facility
to assure success."
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SIU members attending a Crew Conference at Piney Point are all business as they
ponder a test designed to judge ability to comprehend and utilize English.
The purpose of the testing is to determine reading levels of the members so that in
struction materials and publications can he geared to needs of the membership.
A group of Seafarers attending a Crew Con
ference at the Harry Lundeherg School of
Seamanship take part in a reading compre
hension test. Administered by the school's
department of academic education, the test
is designed to evaluate the individual's ahUity not only to read the English language,
hut also to understand what he reads. Since
the testing program was initiated, Seafarers
have consistently shown reading skiUs far
above the national average. Professional edu
cators at the school attribute this to the fact
that most seagoing men are voracious read
ers by nature, and thus improve their com
prehension abilities through this process.
1:
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Readers at Sea
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It shouldn't come as miy surprise, but Seafarers seem to
have a significantly higher reading level than the natimial
average.
Recent surveys have indicated that the national reading
level of the adult population is somewhere between the fifth
and sixth grades.
Seafarers attending the SIU Crew Conferences at Piney
Point have been given a comprehensive reading test during
their stay at the school. Results based on the first 135 tested
show an average reading level of somewhere between the
eighth and ninth grades.
Experts agree that formal education is no guide to read
ing levels. College and university officials have been dis
mayed at the low reading scores of many college applicants.
The experts also agree that reading is the key to improving
reading and comprehension skills.
Seafarers have always been voracious readers, parfly from
being so long at sea and partly because of a curiosity nur
tured by new experiences. This reading skill explains why
seamen, with as little as only four or five grades of formal
education, can come out of the forecastle and fireroom and
master the complicated examinations for upgrading to li
censed officers.
Although Seafarers on the average have less formal education than most Americans, they generally
score higher on reading tests designed to judge their ability to comprehend what they read. Recent
studies show the national reading level of the adult population is somewhere between the fifth and
sixth grades. Those Seafarers participating in the testing program while attending Crew Conferences
at the Harry Lundeherg School of Seamanship have averaged a reading level of somewhere between the
eighth and ninth grades. Education experts agree formal education is no guide to reading levels and
the results produced so far by participating Seafarers would seem to bear this theory out.
at
�High School Program
Planned at Piney Point
As part of an ever-widening program of benefits for its members, the SIU has
hopes of soon establishing an official General Educational Development (GED)
testing center and, eventually, a four-year accredited high school at the Harry
Lundeberg School of Seamanship at Piney Point, Md.
GED tests are used by school drop-outs to earn high school equivalency certifi
cates. The comprehensive, five-part test is designed to measure the level of edu
cational achievement through comparison with results on the test of students about
to graduate from high school. Emphasis is placed on intellectual power—the ability
to comprehend—and critical evaluation.
Application for recognition as an official testing center already has been filed
with Maryland officials. The State Board of Education will meet with HLSS officers
Oct. 28 before a final decision is reached. The application stressed that the GED
center would be available to all residents of the Southern Maryland area as well
to Seafarers.
Realizing that many of its members have never finished their formal high school
education, the SIU is seeking to provide an opportunity for those interested to
attain the equivalent of a diploma.
After studying various programs, it was decided that the GED program was
the best offered. However, a few obstacles have yet to be overcome. A Seafarer,
by the very nature of his work, is so transient that he- would not meet most states'
residency requirements for taking the test. Although there are Seafarers 16 years
of age who might want to take the test, most states require a candidate to be at
least 17 years old. The SIU has petitioned the Maryland State Board of Education
to waive the age and residency requirements for Seafarers.
Professional Staff Ready
If approval to establish the center is granted, a professional staff of educators at
HLSS, headed by Director of Academic Studies Hazel Brown, is geared to launch
a thorough training and testing program.
Facilities, including an hnpressive, still-expanding library, are ready for use.
A big plus for the Seafarer will be the training and guidance that will be avail
able to him before he even takes the test. The test itself is very demanding. Over
30 percent of those who take it fail. This high failure rate led the SIU to initiate a
training program at HLSS for all interested candidates. Through a series of inter
views and tests, the professional staff personnel will be able to determine in what
areas a prospect may be weak. They can then suggest means of correcting these
deficiencies and offer individual and group instruction and guidance. All this will
be done to insure that the SIU member has the best possible opportunity to attain
the GED certificate.
Mrs. Susan Carey, a member of the academic educalion faculty at Piney Point, prepares
materials which will he used to assist trainees to secure a high school equivalency diploma.
The GED program is not like the "Earn a High School Diploma at Home in
Your Spare Time" advertised on matchbooks. The SIU's GED program is operated
by the Commission on Accreditation, appointed by the American Council on Edu
cation, and composed of leading educators from across the country.
Throughout the U.S., the GED certificate is recognized by employers and ac
credited universities in the same way as a regular high school diploma.
Accretlited High School
The SIU also hopes to receive in the not-too-distant future permission from
the State Superintendent of Schools to establish an accredited four-year high school.
Officials at HLSS currently are discussing a possible working agreement with the
St. Mary's County School District. Projected plans also call for the inclusion of
evening courses of study so that adults can brush up on their education.
Support and advice for implementing the two proposals have been received
from many quarters. Nearby St. Mary's College and Charles County Community
College have extended guidance and expertise in laying the groundwork for the
GED center and the high school. Encyclopedia Brittanica and its special consultant,
former Vice President Hubert Humphrey, have encouraged both ideas and pro
vided guidance. The Superintendent of St. Mary's County Public Schools, Dr.
King, has lent his cooperation and encouragement.
TTie groundwork has been laid, facilities prepared, the program outlined, and
the staff assembled. Only approval is needed to get the GED center into operation
and the high school well on its way to reality.
Retirees Conferences
Provide Special Help
Pension and Welfare Director A1 Bernstein discusses benefits under the Medicare pro
gram with retired SIU members attending the the Pensioners' Conference at Piney Point.
All too often when a person retires he is forgotten by the company he served
faithfully for many years. He may receive a monthly pension check, but that is
usually his only contact with his former employer.
The SIU doesn't feel that way about its retired Seafarers and is doing some
thing about it. To the SIU, a pensioner is more than just a punch card placed in a
computer once a month when the pension checks are made out. He is an individ
ual. A man who had to toil long years at a strenuous, often lonely job to be able
to enjoy his retirement. As far as the SIU is concerned, retirement is not a phasing
out—an Auld Lang Syne. It is a hard-earned right, which carries with it certain
benefits.
For this reason the union has initiated a series of week-long Pensioners' Con
ferences at the Harry Lundeberg School of Seamanship at Piney Point. The con
ferences are designed to inform pensioners of their ri^ts as retirees and how to
get them.
Utilizing lectures, slide presentations and movies, the pensioners are given a
thorough breakdown of the benefits they have earned under the SIU's Pension and
Welfare Plan. For instance, they are informed that they qualify for unlimited
medical aid for the rest of their lives; that their heirs will receive a $4,000 death
benefit; that their dependents still qualify for surgical and hospitalization benefits
just as they did when the retiree was an active Seafarer, and that this coverage will
continue for six months after his death.
They are given a detailed explanation of the requirements and workings of
Medicare, Medicaid and Social Security. They are shown where to go and what to
do if a problem arises in any of these areas.
Above and beyond this basic educational purpose, the conferences serve as a
forum for information and guidance that can help make retired life more pleasant.
Caution and safety in everyday living habits are stressed. Simple reminders like
gripping a bannister when descending stairs, which may seem facetious to some
younger people, can mean a saving of months in bed with an injury to an oldtimer.
The conferences cite the importance of being active in community work. Helping
"to get out the vote" for a particular candidate, as an example, can relieve bore
dom. Retirement, it is explained, is not the time to retreat into a protective shell,
but the time to do some of . those things there wasn't time to do when working.
Probably just as important as these educational and informative forums, the con
ferences allow the old salts an opportunity to get together with their brothers
in the union and discuss that which they know and love best—seafaring. They
also have a chance to keep in touch with SIU activities, to see the tremendous
progress being made in the training of young Seafarers, and to witness the growth
of their union.
They come from all over the country to attend these Pensioners' Conferences as
of their union.
Perhaps the best way to get the feel of any program is to ask one of the partici
pants:
"I'm very enthused and impressed by this program they set up for us here. I've
learned some things I didn't realize before and wouldn't have known where to go
to find out about. I still can't tell you all about Medicare and stuff like that,
but now I at least know where to find out. I'm a sailor from way back—^having
served ip the Navy before joining the SIU. That has been my life. So, I enjoy this
quite a bit. I'm especially impressed by what we have down here. Piney Point
was . . . well, just Piney Point to me before this trip. It's good to see what the
union is doing," said Jim McQoud of Philadelphia.
�SlU Members Learn
About Their Union
A program unique in the history of maritime un
ions is underway at the Harry Lundeberg School of
Seamanship, and has already proved to be highly
successful.
The program is the SIU Crew Conferences. Its
purpose is to provide the membership an opportunity
to learn more about their union and the maritime
industry. Its goal is to make the SIU member the
best informed union member anywhere.
The conferences are being held at the union's
training center at Piney Point in Southern Maryland,
where the Potomac River empties into Chesapeake
tion of the employment provisions of the Standard
Agreement, general rules, department rules and ship
ping rules.
In addition, facts are 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 will have on the union and the
ship owners.
Pension, Welfare & Vacation
Discussions on this topic detail the benefits that
have been won over the years through collective bar
gaining. Included is a survey of SIU welfare bene
fits, the pension program, vacation plan, the SIU
clinic, medicare, the U.S. Public Health Service and
the scholarship plan.
SIU Constitution
Full discussions are held on the SIU constitution,
and there is plenty of time for question and answer
periods.
This session is also used for a study of the union's
involvement in political activity, including the func
tion of the Seafarers Political Activities Donation,
and the implications of the present indictment against
the SIU and several top officials for political activity.
Union Meetings
Both shoreside and shipboard meetings are re
viewed during these sessions, with special emphasis
on the importance of the Ship's Committee.
*
Members checking into the motel for the SIU Crew Con
ferences get a warm and friendly welcome from everyone,
including this lovely young lady behind the desk.
Lie
Bay. The school combines modern classroom and
lecture facilities with a wide variety of recreational
activities.
Since the first SIU Conference opened September
14, nearly 200 members from the East Coast, the
West Coast and Gulf have attended. Typical of the
comments from those members who have taken part
in the first five conferences is that made by Felix
Van Looy:
"We have gained a whole new insight into our
union, its aims and its problems, and we will all be
the better for it. I don't see how anyone can come
away from Piney Point without an overwhelming
sense of button-bursting pride in the accomplish
ments of our union, and a glowing reassurance for our
future."
Members attending the conferences spend ten days
at Piney Point, arriving Friday evening and leaving
the next following Sunday morning. Saturday and
Sunday are devoted to relaxation and recreation, and
to becoming acquainted with the facilities of the
school.
Conference sessions are held Monday through Fri
day, four hours each morning, on five basic subjects:
labor union history; the SIU contract; pension, wel
fare and vacation benefits; the SIU constitution;
union meetings and shipboard behavior.
Sessions are held aboard the S.S. Charles S. Zim
merman, which has been completely refitted as a
modem, fully-equipped education facility with class
rooms, lecture halls, auditorium and library.
Labor History
Labor union history in the United States is traced
from the early Colonial period through the present
time, and includes discussions on the Knights of La
bor, formation of the AF of L, merger of the AFLCIO, the International Seaman's Union, birth of the
SIU and major SIU organizing drives.
SIU Contract
Discussion on the SIU contract has been geared to
provide the members with a thorough working knowl
edge of the provisions of the Standard Freightship
and Tanker Agreements, and to give members an
understanding of the problems of negotiating agree
ments in the maritime industry.
Included in the session on contracts is an examina
October 1970
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But it's not all work for Seafarers who take part in
the c(Miferences. There's plenty of time for relaxa
tion and recreation, and there is a wide variety of
facilities to please just about everyone.
Every afternoon, members have a choice of boats
for a cruise on the waters around the Chesapeake
Bay. Available to them are the 65-foot cruiser Sea
Duchess or the 66-foot yawl Manitou, which was
used by President John F. Kennedy during his years
in the White House. Or, members can take one of
the smaller sail or power boats out for cruising or
fishing.
"This has heen a great experience
to me, something I will never for
get and something 1 will pass olong
to my fellow seamen. I have
learned a lot, but I have also en
joyed myself very much."
Jose Lopez, Baltimore
Swimming, card-playing, pool, bowling and other
sports and recreational activities are also available.
Movies are shown every night on the big Cinema
scope screen in the auditorium aboard the school ship
Charles S. Zimmerman. After the movies, entertain
ment is furnished in the Anchor Lounge.
Saturday night features an open-air barbeque in
the pine forest, followed by a boxing smoker in the
recreation building.
The concept of the SIU Crew Conferences is to
provide the members of our union with an oppor
tunity to learn as much as they want about their
union so that they will be better able to take an active
part in continuing to build the SIU to make it still
stronger and more effective.
How is the program working? Bobby Lister, who
sails in the steward department out of Houston,
summed it up for many of the members who have
attended the first five conferences;
"My first thoughts on coming to Piney Point were
a lot Afferent than they are now. I learned a lot about
the history of the SIU and the hardships my brother
seamen had trying to build the union we now have.
I have learned a great deal about our ccwistitution,
and how to really participate in meetings aboard ship.
I really enjoyed my stay at Piney Point, and I really
think that any of my brothers who miss the chance
to come here are going to be missing out on some
thing really worthwhile."
L
Diirinfc a lour of the school's library, HLSS President Bob Matthews (second from left) points out to participants
in one of the Crew (Conferences a valued, age-old manuscript donated to the library.
Page 17
�"After spending ten days at Piney
Point, and five of them at school
aboard the Zimmerman, i found out
what the union is really trying to
accomplish, especially in regard to
the pension plan and the need to
train new young seamen."
Charles Hamilton, New York
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SIU President Paul Hail talked with members attending
the SIU Crew Conferences and discussed the significance
of the Merchant Marine Act of 1970. He also discussed
the importance of political activity in securing the fu
ture of the merchant marine and the job security of
member^ of the Seafarers International Union.
\i
Attending the second conference
from New York were: Thomas
Howell, James Doren, Abe Botelho,
George Yeachle, Joe Blatchford,
James Hassel, Neal Van Derlinde,
James Hastings, Harold Lowry, Eric
Sorenson, Keith Williams and Stephen
Jones. From New Orleans: Thomas
Lyles, George Anderson, Roland Hebert. Bill Eckert and Gill Dandin.
From San Francisco: Kenneth Lynch,
John Vorchack, Richard Theiss, Don
Thompson, R. Garrett and J. Pollard.
From Philadelphia: Tom Reim, Paul
Stein, John Wheeler, David Rich and
James McHugh. From Mobile: B.
Locke, W. Showers, Ruel Moifett,
Robert Malone Jr., Darry Sanders and
George McCraney.
Paul Stein and Curley Liles take time for
a chat during the coffee break at the morn
ing's session on the SIU constitution. The
conferences are held in the seminar room
aboard the S,S. Charles S. Zimmerman.
"Piney Point is a place | have never
seen before, but now that i have
had the good fortune to come here
I can only say that I am proud to be
a part of it. Many an oldtimer like
myself will be more than proud
when they see what I have seen."
Ed Toner, Philadelphia
Members of the first SIU Crew Conferences were: John Ashley, John Black, Paul
Honeycutt, Donald Leight, Robert Leight, Oscar Ozer, Harreld Reed, Russell Schwertzer,
Richard Smith, Torberg Tonnessen, Francis Warren, Paul Wolf^Jake Levin, Tommy
1%
LyncJii^' StephCT Bfergeria, J. C. Woods and George Svans.^^
Crew Conference members listen attentively during a session on the
union contract held in the seminar room aboard the Charles S. Zim
merman. Five general subjects are discussed during the week-long
conferences: labor union history; the SIU contract; union constitu
tion; pension, welfare and vacation benefits, and union meetings.
Bike riding is another favorite pastime for members attending the Crew Conference
and it8,a^good way to get to see the school's facilities located on 54 acres. Here, Torberg
Ih^d Pan! HontevcutPsioii to trflk With Hob Davis, inslructoi' at the school.
�Members attendinie an SIU Crew Conference line up to make a draw after their arrival
at Piney Point. Bill Hall, director of trade union education at the Harry Lundeherg
School of Seamanship, is the man with money.
John Yorchack, who sails in the deck department, and R. Garrett, steward department,
discuss the morning's subject during a coffee break at the SIU Crew Conference. The two
Seafarers from San Francisco attended the second conference.
Charts, slide projections and movies are used by Bill Hall, direc
tor of trade union education, and other instructors to provide
members attending the SIU Crew Conferences with the most
complete picture possible of the programs and problems of the
union and the maritime industry.
"I was amazed at the installations,
the training facilities and the con
duct of the trainees. This is some
thing we have badly needed for a
long time. It is a total credit to the
Seafarers International Union."
Morris Siegel, New Orleans
Tommy Lynch and Paul Wolf spend a few
quiet moments relaxing by the pond during
the late afternoon. There is lots of time after
the morning conference to take part in rec
reational activities or to just sit around and
talk and take it easy.
Members listen closely during a discussion on pen
sion and welfare benefits. Members attending the
Crew Conferences are provided with a wide range
of useful information.
"I have heard many things, bad
and good, about the HLSS at Piney
Point. I am glad I came here. I must
admit I made the right decision in
coming to the crew conference.
Otherwise I would know very little
about the organization I am in."
C. Modellas, San Francisco
Members of Crew Conference 3 were; from Houston,
J. Brown, P. Ellis, G. Jarvis, B. IJster, J. White and
K. Howland. From Baltimore: T. Aleck, C. Jackson,
T. Koroke, J. Lopez, J. Markley, W. Stevens and E.
Willis. From Mobile: C. Constantine, C. Davis, L.
Kyser, N. Steadham, J. McCants and J. Johns. From
New Orleans: D. Bushy, J. Gorji Jr., M. Siegel, S.
Strickland, J. Walan and F. Wall. From Boston: F.
Connell. From Philadelphia: E. Kresz, E. Toner, E.
Mahoney and I. Concepcion. From San Francisco:
H. Spillane, M. Holder, C. Modellas, M. Gulp, H.
Levine and J. Mitchell. From New York: J. Cronin,
C. Hamilton, W. McCallum, W. Matthews, R. O.
Mills, p. Simmqns, R. Wallace, W. Wilson, E. Sekelle^,. ^
iia<i •!>< (•
F. Yg^ Lqo^japflj^.McCue'C
�•H
Scooting around the 54 acres of the Harry
Lundeberg School of Seamanship is a lot
easier with these little electric golfcarts as
Thomas Howell, Eric Sorenson, W. Show
ers and George McCranev discovered.
"I have learned many things I did
not know before. I have learned
about the history of the union; the
strikes we have been through; what
our contract and constitution are
really all about. I think the school
here at Piney Point is one of the
best things the union has doiie:^'
Norwood Steadham, Mobile
Stormy weather never kept a good Seafarer from putting to sea and
these members attending a SlU Crew Conference at Piney Point are
no exception. They put in a little sailing time on the wind-swept
waters of Chesapeake Bay.
• 11
Tommy Lynch and Francis
Warren relax at poolside on a
warm afternoon after attend
ing the SIU Crew Conference
during the morning.
A Saturday evening barbeque caps
off the week's activities for members
attending the SIU Crew Conferences.
After the barbeque, there's boxing
matches and a movie.
"Piney Point is certainly one of the
most advanced seamen's schools
anywhere. The conference meetings
were very enlightening to me. What
I was most interested in was the
history of our union from 1938 to
now. I never knew how much
sweat went into building this union
to get what we have now."
Bruce Simmons, New York
Bob Foster, light-heavyweight champion of the world, who Js scheduled to meet Joe Frazier for the heavy
weight title next month, visits with SIU members at th* regular Saturday night barbeque. Standing with
Foster is Robert "Pappy" Gault, HLSS athletic director and U.S. Olympic boxing coach.
Gill Dandiin of Mobile takes careful aim in friendly game of
"eight-ball" with Harry Lowry of New York in the recreation hall
at th^ Piney Point training school.
. «l
jr|
• '3
�"On the last day df our cohfefence;
1 found myself wishing it could go
on for a few more weeks. I never
realized how important Piney Point
is to us as Seafarers. It was a home
away from home, and we were
treated that way."
Frank Connell, Boston
V
(' I
1''
!•
:i
1!^
r-
I
liy
Two Crew Conference members make ready to
get under sail for an afternoon's cruise around
the waters of the Chesapeake Bay after attending
the morning's session.
One of the more popular recreation activities at Piney Point is fishing in the waters around the St. Mary s
River. Boats and fishing gear are available for Crew Conference members during the afternoons after they
have attended the educational sessions.
"One of the things that really im
pressed me about the school was
the recreational facilities. I made a
point of trying as many kinds of
boats as i could, but even with go
ing out every afternoon, 1 still
didn't manage to use every one."
Riley Mills, New York
I
ku
Powerhoating in the waters around Piney Point is a popular
pastime for members attending the SIU Crew Conferences.
A number of small boats, both sail and power, are kept ready
for the recreational use of the members.
i
I!
.. The Saturday night boxing smoker is one of the
highlights of the entertainment schedule for SIU
Crew Conference members. The all-pro card is put
together by Robert "Pappy" Gault, HLSS physical
education director.
Members attending the Crew Conferences and Pen
sioner Conferences, as well as the staff and students
at HLSS, enjoy the all-pro boxing card put together
each Saturday night by "Pappy" Gault.
01
�;
;nV,
To Get Young Men
Ready To Go To Sea
Education is the key word at the Harry Lundeberg
School of Seamanship.
^ Located on the Chesapeake Bay at Piney Point,
Md., the school provides professional instruction and
practical training to novices in the art of seafaring,
as well as providing help to those already in the in
dustry to achieve higher ratings through greater skills.
The school is one of a kind in the maritime indus
try in the United States. No where else is there a
maritime organization that offers professional train
ing for entry ratings.
Operated by the Seafarers International Union, the
school annually graduates about 1,000 young men
between the ages of 16 and 21 into careers aboard
American-flag ships.
For many of these young men, the school is an
avenue to a life as a craftsman that was otherwise
unattainable. Many come from broken homes or
from economically disadvantaged urban and rural
areas across the country. The HLSS program, by
providing the opportunity for a career at sea, gives
these youths a sense of stability and a way to get
out of poverty.
They arrive inexperienced. After three months of
intensive training they leave as qualified Seafarers.
This has all been made possible by the recent initi
ation of the HLSS Vocational Training Program,
directed by Nick GuUo, an alumnus of the Mer
chant Marine Academy at King's Point, N.Y.
The first prerequisite for any course of instruction
is a suitable classroom. So, the Claude "Sonny" Sim
mons, a former Chesapeake Bay fishing vessel, was
converted into a floating school. Her innards were
completely remodeled and separate classrooms es
tablished.
An audio-visual master control booth was set up.
By the flick of a switch, tapes or movies can be
broadcast in any particular room.
Closed circuit television is being installed to aid in
the classroom instruction. Individual robms are replete
with visual aids and mock-ups of the various com
ponents and gear found aboard ship. The latest in
machinery and tools have been added as training
devices.
The Simmons, like HLSS itself, became the first
(ff its kind—a ship designed to provide the beginner
With a practical knowledge of the profession he is
about to enter.
1 The vocational program was broken into three
distinct courses: the Deck Department, the Engine
Department and the Steward Department.
Third cook trainees get individual attention from experieneed cooks and bakers during their 12-week train
ing program. When they graduate, the trainees are rated
« thW »KA.
v
V
i
All
HLSS Engine Instructor Bob Kalmus briefs his class on
the importance of staying alert and taking every oppor
tunity to leam while shipping as a wiper.
The courses are administered by professionals in
the respective fields—a senior able seaman and two
bosuns in the Deck Department class; a chief engineer
in the Engine Department class and a chief cook in
the Steward Department class. The courses each run
for two weeks.
Each trainee gets the chance to try his hand at all
different aspects of seafaring, assess his ability and
adaptibility in each area, and then make an educated
choice on the future career that will best suit liis
talents.
After completing this vocational program, a young
Seafarer knows that when he boards his first ship, he
^l^ill be able to pull his own share of the load.
/'
,
Also Aids Veterans
Tl^ vocational training program also means a break
for the veteran Seafarer. No longer will he have to
worry that when he sends a new man after an Allen
wrench, he'll return with a monkey wrench; or that he
will have to take him by the hand to the lathing
machine and then teach him how to use it
N(S) longer will a youngster go aboard his first ship
and have to spend the first voyage "learning the
ropes." True, he will have to build upon his basic
knowledge before he becomes an accomplished Sea
farer, but he will have a vast headstart on his counter
part who never went through the HLSS Vocational
Training Program. The program has been so designed
so that a young man can effectively work as he goes,
not learn as he goes.
The training program is comprehensive, encompass
ing virtually all aspects of seafaring. One recurrent
theme in all lectures and presentations is that of
safety. Every Seafarer knows the value of following
proper safety procedures, just as he knows the tragic
results that occur when they are ignored.
Deck Department
The Deck Department course is designed to orient
the novice in the basic responsibilities required for the
entry rating of Ordinary Seaman.
TTie subject matter ranges from shipboard orga
nization through the proper method of chipping paint.
Each young trainee, upon completing the course,
will be versed in fire fighting, standing watch, docking
and unloading, cargo operations and first aid, along
with countless other subjects.
This course is supplemented by practical training
in safety standards, using fire fighting equipment,
tying the wide variety of knots used aboard ship,
mooring a vessel, application of first aid techniques
and so on.
In short, the next HJLSS graduate going aboard a
ship as an ordinary seaman will have earned his
chance.
Engine Department
The Engine Department course provides the young
trainee with a breakdown of the entire engine room of
a typical ship, as well as the proper use and care of
the machinery.
To help the student identify what makeS the ship
run, detailed schematics—detailed drawings—of the
various engine room components are distributed for
permanent reference.
The classroom is bordered on both sides by show
cases containing every possible tool found aboard
ship. The student is shown each one and instructed
in its use.
He is shown how to repair parts and how to "jury
rig"—make do—when repairs are not-possible.
When he goes aboard his first ship as a wiper, he
will have a basic knowledge of that engine room.
Steward Depailment
The Steward Department course is designed to teach
the young men the proper preparation of food and
handling of food. He learns the right way to serve
meals, is taught how to order supplies.
Practical on-the-job training is experienced in their
own mess hall at the Harry Lundeberg School of
Seamanship, where every trainee pts the opportunity "
to serve his fellow classmates. Many also get experi
ence as cooks on training voyages aboard one of the
school's vessels.
Other Training
Nor is the vocational program the only training
young men receive at HLSS. There are also courses
in remedial reading, the working of the SIU, the
manning of life boats, and the importance of work
ing as part of a team—which is what a ship's crew is
all about.
The individual programs are geared to making the
young man going to sea for the first time a more
qualified Seafarer.
u\ti isdoiou
I(
^ '.3
�Trainees spend two hours a day in the deck training classroom under the guidance of Instructor
Chuck James, who holds a second mate's license.
Trainees study a mock-up of
a reefer system as part of
their two-week course in
basic engine department
training. Equipment includes
all machines and tools that
• the new seamen will en
counter when they hoard their
first ship.
/. '
Trade union education is an im
portant part of the curriculum
at the school. Paul McGaharn,
deputy director of union educa
tion at HLSS, is seen here in
structing a class on the meaning
and importance of the SIU con
stitution.
During their two-week train
ing period in engine depart
ment-instruction, trainees are
required to construct a sim
ple tool, such as a clamp
vice, using all of the machine
tools they will be required
to use on board ship. '
Deck Instructor Chuck James explains the use of various extinguishers during a class in firefighting. The trainees become thoroughly familiar with all firefighting techniques during their time in
the deck training classes.
I
�Lifeboat Instructor James Doran
shows trainees in the lifeboat class
the proper method for releasing
gripes. Trainees receive two weeks
of intensive instruction in all
phases of lifeboat and emergency
procedures, including launching
and recovery of boats.
Trainees lower away the number
one boat from the boat deck of Ae
Claude "Sonny" Simmons during
a regular daUy lifeboat drill. Lif^
boat training at HLSS includes all
emergency procedures as well as
iirefighting techniques.
Trainies
Piney Point
I|ip FM many young men
Harry Lundeberg
P School of Seamanship is an escape—M esc^
to a rewarding career. It is a flght from disrupted
homes «r ftnancially-poor hackgronnds.
For many others it is die fulflnment of a long.
tune desire—the opportunity for a cai^ at s(^
fiiey come from dl over die nation, nom
all types of hackgrounds, from dl segments of
is
I
I
1
I
I
I
^
Brt they aD have one tiling in common
real^ation of the vdue of the opportunity af.
forded them through HLSS.
: A numher of students attending tiw vocatiM^ traiiting classes were asked tiidr views wi the
program. This is what they said:
• never had any real idea of what gomg to
sea involved. This school reaBy opened my ^es.
At least now I won't have to he afraid of not
heing able to do my job. This schwl
me the beginnings anylww. I guess the rest is
up to me."
.
,
JX
• '1 like the idea of these classes, I used to
think I wanted to work in the enpne de^
nient, but these classes showed me I couldnt
hack it there no way. I think I'm gping for
^
;
.
,
• '•Heck, I didn't know nothing about being
a saHor. TWs was my chance, so I took it.
these classes have taught me something. I dunk ; !
Fm gonna' like it."
• 1 was in the Navy for a few years and fln^
classes are as good a# any I ever got in the
. service."
.^
.
• ••! don't think m reaUy appreciate what
Jrm learning here untU I get aboard my
lihip. Then I know IH appreciate it, because I'll
! at least know what I'm doing."
^^
• ''My father was a Seafarer and he never
f had anything like ^s. He told me so.'*
fe e ••Well, I kinda* like this idea of leammg
»^irtiout the different departments. I didn't Imow %
anything about fliem until now. I stfll dont
know what I'm gonna' saO as, but at least now
I got a pretty good idea of what to expect no
matter what I go as."
• •q never finished iagli school so I find these
lessons a little tough, but at least Fm learning
-;somet!mig."
,
• •q'm not really sure if these classes are any
^d at all. But, I guess they are, beca^ I
know a lot more about ships than I knew
• <qt ain't making me the smartest guy to go
to sea, iMit it sure ain't leading me the dumbest.
- T.usedtobe.", :
Flag-
�Social Security Q&A
Costs of Medicare
by A. A. BERNSTEIN
SIU Social Security Director
The Golden Years ought to
be just that. They ought to be
a time when people can lean
back and find treasurers of the
past both warm and comforting.
One of the things that can
contribute to a comfortable state
of mind is knowledge that as
sistance is available in times of
sickness under the nation's
Medicare and other Social Se
curity programs. But assurance
of assistance brings with it a
knowledge of the limitations of
the programs and the ways that
beneficiaries can contribute to
its strong development.
If Seafarers and their families
have questions about Medicare
or Medicaid or any part of the
Social Security program, the
SItJ Social Security Staff is
anxious to answer them, and
Jhus perhaps polish the gold in
the Golden years.
If Seafarers have questions
they would like answered the
questions should be sent to A.
A. Bernstein, director of Social
Security and Welfare Services,
Seafarers Welfare and Pension
Plans, 275 20th St., Brooklyn,
N.Y. 11215.
Q: What can I do about the
rise in costs for Medicare?
A. If you're over 65, you're
more likely to get sick than when
you were younger. Medicare
helps pay the costs of an illness,
but you can help keep those costs
down. When you see your doctor,
listen to what he tells you. Jf he
prescribes a course of treatment,
take his advice. It just might kfiep
a minor problem from becoming
a major one—physically and fi
nancially.
Second, check your copy of
the statement sent to Medicare by
your doctor or hospital to make
certain it contains no clerical er
rors or other mistakes.
Third, remember that there's a
limit to the benefits payable by
Medicare. Like any valuable re
source, they should be used wise
ly and without waste.
Q: If I decide to work for an
other year or two beyond my
65th birthday, must I wait until
I stop work to be eligible for
Medicare coverage?
A: No. You became eligible
for Medicare as soon as you be
come 65, whether you are retired
or still working. But to make sure
your full Medicare protection be
gins the month you reach 65, you
should check with your social
security office 2 or 3 months be
fore your 65th birthday.
Q: Tve heard that more than
20 million people have the pro
tection of Medicare. How many
ctf them are being helped by it?
A: More than 4 million people
were admitted to hospitals last
year and had most of their bills
paid by Medicare. About 500,000
of them were admitted to "ex
tended care facilities" for posthospital skilled nursing care.
About 290,000 received' home
health services after ' a hospital
stay. In 1969, Medicare paid an
estimated $4.7 billion in hospital
insurance benefits and $1.9 bil
lion in medical insurance benefits.
Retirees Meet
New Full-Book
Seafarers
Graduates of the full-book upgrading school, rear, are pictured with
newly retired pensioners at the September membership meeting at
SIU headquarters in New York. The pensioners, front row from left,
are Milton Awall, Frank Fandino, Claudio Anavitate and Richard
Broomhead. The new full-book members are, from left, Paul Honeycutt, Ramon Ali, J. C. Woods, Willie Grant, Ronnie Henderson and
John Trent.
Endorsed
Lifebodtmen
Eight seafarers have received Coast Guard endorsements as qualified
lifeboatmen after completing the course of instruction at New York's
Harry Lundeberg School of Seamanship. Front row from left: Joe
Rogalski, Jerry Dunham, Carlos Dominguez, and Joe Cuocco. Back
row: Ed Skorupski, Michael Ventry, Robert L. Taylor, and Larry
Jordan.
Q: How much arc the premi
ums?
A: The basic rate is now $5.30
a month.
Q: What is the reason for the
recent Increase in the rate from
$4?
A: Experience now shows that
the rate should have gone up to
about $4.70 in July 1969, and
the program has had to draw on
its reserves. About half of the
increase is needed to finance the
insurance program as it is now
working. The rest of the increase
is to cover higher costs during
the 1970-71 premium period.
RJghi
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.
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
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 all 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 DGNA'HGNS.
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 mail, return receipt requested.
�Hearing Fades While Din Goes On I
Early Deafness
Result of Noise
• City dwellers may face premature deafness by
the year 2000 if city noise continues to rise at
the current rate of approximately one decibel a
year.
Noise pollution is a fact of urban life—a
dangerous fact. Many environment-conscious
citizens, congressmen and even the President
have given small consideration to this harmful
pollutant.
Congress seems to think that noise pollution
can be brought under control solely by curbing
the annoying roar and screech of jumbo jets.
Thus, for fiscal 1970, the government is spend
ing $29 million towards aircraft noise control
and a meager $3 million for other noise prob
lems.
Far Reaching Effects
Like air and water pollution, the effects of
noise upon man's physical wellbeing can be far
reaching. Permanent hearing damage will occur
when a person is exposed to unusually high
sound level—85 decibels or more—over an ex
tended period of time.
In addition, constant high sound levels can
lead to ulcers, high blood pressure and even
heart attacks.
Noise pollution might even cause neurosis or
seizures in epileptics. And, doctors claim, noise
can evoke severe nervous strain—^provoking ag
gressive and quarrelsome moods.
Unfortunately, thousands of workers are put
upon by the strains of noise every day at work.
More noise hits workers on land once they
leave work and face the rush-hour traffic—the
trucks, buses, motorcycles and the subway
trains.
Sound on Top of Sound
At home, housewives are busy using their
noisy time-saving appliances—the vacuum, food
blender, dishwasher, washing machine and dry
er. Many listen to the hi-fi or TV while they
work, keeping them tuned up quite high so
they are audible above the sounds of all the ap
pliances. There just is no protection from noise.
The fact is, eliminating harmful noises from
our everyday life wouldn't be as difficult as curb
ing air pollution. The sounds of motor vehicles
could be easily muffled—and who likes to be
disturbed by the churning sounds of a garbage
truck at 4 a.m.
The same holds true for air conditioners, lawn
mowers and other appliances. Surely these can
be silenced.
Yet for some reason the government has been
slow in effecting noise standards to protect the
people. In May 1969, the Labor Department
finally set down some noise standards affecting
companies supplying products to the govern
ment.
No Federal Laws
The newly established Department of Trans
portation is also presently involved in noise re
search and has created an Office of Noise Abate
ment. Similar plans have been charted by the
Department of Housing, Education and Welfare.
But as yet there are no federal laws or regula
tions that would effect control of surface trans
portation noise. Such action must come from
Congress. And then local authorities would
have the task of enforcing these regulations.
Commerce Under Secretary Rocco Siciliano
has proposed that the government spend $30
million a year to curb noise pollution created
by motor vehicles, appliances, construction
machinery and other sources of noise approach
ing the danger zone.
In addition, he said. Congress should ap
propriate additional funds for aircraft noise
control.
Right now, as is the case with other pollutants,
there is little tangible government action to con
trol sound levels. But there is a lot of research
taking place.
Research, in itself, is not a cure for the prob
lem. And inadequately-funded research is vir
tually no help at all. Research takes time. While
studies are ^ing made and reports submitted.
the general public continues to suffer the con
sequences of the lack of concrete action. And
only concrete action to control this type of pol
lution will afford relief to the public.
Strain of Sound
, The Consumer Federation
Meanwhile, people continue to suffer the
of
America has bypassed the
strains of high sound level and the sounds of
White
House and its Advisor
city life.
To bring about action a group of cities have on Consumer Affairs and gone
founded NOISE, the National Organization to directly to Congress with a plea
Insure a Sound-Conditioned Environment. Plans for help for the consumer.
Officers of the CPA, a broad
are being made to open a Washington lobbying
coalition of labor, farmer and
office.
Politicians are also under pressure to press consumer organizations, pro
for cooperation from manufacturers in building tested recently when President
aircraft, appliances, and even buildings that will Nixon and Mrs. Knauer failed
dull some of the normal noises of daily activity. to consult with them in the
Pollution of any kind is harmful to man. selection of the new head of
Noise pollution is clearly no exception. Unless the Federal Trade Commission.
action is taken now, within 30 years we may not
As a result, the federation
have to worry about the sounds of garbage sent its adopted convention res
olutions directly to Congress
trucks, jumbo jets, or the like.
calling on it to "adequately fund
We won't be able to hear at all.
CPA Ignores White House
To Avoid Wasted Time'
a program designed to promote
consumer protection and under
standing," and to urge regula
tory agencies to develop "a new
sense of commitment in fairly
and openly promulgating the
realization of the full objective
of consumer legislation."
A CPA member said dele
gates "just seemed to feel it
was a waste of time to address
President Nixon or Mrs.
Knauer,"
In general the convention de
manded increasing consumer
representation on all regulatory
panels and careful control of
utility profits and development.
.1
�Portland—Part of Sea-Land's
Quick Puerto Rico Service
%e Portland (Sea-hand) recently
returned to Port Elizabeth, N.J.,
T
following a trip to Puerto Rico. A con
tainerized cargo ship, she carried food
and coffee on the 9-day return voyage.
Crew members reported all went
smoothly on the trip and extended a
"well done" to the steward depart
ment. Many had a special word of
thanks to Chief Cook Teodoro Diangson for the "great meals" he served up
during the voyage.
The Portland is one of a number of
Sea-Land container ships serving
Puerto Rico. Sea-Land vessels now
call on the island's major ports with
containership service every 13.4 hours.
Ordinary Seaman Guillemio Quionones stands by to lift pin which will
release the claw holding the ship's anchor in place.
Steward Ralph Her
nandez studies a bill
for stores just de
livered aboard ship.
Wiper Pedro Figueroa checks the pres
sure on the air regis
ter in the engine
room aboard the
Portland.
Relaxing before hitting shore
are: (standing from left)
Henry G. Bentz and Joseph
Badyk; (sitting) Pedro San
chez, Osvaldo Delgardo and
Ralph Hernandez.
fri
"A watched pot never boils," but Domingo Herrera,
third cook, keeps a close watch anyway.
n.
'<r.
SIU Patrolman "Red"
Gampbell briefed crew
members on pension
and welfare plans at a
meeting in Port Eliza
beth, N.J.
I.
fi'.V-
w!
i
Rafael Ramos, an oiler
in the engine depart
ment, is shown adjust
ing the temperature of
the ship's generator.
P^27
�Annual Report of UIWNA Welfare Fund
ANNUAL REPORT
For the fiscal year ended April 30, 1970
United Industrial Workers of North America
Welfare Fund
275 220th Street, Brooklyn, N.Y. 11215
to the
SUPERINTENDENT OF INSURANCE
of the
STATE OF NEW YORK
NOTES: (1) All data in the Annual Report is to be
copied from the Annual Statement. Where a copy of
U.S. Department of Labor Form D-2 has been filed in
lieu of pages 7 to 14 of the New York Annual State
ment. Fart IV-Section A of Form D-2 may be substi
tuted for Page 3 herein.
(2) The Annual Report is required to be filed, in
duplicate, not later than five months after end of fiscal
year. Address replies to New York State Insurance De
partment, 55 John Street, New York, New York 10038.
(3) 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 in
spected at the office of the fund, or at the New York
State Insurance Department, 55 John Street, New York,
New York 10038.
STATEMENT OF CHANGES IN FUND BALANCE
(RESERVE FOR FUTURE BENEFITS)
Additions to Fund Balance
Item
(in dollEU^) (in dollars)
1. Contributions: (Exclude
amounts entered in
Item 2)
(a) Employer (Schedule 1)1,050,545.67
(b) Employee
(c) Other (Specify)
(d) Total Contributions ....
1,050,545.67
2. Dividends and Experience
Rating Refunds from In
surance Companies ....
3. Investment Income:
(a) Interest
(b) Dividends
(c) Rents
W) Other (Specify)
(e) Total Income from
36,477.07
36,477.07
4. Profit on disposal of
investments
85,190.43
4,464.60
4,328.64
13,484.38
9,186.59
328.04
29.00
83,124.73
200,136.41
4. Real estate loans and mort
gages
13. Loss on disposal of invest
ments
14. Decrease by adjustment in
asset values of invest
ments
5. Loans and Notes Receivable:
(Other than real estate) ....
a. Secured
b. Unsecured
15. Other Deductions: (Itemize)
(a)
(b)
(c) Total Other Deductions
6. Real Estate:
a. Operated
b. Other real estate
971,108.34
16. Total Deductions
Reconcilement of Fund Balance
17. Fund Balance (Reserve for
Future Benefits at Begin
648,247.08
ning of Year)
18. Total Additions
Year (Item 7)
During
1,088,526.44
19. Total Deductions
Year (Item 16)
During
g.
(De
117,418.10
10. Unpaid claims (Not covered
by insurance)
11. Accounts payable
21. Fund Balance (Reserve for
Fliture Benefits) at end
of Year (Item 14, State
ment of Assets and Lia
bilities)
12. Accrued expenses
765,665.18
13. Other liabilities
Exchanges
Part IV data for trust or other separately maintained
fund are to be completed for a plan involving a trust
or other separately maintained fund. It also 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 insurance carrier or service or other organi
zation; or (2) Has assets other than: (a) Insurance or
annuity contracts or (b) Contributions in the process of
payment or collection.
Deductions From Fund Balance
8. Insurance
and
Annuity
Premiums to Insurance
Carriers and to Service
Organizations (Including
Prepaid Medical Plans) ..
9. Benefits Provided Directly
by the Trust or Sepa
rately Maintained Fund.
10. Payments to an Organiza
tion Maintained by the
Plan for the Purpose of
Providing Benefits to
Participants (Attach lat
est operating statement
of the Organization show
ing detail of adiiiinistrative expenses, supplies,
fees, etc.)
Richard Rodgers
John Funk would like to hear
from you. He ca nbe reached at
the address you have.
Tom R. Danzey
Please contact Mrs. Ollie Danzey
at 3429 Missile St., Whistler, Ala.
o e.-
Item
End of
Prior Year
(in dollars)
1. Cash
f
739,729.58
2. Receivables:
a. Contributions: (See Item
18)
(1) Employer
(2) Other (Specify)
b. Dividends or experience
rating refunds
c. Other (Specify)
End of
Rpt. Year
(in dollars)
91,942.06
75,125.57
250.00
254.05
3. Investments: (Other them
real estate)
a. Bank deposits at interest 500,000.00 300,000.00
and deposits or shares in
savings and loan associa
tions
b. Stocks:
Theodore Ceislak
Mr. and Mrs. Ross J. Galeano,
of 804 Mildred Ave., Dundalk,
Md. 21222, ask that you get in
touch with them.
Ernest Scbreck
Marianne H. Goff would like to
hear from you. Her address is
4653 Dunrobin Ave., Lakewood,
Calif. 90713.
Harold H. Smith
Anyone knowing the whereabouts
of Harold H. Smith, please con
596.82
15.
Total Liabilities
Reserves
and
648,247.08 766,262.00
'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 Depart
ment, or shall be valued at their aggregate cost or
present value, whichever is lower, if such a statement
is not so required to be filed with the U.S. Treasury
Department.
UNITED INDUSTRIAL WORKERS OF
NORTH AMERICA WELFARE FUND
ASSETS *
1,088,52? .44
(Specify)
14. Reserve for future benefits.... 648,247.08 765.665.18
1,503.70
7. Total Additions
648,247.08 766,262.00
9. Insurance and annuity pre
miums payable
$
Statement of Assets and Liabilities
File No. WP—222 427
Name of Plan: United Industrial Workers of North
America Pension Plan
For Year Beginning: May 1, 1969 and Ending April 30,
1970.
1,503.70
Total Assets
LIABILITIES
971,108.34
20. Total Net Increase
crease)
7. Other Assets:
a. Accrued income
b. Prepaid expenses
c. Other (Specify) Accrued
interest receivable
Fart IV—Section A
5. Increase by adjustment in
asset values of invest
ments
u
12. Administrative Expenses:
(a) Salaries (Schedule 2)..
(b) Allowances, Expenses,
etc. (Schedule 2)
(c) Taxes
(d) Fees and Commissions
(Schedule 3)
(e) Rent
(f) Insurance Premiums ..
(g) Fidelity Bond Premi
ums
(h) Other Administrative
Expenses
(Specify) See attachment
(i) Total
Administrative
Expenses
(1) Preferred
(2) Common
c. Bonds and debentures:
(1) Government obligations:
56,055.02 55,017,52
(a) Federal
(b) State and munic
ipal
(2) Foreign government
obligations
(3) Nongovernment obli
335,864.86
gations
d. Common Trusts:
(1) (Identify)
(2) (Identify)
e. Subsidiary
organizations
(See Instructions)
(Identify and indicate per
centage of ownership by
this Plan in the sub
sidiary)
(1)
%
(2)
%
31,242.35
Part IV
Investments
6. Other Additions: (Itemize)
(a) Refund of tabulating
expense
(b)
(c) Total Other Additions
11. Payments or Contract Fees
Paid to Independent Or
ganizations or Individuals
Providing Plan Benefits
(Clinics, Hospitals, Doc
tors, etc.)
tact Mrs. Lunette Patterson, 123
Allenby St., Prichard, Ala. 36610.
Joe Carrol
Please contact shipmate Harold
F. Eady of the Maiden Victory,
concerning the package you are
holding for him. He can be reached
by contacting Jay Hall.
John 'Andy' Bertie
Please cpntact Ralph G. Wilson
at P.O. Box 294, Freeland, Md.
21053. He is holding a check for
you.
Attachment to the Annual Statement to the Superin
tendent of Insurance of the State of New York
For the year ended April .30, 1970
Deductions from Fund Baance, Page 6,
Item 12h—Other Administrative Expenses:
Postage, express and freight
$ 1,116.12
Telephone and telegraph
1,813.81
Equipment rental
3,184.91
Miscellaneous
3,901.20
Repairs and maintenance
691.97
Dues and subscriptions
110.63
Stationery, printing and supplies
9,369.56
Employee benefits
5,406.06
Tabulating service
54,574.17
Microfilm
699.07
Outside temporary office help
627.20
Miscellaneous Trustees meetings expense
81.54
New Jersey and New York Disability In
surance expense
1,548.49
$83,124.73
ANNUAL REPORT OP THE
UNITED INDUSTRIAL WORKERS OP NORTH AMERICA
STATE OP
COUNTY OP
TfMtM* of til* Puad find .
•fnin,.«odtt UM pmahiM of porjtuy that thtconttataof Ihla Annnal Report aia fniaandh
Othata (ladlcala litlaa):
|
�Annual Report of UIWNA Pension Fun
ANNUAL REPORT
For the fiical year ended April 30, 1970
- United hidustrial Workers of North America
Pension Fund
275 220th Street, Brooklyn, N.Y. II215
to the
SUPERINTENDENT OF INSURANCE
of the
STATE OF NEW YORK
NOTES: (1) All data In the Annual Report is to be
eopied from the Annual Statement. Where a copy of
U.S. Department of Labor Form D-2 has been filed In
lieu of pages 7 to 14 of the New York Annual State
ment, Fart IV-Sectlon A of Form D-Z may be substi
tuted for Page 3 her^n.
(2) The Annual Report is required to be filed, in
duplicate, not later than five months after end of fiscal
year. Address replies to New York State Insurance De
partment, 55 John Street, New York, New York 10038.
(3) 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 Stat^nent, copies of which may be in
spected at the office of the fund, or at the New York
State Insurance 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. Contributions: (Exclude
amounts entered in
Item 2)
(a) Employer (Schedule 1) $103,959.06
(b) Employee
(c) Other (Specify)
(d) Total Ctontributions ....
$103,959.06
13. Loss on disposal of invest
ments
4. Real estate loans and mort
gages
14. Decrease by adjustment in
asset values of invest
ments
5. Loans and Notes Receivable:
(Other than real estate) ....
a. Secured
b. Unsecured
15. Other Deductions: (Itemize)
(a)
(b)
(c) Total Other Deductions
17. Fund Baleuice (Reserve for
Future Benefits at Begin
ning of Year)
During
19. Total Deductions
Year (Item 16)
During
1,300.27
67.25
1,367.52
1,367.52
9. Insurance and annuity pre
miums payable
$
32,969.64
(De
78,113.47
10. Unpaid claims (Not covered
by insurance)
12. Accrued expenses
95,861.80
13. Other liabilities
Exchanges
5,756.53
8. Insurance and
Annuity
Premiums to Insurance
Carriers and to Service
Organizations (Including
Prepaid Mediceil Plans) ..
9. Benefits Provided Directly
by the Trust or Sepa
rately Maintained P\ind.
10. Pajmients to an Organiza
tion Maintained by the
Plan for the Purpose of
Providing Benefits
to
Participants (Attach lat
est operating statement
of the Organization show
ing detail of administra
tive expenses, supplies,
fees, etc.)
End of
Prior Year
End of
Reporting Year
Item
$ 6,883.00
$17,789.33 $13,619.10
2. Receivables:
a. Contributions: (See Item
18)
(1) Employer
(2) Other (Specify)
b. Dividends or experience
rating refunds
c. Other (Specify)
3. Investments: (Other than
real estate)
a. Bank deposits at interest
and deposits or shares in
savings and loan associa
tions
i
b. Stocks:
15.
Total Liabilities
Reserves
(!
I
"•p-
1-
Ray P. Kane
Please contact Mr. Cisek of Al
coa Steamship Co. regarding your
suitcase. His telephone number is
212-344-3400.
Patrick W, (Bill) Thompson
Please contact Mrs. T. A.
October 1970
17,748.33
95,861.80
and
$17,789.33 $95,861.80
'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 Depart
ment, or shall be valued at their aggregate cost or
present value, whichever is lower, if such a statement
is not so required to be filed with the U.S. Treasury
Department.
Attachment to the Annual Statement to the Superin
tendent of Insurance of the State of New York
For the year ended April 30, 1970
Item 12h—Other Administrative Expenses:
Stationery, supplies and printing
$2,586.96
Postage, express and freight
148.66
Telephone and telegraph
224.47
Equipment rental
410.03
Employee benefits
638.73
Miscellaneous
488.73
Repairs and maintenance
74.77
Dues and subscriptions
11.96
Microfilm
99.80
Outside temporary office help
87.93
Miscellaneous Trustees meeting expenses ....
36.96
$4,809.00
STATE OF
Brady, asks that you contact her in
regard to an urgent family matter.
Her address is P.O. Box 173, Grand
island. Neb. 68801.
Carroll E. Harper
Jesse Spector, attorney at law,
asks that you contact him as soon
as possible at 612 Court Square
Building, Lexington and Calvert
Sts., Baltimore, Md. 21202. His
telephone number is 301-752-4610.
ANNUAL REPORT OF THE
UNITED INDUSTRIAL WORKERS OF NORTH AMERICA
X
PENSION FUND
i SS.
COUNTY OF
•f(inB..under Die penalties of perjury that ihecontentsof this Annual Report are Irueandhereby subscribe thereto.
Employee trustee:
Thompson, Jr., Route 1, Box
101 A, Hillsborough, N.C. 27278 or
Sgt. T. A. Thompson, Jr., Btry. C,
2d Bn., 52d Arty., Hialeah, Fla.
33015.
Clyde T. Clark
Please get in touch with William
A. Lang at 3326 Spaulding Ave.,
Baltimore, Md. 21215. His tele
phone number is 301-367-8014.
George D. Brady
Your mother, Mrs. Marie J.
41.00
UNITED INDUSTRIAL WORKERS OF
NORTH AMERICA PENSION FUND
ASSETS
1. Cash
(Specify)
14. Reserve for future benefits....
Statraaent of Assets and Liabilities
File No. WP—222 427
Name of Plan: United Industrial Workers of North
America Pension Plan
For Year Beginning: May 1, 1969 and Ending April 30,
1970.
5,756.53
$
11. Accounts payable
Part IV data for trust or other separately maintained
fund are to be completed for a plan involving a trust
or other sepzu-ately maintained fund. It also is to be
completed for a plan which: (1) Has incurred expenses
other than: (a) Pa3nnents for unfunded benefits or (b)
insurance or annuity premiums or subscription charges
paid to an insurance carrier or service or other organi
zation; or (2) Has assets other than: (a) Insurance or
annuity contracts or (b) Contributions in the process of
payment or collection.
$111,083.11
7. Total Additions
Deductions From FVnd Balance
t
LIABILITIES
Part IV—Sutton A
5. Increase by adjustment in
asset values of invest
ments
6. Other Additions: (Itemize)
(a) Refund of tabulating
expense
(b)
(c) Total Other Additions
$ 17,748.33
21. Fund Balance (Reserve for
Future Benefits) at end
of Year (Item 14, State
ment of Assets and Lia
bilities)
4. Profit on disposal of
investments
10,0(X).00
7. Other Assets:
a. Accrued income
b. Prepaid expenses
c. Other (Specify) Accrued
10.00
interest receivable
8.
Total Assets
$17,789.33 $95,861.80
$111,083.11
20. Total Net Increase
crease)
56,889.12
6. Real Estate:
a. Operated
b. Other real estate
16. Total Deductions
$ 32,969.64
Reconcilement of Fund Balance
18. Total Additions
Year (Item 7)
2,858.13
12,485.45
(1) Preferred
(2) Common
c. Bonds and debentures:
(1) Government obligations:
(a) Federal
(b) State and munic
ipal
(2) Foreign government
obligations
(3) Nongovernment obli
gations
d. Common Trusts:
(1) (Identify)
(2) (Identify)
e. Subsidiary
organizations
(See Instructions)
(Identify and indicate per
centage of ownership by
this Plan in the sub
sidiary)
(1)
%
(2)
%
26,086.64
Part IV
2. Dividends and Experience
Rating Refunds from In
surance Companies ....
3. Investment Income:
(a) Interest
(b) Dividends
(c) Rents
(d) Other (Specify)
(e) Total Income from
Investments
11. Payments or Contract Fees
Paid to Independent Or
ganizations or Individuals
Providing Pjan Benefits
(Clinics, Hospitals, Doc
tors, etc.)
12. Administrative Expenses:
(a) Salaries (Schedule 2).. $ 10,019.79
(b) Allowances, Expenses,
etc. (Schedule 2)
3,655.07
(c) Taxes
493.62
(d) Fees and Conmiissions
(Schedule 3)
5,728.14
(e) Rent
1,226.59
(f) Insurance Premiums ..
154.43
(g) Fidelity Bond Premi
ums
—0—
(h) Other Administrative
Expenses
(Specify) See attachment
4,809.00
(i) Total
Administrative
Expenses
Others (Indicate titles):
�Anna Maria
America's
Sea Tradition
Portrayed by Ships
)
merica's maritime industry has a history of innova
tion and leadership on the world's oceans. During
the infant days of the colonial fleet, Americans relied on
ships to bring European manufactured goods to our
shores and carry out exports to commercial centers accross the oceans.
America used hand-hewn boats to harvest the fish to
feed our growing population.
Because of this seagoing heritage, American ship de
signers and shipbuilders experimented with new hull
designs and new riggings to enhance ship speed and cargo
capacity.
Their experiments resulted in ships that soon out
classed the best that the established European yards could
produce. The efforts of American shipyards produced
the privateers that outmaneuvered and outfought larger
vessels during the Revolution and the War of 1812.
The Smithsonian Institute in Washington, D.C., has
provided these photos of its ship models to provide a pic
torial history of some of the ships that pioneered Ameri
can greatness on the high seas.
A
By 1810 the recpiiremeiits for pilot boats in
the harbors of New York, Boston and Phil
adelphia were such that speedier vessels capa
ble of staying at sea longer were needed. The
Anna Maria, built at New York about 1812 was
a typical pilot schooner of her time. After short
service in New York, she was purchased by the
British Admirality as a dispatch boat.
S.S. George Law
The George Law was built in 1852 by William H.
Webb in New York. Between 1852 and 1857, the
steamship made the New York to Panama run,
transporting passengers headed for the California
gold fields. In 1857, she sank off Cuba while
carrying 593 passengers and <1,590,000 in gold.
A total of 420 persons died in one of history's
worst sea tragedies.
Shenandoah
St. Ann
The Shenandoah is an example of the small North Atlantic packet ship of the 1835-50
period that transported cargo along the coast. Built in Philadelphia in 1840 by John
Vaughn of the Cape Line, the Shenandoah and ships of her class were, despite the
blunt bow, some of the fastest ships of their day.
This model is of the St. Ann, one of the earliest American-built merchant ships. Built
possibly as a yacht, she served as a Portuguese dispatch boat. In 1736 she arrived at
Portsmouth, England, and was taken into the Royal Navy dockyard where a plan was
made of her. This plan was given to the renowned 18lh Century Swedish ship de
signer, Frederick Henrik Chapman, and placed in the Swedish Maritime Museum.
Page 30
Seafarers Log
/
�Savannah
Badger
:• ii'
The Savannah was the firsl sleampowered ship lo cross the Atlantic, run
ning in 1819 from Savannah, Ga., to Liverpool, England. The ship—
originally planned as a sailing packet and converted during construction-—
used steam for only about 92 hours of her 29-day crossing. The boiler
and engine were removed after her transatlantic trip and the Savannah
ended her days as a sailing packet.
1. Arago
Built in an American shipyard, the brig
Badger was commissioned for service in the
British Royal Navy in 1776. For a while she
was used as a merchant ship for trade with
the West Indies. During the Revolutionary
War, she intercepted and captured 27 French
and American vessels trying to run the
blockade. She was decommissioned in 1778.
Her rigging marked the transition from
brigantine to brig.
Built hy Jacob Westervelt in 1855, tbe Arago left New York in 1856 for
» LeHavre, France, as a U.S. mail carrier and remained on tbat run until tbe
outbreak of the Civil War. The steam side-wheeler was chartered by the
^ Union Navy in 1862 for an unsuccessful attempt to ram the Confederate
Navy's ironclad Merrimac after the standoff battle with the Monitor.
Challenge
), •
•
P'" .
kr
The Qipper Ship was an active trader in the American merchant marine
as early as the Revolution. However, in the 1850's a new type was
oped akin lo the China traders. This new clipper ship, of which the
Challenge is an example, was designed with elements of the Baltimore
Clipner, the packet and the China trader. The new design was aimed at
producing maximum capacity and speed. This model at the Smithsonian
is considered to be one of the finest in the world.
Lynx
r
lie
I?..
[f- •
rt
Built in Baltimore harbor in 1812 as a privateer, tbe Lynx was captured by tbe British
on the Rappahannock River in Virginia. She was taken over by the Royal Navy and
the Musauidohet during the War of 1812. Schooners of her type were used as privateers, block
ade -nnerfinlS
vessels. The name "Baltimore Clipper" was given to tj.s ®Iass of
ships after the war. They were modified and improved and, because of their speed, became a
favored cargo ship between ports all over the world.
�Digest of
SiU Ships
Meetings
MIDLAKE (American Bulk Car
riers), May 25—Chairman, Herst
G. Treddin; Secretary, Orville Payne.
No beefs reported by department
delegates.
MIDLAKE (American Bulk Car
riers), July 5—Chairman Herst G.
Treddin; Secretary, Orville Payne.
No beefs report^ by department
delegates. Vote of thanks extended
cooks in steward department for
job well done.
TRANSIDAHO (Hudson Water
ways), Aug. 29—Chairman, Robert
F. Mackert; Secretary, William T.
Rose; Deck Delegate, John Wilson;
Engine Delegate, P. A. Lee; Stew
art Delegate, Ralph Nay. Every
thing running smoothly with no
beefs.
CITY OF ALMA (Waterman),
Aug. 2—Chairman, C. J. Prey; Sec
retary, R. W. Elliott; Deck Dele
gate, Burton R. Churchill; Secretary,
David A. Norris; Steward Delegate,
Lionel W. Antoine. Discussion held
regarding pension plan. No beefs
and no disputed OT.
OAKLAND (Sea-Land), Aug.
17—Chairman, Albert Ahin; Sec
retary, J. Doyle; Deck Delegate,
H. Muller; Engine Delegate, C. L.
Elliott; Steward Delegate, O. L.
Amdt. $3.80 in ship's fund and $57
in movie fund. All repairs taken
care of. No beefs reported by de
partment delegates.
SEATRAIN SAN JUAN (Seatrain), Sept. 6—Chairman, Lonnie
Cole; Secretary, William Anderson.
No beefs and no disputed OT. Vote
of thanks extended to steward de
partment for job well done.
OVERSEAS TRAVELER (Mari
time Overseas), Aug. 23—Chairman,
H. B. Butts; Secretary, Royd
Mitchell, Jr.; Deck Delegate, Lotus
Stone; Engine Delegate, William D.
Johns; Steward Delegate, James W.
Bamett. Some disputed OT and
minor beefs to be taken up with
boarding patrolman.
PENN CHAMPION (Penn Ship
ping), Aug. 30—Chairman, T. R.
Sanford; Secretary, Z. A. Markris;
Deck Delegate, S. A. DiMaggio;
Engine Delegate, J. J. Kulas; Stew
ard Delegate, G. P. John. No major
beefs or any disputed OT. A fine
crew aboard. Vote of thanks to
steward department for fine food
and service. In turn, steward de
partment extended vote of thanks
to fine crew.
OVERSEAS JOYCE (Maritime
Overseas), Sept. 2—Chairman, Mal
colm Cross; Secretary, Michael
Dunn. Discussion held regarding
pension plan. Pew beefs and some
disputed OT in engine department.
MANKATO VICTORY (Victory
Carriers), Aug. 30—Chairman, Carl
L. Prancum: Secretary, E. Syl
vester; Deck Delegate, James J.
Moran; Engine Delegate, Daniel T.
Blackman; Steward Delegate, John
McCree. Jr. No beeft! and no dis
puted OT.
INGER (Reynolds Metals), Aug.
30—Chairman, James T. Mann; Sec
retary, Percival L. Shauger; Deck
Delegate, Pete Scroggins; Engine
Delegate, Prank Taylor; Steward
Delegate, J. T. Spiny, Jr. No" beefs
and no disputed OT. Vote of thanks
to steward department for job well
done.
WALTER RICE (Reynolds Met
als), Aug. 30—Chairman, Tom A.
Martineau; Secretary, Felipe Quintayo; Deck Delegate, Charlie C.
Brown; Engine Delegate, Walter
Ballou, Jr.; Steward Delegate,
Guillermo Martinez. $16.94 in ship's
fund. No beefs reported by depart
ment delegates.
TRANSPANAMA (Hudson
Waterways), Aug. 23—Chairman,
Allen M. Myrex; Deck Delegate,
Everett Klopp; Engine Delegate, L.
V. Springer; Steward Delegate, P.
A. Lazaropoulos. Discussion held
regarding retirement plan and new
wage scale. No beefs reported by
from the ships
at sea
E. E. Harris, ship's secretaryreporter aboard the Columbia
Star (Columbia
Steamship Co.)
reports that the
crew voted unan
imously to send
a telegram to
SIU headquarters
pledging their
support to the
Harris
imion and its of
ficers in fighting the recent fed
eral indictment.
All present volunteered to do
nate money to the ship's fund to
pay for the telegram.
The meeting was held while
enroute from San Francisco to
the Solomon Islands, with a
scheduled stop at Guam.
In other business, Robert Sul
livan of the engine department
was elected ship's treasurer.
There were no beefs reported
from the engine, deck or steward
departments.
Jose Ortiguerra is ship's com
mittee chairman; Lee Snodgrass,
deck delegate; Robert Sullivan,
engine delegate and Jevinal Fernandes, steward delegate. The
meeting was attended by every
SIU man not standing watch.
Brother Harris anticipates the
Columbia Star will return to San
Francisco by- the middle of No
vember.
J
R. H. Simpson, ship's secre
tary-reporter aboard the Chicago
(Sea-Land), re
ports that every
thing is running
smoothly as the
vessel makes its
way home to
Oakland, Calif.,
after leaving Cam
Ranh Bay, VietSimpson
nam. She will be
making stopovers in Kobe and
Yokohama, Japan before reach
ing Seattle and Oakland.
During the Chicago's regular
shipboard union meeting, newly
signed-on members of the crew
were welcomed aboard by the
ship's "oldtimers." The vessel's
last two voyages were very
smooth, and with the fine crew
aboard now, the present voyage
is also expected to go well.
Every member of the crew was
asked to help build up the Chi
cago's shipboard library by do
nating books. The vessel has been
having some trouble receiving
mail and this has been referred
to union headquarters. The crew
has been asked to work closely
with department delegates.
Donald H. McKinney is deck
delegate; James Kouvardas, en
gine delegate; Lawrence Schofield, steward delegate, and Wal
ter Sibley, ship's chairman.
department delegates. Everything
running smoothly. Vote of thanks to
all departments.
TAMARA GUILDEN (Transport
Commercial), Aug. 16—Chairman,
George P. Libby; Secretary, Charles
W. Pelen; Deck Delegate, N. W.
DuBois; Engine Delegate, J. J.
McCarthy; Steward Delegate, Jer
ome D. Smith. $18.35 in ship's fund
and $763.70 in movie fund. No
beefs and no disputed OT.
STEEL DIRECTOR (Isthmian),
Aug. 23—Chairman, R. C. Melot;
Secretary, J. P. Baliday; Deck Dele
gate, J. Statchen; Engine Delegate,.
D. McLeed; Steward Delegate, P.
Swing. $103 in ship's fund. No
beefs. Everything running smooth
ly.
PANAMA (Sea-Land), Aug. 26—
Chairman, C, Perreira; Secretary, P.
Hall; Deck Delegate, M. Johnson;
Engine Delegate, George Byoff;
.Steward Delegate, L. Dunkins.
Some disputed OT in steward de
partment. Resolutions submitted to
negotiating committee.
CHICAGO (Sea Land), Aug. 15—
Chairman, Walt Sibley; Secretary,
R. H. Simpson; Deck Delegate,
Dan H. McKinney; Engine Dele
gate, J. Korwardas; Steward Dele
gate, Lawrence Schofield. $46 in
ship's fund. All repairs being taken
care of. No beefs, no disputed OT.
STEEL ADVOCATE (Isthmian),
Sept. 7—Chairman, J. V. McClantoc; Secretary, W. J. McNeeley;
Deck Delegate, George P. J.
Allen; Engine Delegate, George P.
Sancier; Steward Delegate, Arthur
Rubinstein. No beefs reported.
Everything running smoothly.
COMMANDER (Marine Carri
ers), Sept. 13—Chairman, A. R.
Sawyer; Secretary, Fred R. Hicks,
Jr.; Deck Delegate, Edward T.
Brinn; Engine Delegate, W. H.
Pine; Steward Delegate, L. E.
Price. Good ship and good crew.
Everything
running
smoothly.
Hearty thanks to steward depart
ment.
PHTSBURGH (Sea-Land), Aug.
30—Chairman, Lee dePailier; Sec
retary, Lee deParlier; Deck Dele
gate P. Sperry; Engine Delegate,
Andrew C. Stortom; Steward Dele
gate. Elmer R. Hawcroff. Beef on
lack of AC outlets in quarters.
ROBIN GRAY (Moore-McCormack), Sept. 13—Chairman, W. M.
Wallace; Secretary, W. H. Deskins;
Deck Delegate, E. U. Crum; Engine
Delegate, Thomas J. Thomas;
Steward Delegate, James D. Gillian.
No beefs reported by delegates.
TRANSGLOBE (Hudson Water
ways), Sept. 6—Chairman, A. Lar
son; Secretary, W. C. Sink; Deck
Delegate, B. Kofiowitch; Steward
Delegate, P. P. Pappone. No dis
puted OT; no beefs. Everything
running smoothly. Vote of thanks
to steward department for job well
done. Nothing done about repairs,
although ship was in shipyard.
OVERSEAS ULLA (Maritime
Overseas), Sept. 6—Chairman, Tom
Maher, &cretary, John Kelly; Deck
Delegate, Romolo DeVirgileo; En
gine Delegate, Tom Maher, Steward
Delegate, Steward Delegate W.
Datzko. General discussion held.
FAIRISLE (Pan Oceanic Tank
ers) Sept. 5—Chairman, A. Ander
son; Secretary, S. Davis; Deck
Delegate, N. McKenver; Engine
Delegate, M. H. Schwall; Steward
Delegate, Quenton Braun. Beef in
deck department to be taken up
with patrolman in Yokohama at
payoff.
OVERSEAS NATALIE (Mari
time Overseas), Aug 9—Chairman,
James B. Dixon; Secretary, S. A.
Soloman, Sr.; Deck Delegate,
Nicholas Malette; Engine Delegate,
Francis p. Gomez; Steward Dele
gate, Eddie Howard. No beefs, no
disputed OT. Quite a few repairs
to be done. Discussion held regard
ing manning sale and working agree
ment with Company.
STEEL TRAVELER (Isthmian),
Aug. 23—Chairman C. Jordan;
Secretary, Iluminado R. Llenos;
Deck Delegate, Dan Hendrix; En
gine Delegate, Arnoldo Alemen;
Steward Delegate, Alvin A. Selico.
$12 in Ship's fund. Pew hours dis
puted OT in deck department,
otherwise
everything
running
smoothly.
SAN PEDRO (Sea-Land), Aug.
23—Chairman, Anthony Vilanova,
Secretary, E. C. Caudill; Deck Dele
gate, G. H. Atcheson; Engine Dele
gate, Steve Kakoveil; Steward Delepte, W. R. Stewart. Disputed OT
in deck department; everything else
okay.
COLUMBIA OWL (Columbia),
Sept. 6—Chairman, T. J. Hilbum;
Secretary, i. W. Thomas; Deck
Delegate, Hans M. A. Schmidt; En
gine Delegate, Oscar Pigueroa;
Steward Delegate, Henry Jones, Jr.
All repairs taken care of. No dis
puted OT. Everything running
smoothly.
ELIZABETHPORT (Sea-Land),
Sept. 13—Chairman, W. Slay ton;
Secretary, M. Bugawan; Deck Dele
gate, B. Maxwell. Some disputed
OT in engine department. Vote of
thanks to steward department for
job well done.
SEATRAIN GEORGIA (Seatrain), Sept. 13—Chairman, E. J.
Hagan; Secretary, R. C. Mills; Deck
Delegate, H. K. Nakea; Engine
Delegate, Leonard R. Bailey; Stew
ard Delegate, Earl Pippens. Dis
cussion held regarding retirement
plan. No beefs reported by dele
gates.
LOS ANGELES (Sea-Land), Aug.
23—Chairman, John E. Martello;
Secretary, G. P. Thlu; Deck Dele
gate, O. E. Olsen; Engine Delegate,
David E. Davis; Steward Delegate,
Louis Pinilla. $61.67 in ship's fund.
No beefs, no disputed OT.
HALYCON TIGER (Halycon),
Aug. 9—Chairman, Berthall Winborne; Secretary, C. J. Nail. No
beefs reported by delegates. Every
thing running smoothly.
TRANSCOLORADO
(Hudson
Waterways), Sept. 16—Chairman,
S. E. Mehringer; Secretary, Alipio
Trujillo. $66 in ship's fund. Some
disputed OT in deck department.
No beefs.
OVERSEAS SUZANNE (Mari
time Overseas), Aug. 28 — Chair
man, Clifford R. Dammeyer; Sec
retary, Lawrence A. Banks. Some
disputed OT in engine department.
Vote of thanks extended to steward
department for job well done.
TRANSINDIANA (Hudson Wa
terways), Sept. 20—Chairman, J.
Tarkov; Secretary, J. Rodriguez;
Deck Delegate, Charles J. Clemens.
No beefs reported by delegates.
Vote of thanks to steward depart
ment for job well done.
NORTHWESTERN VICTORY
(Victory Carriers), Sept. 13—Chair
man, R. E. Darville; Secretary,
J. R. Prestwood; Deck Delegate,
C. S. Dick, Engine Delegate; Car
ter Lane; Steward Delegate, Do
mingo G. Garcia. Some disputed
OT in engine department, otherwise'
everything running smoothly.
STEEL EXECUTIVE (Isthmi
an), Aug. 30—Chairman, J. Robin
son; Secretary, Tony Caspar; Deck
Delegate, A. L. Klein; Engine Dele
gate, Marcello Eimar; Steward Del
egate, J. W. Craft. $12 in ship's
fund. Pew hours disputed OT in
deck department. No beefs. Every
thing running smoothly. Vote of
thanks to steward department for
job well done.
SAN FRANCISCO (Sea-Land),
Sept. 21—Chairman, M. Woods;
Secretary, H. A. Galick; Deck Del
egate, Harry J. Celkos; Engine Del
egate, Alexander Gega; Steward
Delegate, C. G. Gain. $13.69 in
movie fund. No beefs reported by
department delegates. Everything
running smoothly. Vote of thanks
to Radio Operator, James Peick, for
putting daily news out to crew.
Vote of thanks to steward depart
ment for job well done.
NATIONAL DEFENDER (Na
tional Transport), Sept. 8—Chair
man, R. Johnson; Secretary. L. A.
Behm; Engine Delegate, W. Calefat; Steward Delegate, L. Behm.
Everything running smoothly with
no beefs.
COUNCIL GROVE (Cities Serv
ice), Sept. 13—Chairman and Deck
Delegate, Stanley Krawczynski; Sec
retary, John Leppa; Engine Dele
gate, Herbert E. Atkinson; Steward
Delegate, G. R. Gonzales. No beefs
reported by delegates. Vote of
thanks extended to steward depart
ment.
CHICAGO (Sea-Land), Sept. 20
—Chairman, Walter Sibley; Secre
tary, R.. Simpson; Deck Delegate,
Don H. McKinney; Engine Dele
gate, James Kowardas; Steward
Delegate, Lawrence Schofield. $35
in ship's-fund. Pew hours disputed
OT in deck department.
CITIES SERVICE MIAMI (Cit
ies Service), Sept. 20—Chairman,
Charles H. Pox; Secretary, Horace
LaPrage. Motion made to have ship
air-conditioned. $14 in ship's fund.
No beefs reported.
SIU Welfare, Pension and Vacation Plans
CASH BENEFITS PAID
REPORT PERIOD
AUGUST 1, 1970 to AUGUST 31, 1970
SEAFARERS' WELFARE PLAN
NUMBER
OF
BENEFITS
AMOUNT
PAID
Scholarship
Hospital Benefits
Death Benefits
Medicare Benefits
Maternity Benefits
Medical Examination Program
Dependent Benefits (Average $478.33)
Optical Benefits
;
Meal Book Benefits
Out-Patients Benefits
1,910
27
669
38
396
2,068
464
340
3,547
46,053.74
70,500.00
2,674.80
7,500.00
11,849.30
98,918.60
6,884.59
3,397.85
^ 28,204.00
Summary of Welfare Benefits Paid
9,459
275,982.88
Seafarers' Pension Plan—Benefits Paid
1,607
380,895.95
Seafarers' Vacation Plan—Benefits Paid
(Average $491.50)
1,508
741,175.42
Total Welfare, Pension & Vacation
Benefits Paid This Period
12,574 $1,398,054.25
�Ships' Committees Serve Union Men at Sea
hile at sea, SIU members can participate as fully in
the affairs of their union as they can while ashore.
The opportunity to do this is provided by a five-man ship's
committee aboard every SlU-contracted vessel.
The committee consists of one elected delegate from
each of the shipboard departments, a ship's secretaryreporter, and a ship's chairman.
It is the responsibility of the ship's chairman to call a
meeting of the unlicensed crew every Sunday during a
voyage. At these meetings, all subjects relating to the
union, its programs and activities may be discussed.
With the assistance of the elected delegates, shipboard
beefs can an also be handled at the meetings.
The ship's secretary-reporter has the responsibility of
keeping in touch with union headquarters by mail, and
passing on to the crew any communications received from
headquarters. At the conclusion of each Sunday ship
board meeting, he forwards a copy of the meeting minutes
to union headquarters.
During every shipboard meeting, every SIU member
has the right to hit the deck and express himself on any
matter connected with union business.
" Every Seafarer should take an active part in shipboard
meetings and serve if elected to the committee. He will
be serving not just his shipmates, but himself.
W
BIENVILLE (Sea-Land)—The Bienville's committee pauses during ship's payofT to have their photo
taken. From left are; Tony Palino, chairman; Teddy Neilson, secretary-reporter; J. C. Anderson, steward
delegate; James Browne, deck delegate, andJfohn Ryan, engine delegate.
JACKSONVILLE (Sea-Land)—While awaiting payoff in Port Eliza
beth, N.J., the committee of the Jacksonville got together on deck.
From left are; Perry Konis, chairman; Ray Lavoine, deck delegate;
Donald Oyola, engine delegate; Robert Thomas, secretary-reporter and
Wilson Torres, steward delegate.
OVERSEAS AUDREY (Maritime Overseas)—^The oil tanker Overseas Audrey, recently placed in serv
ice, docked in New Haven, Conn. The ship's committee, relaxing in the crew's recreation room, is,
from left: Luis Guadamud, deck delegate; Richard Chiasson, chairman; Robert Tims, engine delegate;
Stanley Schuyler, secretary-reporter, and Tobor Vanyi, steward delegate. The five-member commit
tee reported a peaceful voyage.
ARIZPA (Sea-Land)—Home after a smooth voyage, the Arizpa dropped anchor in Port Elizabeth.
N.J. Members of the ship's committee from left are: D. B. Fitzpatrick, chairman; Ronald Simmons,
deck department delegate; M. Berlowitz, steward department delegate; W. Lescovich, secretary-re
porter, and Clem Slater, engine department delegate. The committee is the SIU's way of keeping in
touch with working Seafarers around the globe.
I
October 1970
STEEL SEAFARER (Isthmian)—The Steel Seafarer docked at Brook
lyn's Erie Basin with a cargo of twelve thousand tons of sugar from
the port of Nawiliwili, Hawaii. Conimilteenien aref M. Delaney, deck
delegate; Kenneth Price, chairman; Isidoro Valles, engine delegate;
Ira Brown, secretary-reporter and Mike Anzalone, steward delegate.
Page 33
�Keeping a Sharp Eye
For Passing Ships
eering from his aerie at
Quarantine Station on
Staten Island, John Brown
watches for approaching
vessels. He is one of a van
ishing breed known as
"ship spotters." Brown and
two other bachelors work
round - the - clock in the
Western Union station,
working much the same
way as their predecessors
did 109 years ago when
WU founded the service.
A telescope that's been
there since 1861 is still the
prime spotting device. Once
spotted, a ship must be
identified and the informa
tion wired to WU subscrib
ers— tugboat and steam
ship companies, shipyards,
federal and news agencies.
What you see from that
telescope, John Brown will
tell you, is varied. The most
memorable sight were the
convoys limping home dur
ing World War II, and bat
tered ships with gaping
holes.
Brown worked for the
Postal Telegraph in the
1920's while his brother
P
F- .Oiiiil' «
if- •
worked in the nearby WU"
tower. The competition waskeen. When the Postal Tel
egraph folded, John Brown
joined WU, and the Brown,
brothers worked side by
side, carrying on the tradi
tional vigil.
For many years the spot
ters used a card file of 20,000 ship silhouettes to,
identify approaching ves
sels. But during World War^
II, when many warships
were built from the same
mold, positive identification
by silhouette was impossi- «
ble.
t's noisy where the ship,
spotters work because of
the clatter of the high- •
speed teleprinters inside, ^ '
and steel workers building '
government piers outside
on the coast. It's also very
ocean-oriented. So, when .
Brown gets vacation time, ,
he heads for the mountains.
It's quiet, it's solid land,
and it's a welcome diver
sion. But vacations are for
diversion—and not a way
of life. Ship spotting is a.
way of life for John Brown.
I
•.
,
�24 Choose Retirement Life
» The good life of the SIU
r pensioner has beckoned 24 men
[,- 'to shore. They are:
(
Egbert C. Palmer, 65, joined
the SIU in 1951 at the Port of
vNew Orleans and sailed in the
engine department. He signed up
•for picket duty during the 1961
strike. Brother Palmer now lives
• in Savannah, Ga. He served in
the U.S. Marine Corps from
1923 to 1927.
Emanuel Ylodek, 56, was an
early member of the SIU, having
joined in 1938 in the Port of
Boston. He sailed in the deck de
partment as a bosun. A na
tive of Pennsylvania, Seafarer
Vlodek is spending his retirement
in Terra Alta, West Va. He re
tired after a sailing career of 40
years.
Wilbur Taylor, 65, is a native
of New Jersey and now makes
his home in New York City. He
joined the SIU in the Port of
New in 1944 and sailed in the
deck department. While sailing.
Brother Taylor served the union
as a department delegate. When
he retired. Seafarer Taylor ended
a sailing career of 38 years.
Jerry F. Pontiff, 60, retired
after 26 years with the SIU. He
joined the union in 1944 at the
Port of New Orleans and sailed
in the steward department. He is
spending his retirement at his
home in Marrero, La.
Eiland
Fandlno
Frank Fandlno, 70, joined the
union in the Port of New York
and sailed in the engine depart
ment. He served the SIU while
sailing as a department delegate.
Brother Fandino was also issued
two picket duty cards in 1961.
A native of Spain, Seafarer
Fandino now makes his home in
Brooklyn, N.Y. His retirement
ends a 43-year career on the sea.
Taylor
.4
Palmer
Fowler
Claude H. Fowler, 63, joined
the SIU in 1939 at the Port of
^ Baltimore. During his 31-year
sailing career he shipped out as
> an able seaman and bosun. He
served with the U.S. Coast Guard
h from 1923 to 1926. Brother
Fowler now lives in New Orleans.
James P. Conley, 72, has
served as a ship's delegate and
' on rank and file committees since
joining the SIU in 1952 at the
Port of Wilmington. He sailed
in the deck department as an
able seaman. Brother Conley, a
veteran of the U.S. Coast Guard,
now lives in Artesia, Calif.
J
Pontiff
Poe
Earl H. C. Poe, 62, is a na
tive of Michigan and now lives
in Miami, Fla. He joined the
SIU in the Port of New York
and sailed in the deqk department
as a bosun. Brother Poe is
a naval veteran of World War II.
William Sylvester Carrow, 65,
is a native of Delaware City,
Del., and now lives in Camden,
N.J. He joined the union in the
Port of Philadelphia and sailed in
the affiliated IBU as a tugboat
mate.
Lawrence E. Elland, 60, joined
the SIU in 1947 at the Port of
New York and sailed as a chief
electrician. A native of Alabama,
Brother Eiland now makes his
home in New Orleans.
John Pastrano, 65, is a native
of the Philippine Islands and now
lives in San Francisco, Calif. He
joined the SIU in the Port of
New York and sailed in the stew
ard department. He retired after
spending 42 years sailing the
world's waterways.
Felix L. Serrano, 64, joined
the SIU in 1955 at the Port of
New York and sailed in the
steward department as a chief
cook. Brother Serrano is a World
War II veteran of the U.S. Navy.
A native of the Philippine Is
lands, he now lives in San Fran
cisco.
Rudolf Karner, 31, joined the
SIU in 1951 at the Port of New
York and sailed in the engine
department. A native of Estonia,
Brother Karner will spend his re
tirement at his home in Bergenfield, N.J.
Karner
.t'mm-" j
Conley
Peacock
Ivey M. Peacock, 55, joined
the SIU in 1944 at the Port of
Savannah and sailed in the stew
ard department as chief steward.
Brother Peacock, a native of
Georgia, now resides in Ports
mouth, Va. He served in the U.S.
Army from 1928 to 1932,
•
•
.
..
Florencio S. Omega, 69, a na
tive of the Philippine Islands, has
retired to Brooklyn, N.Y. He
joined the union in the port of
New York and sailed in the steward department. He also served
the SIU as department delegate.
Omega
Dean
Damon RusseD Dean, 65,
joined the union in the Port of
New Orleans and sailed as a
master for the affiliated IBU. A
native of Poetry, Tex., Seafarer
Dean now makes his home in
Houston.
Asbly
Taylor Harrison, 65,
joined the SIU in the Port of
Baltimore in 1939 and sailed in
the deck department. A native
of Kansas, Seafarer Harrison now
makes his home in Baltimore,
Md. Brother Harrison retired
after 43 years at sea.
Harrison
Vlodek
Pastrano
Carrow
Reed
Wesley O. Reed, 62, joined the
union in Elberta, Mich., and
sailed as a wheelsman in the
Great Lakes region. A native of
Benzie County, Mich., Seafarer
Reed is spending his retirement in
Elberta.
Anderson
Carl Harold Anderson, 51,
joined the union in the Port of
Frankfort and sailed on the Great
Lakes as an oiler. A native of
Frankfort, Mich., Brother Ander
son continues to make his home
there. He is a Navy veteran of
World War II.
Serrano
Roney
Clarence E. Roney, 65, is a
23-year veteran of the SIU.- He
joined the union in the Port of
Mobile in 1947 and sailed in the
engine department. He will
spend his retirement at his home
in Mobile.
Stanley Sokol, 65, a member
of the SIU Railway Marine Re
gion since 1960, sailed as a tug
deckhand out of tlie Port of New
York. He will spend his retire
ment at his home in Jersey City,
N.J.
SIU Arrivals
Paul Rittiner III, bom July 6,
1970, to Seafarer and Mrs. Paul C.
Rittiner, Jr., Savannah, Ga.
Joseph Timmons, bom July 13,
1970, to Seafarer and Mrs. Frank
A. Timmons, Kent, Wash.
Megan Harsche, bom Aug. 7,
1970, to Seafarer and Mrs. Walter
H. Harsche, Willingboro, N.J.
Samuel Santos, born July 15,
1970, to Seafarer and Mrs. Manuel
B. Santos, New York, N.Y.
Charles Eagleson, bom Aug. 7,
1970, to Seafarer and Mrs. Charles
B. Eagleson, Houston, Tex.
Jo Ann Marcial, bom June 24,
1970, to Seafarer and Mrs. Pedro
Marcial, Bayamon, P.R.
Johnny O'Ferrell, born Aug. 19,
1970, to Seafarer and Mrs. Johnny
W. O'Ferrell, Prichard, Ala.
Jeffrey Maskell, bom July 20,
1970, to Seafarer and Mrs. Donald
L. Maskell, Alpena, Mich.
'Yalena Bailey, bom July 10,
1970, to Seafarer and Mrs. Ronald
S. Bailey, Mobile, Ala.
Arjean White, born July 2, 1970,
to Seafarer and Mrs. Amold J.
White, Jacksonville, Fla.
Laura Stanley, born July 15,
1970, to Seafarer and Mrs. Terry
L. Stanley, Martinsburg, W.Va.
Alicia Ayala, bom Sept. 8, 1970,
to Seafarer and Mrs. Ramon Aya
la, Rio Piedras, P.R.
Kristie Bolton, bom Sept. 1,
1970, to Seafarer and Mrs. Wayne
Bolton, Pensacola, Fla.
Peter A.>,McDufile, bom Aug. 23,
1970, to Seafarer and Mrs. Teddy
R. McDuffie,.Channelview, Tex.
Jodi Stevens, born Aug. 5, 1970,
Sokol
to Seafarer and Mrs. Robert E.
Stevens, Gloversville, N.Y.
Clinton Mason, 65, retired
Anita Grove, bom Aug. 5, 1970,
after
29 years in the SIU. He
to Seafarer and Mrs. Leonard C.
joined
in the Port of Norfolk in
Grove, Shamokin, Pa.
Michelle Heams, bom Aug. 5, 1941 and sailed in the engine de
1970, to Seafarer and Mrs. Daniel partment. A native of North
Carolina, Brother Mason now
F. Heams, Parma, O.
Johnny O'Neill, bom Sept. 6, lives in Day, Fla. He was issued
1970, to Seafarer and Mrs. Johnny a picket duty card during the
O'Neill, Country Club Carolina, 1961 Greater New York Harbor
P.R.
strike.
Derrick Nettles, bom July 24,
1970, to Seafarer and Mrs. Gillis L.
Dale L. Barton, 56, joined the
Nettles, Carlton, Ala.
union in 1961 at the Port of
Bryan Dunklin, bom Aug. 18, Detroit and sailed in the engine
1970, to Seafarer and Mrs. William
department. Brother Barton, a
L. Dunklin, Mobile, Ala.
Steven Hull, bom Feb. 27, 1970, U.S. Navy veteran of World War
to Seafarer and Mrs. Daniel R. II, lives in Macinaw City, Mich.
Hull, Alpena, Mich.
Gran Luquette, bom July 29,
to Seafarer and Mrs. Joseph O.
Luquette, Kaplan, La.
Stephanie Harris, bom June 28,
1970, to Seafarer and Mrs. Ken
neth W. Harris, Houston, Tex.
Maria Rios, bom Aug. 18, 1970,
to Seafarer and Mrs. German Rios,
Catano, P.R.
Barton
Weeks
Kenneth Oyola, bom July 31.
1970, to Seafarer and Mrs. Donald
Robert E. Weeks, 61, has been
D. Oyola, Baltimore, Md.
an SIU member since joining at
Frank Primero, Jr., born Aug. 7, the Port of New York in 1944.
1970, to Seafarer and Mrs. Frank
He sailed as a chief cook in the
D. Primero, Seattle, Wash.
steward
department. He will
Annita Hickox, bom July 16,
1970, to Seafarer and Mrs. Charles spend his retirement at his home
in Magnolia Springs, Ala.
J. Hickox, Folkston, Ga.
Receiving his first pension cheek
at the union hall in Frankfort,
Mich, is 65-year-old Seafarer Carl
Jensen, right. Port Agent Harold
Rathhun hands the check to Jen
sen who began sailing in 1929.
Labor Calls
Aged Aid
Insufficient
A House-passed Social Se
curity bill has drawn the
description of "totally inade
quate" and the Senate has been
urged to make wholesale re
visions in the bill's proposals.
The House version calls for
a 5 percent across the board in
crease in benefits; a 3 percent
cost of living increase and an
increase in minimum benefits to
$67.20 per month.
The bill also increases the
amount of benefits available to
widows and equalizes compu
tation of benefits for men and
women.
According to labor experts,
what is lacking is a program
"to overcome want and dep
rivation" among the nation's
senior citizens.
Labor organizations have
suggested a program of greatly
increased benefits to be funded
by "general revenue financing"
instead of by the current em
ployer and employee joint con
tribution.
Among the new benefits such
financing could provide, experts
say, are a 10 percent raise this
year followed by a 20 percent
increase in 1972; an increase in
the minimum benefit to $90 a
month, a figure ' above the
poverty line; reimbursement for
prescription drugs and increas
ing the maximum wage compu
tation level from the $9,000
per year approved by the House
to a maximum of $15,000 per
year.
High Costs Force
3 Library Closings
New York
The American Merchant
Marine Library Association,
which last year distributed more
than a half million books to
1,038 ships, has announced the
closing of branches in Boston,
Norfolk, Va., and San Pedro,
Calif.
Mrs. George Emlen Roos
evelt, library board chairman,
said the group's income last year
was $126,365 and its expenses
were $131,974. She said the
association was forced to use
reserve funds to continue oper
ating.
The three branch closings
leave the association with
offices in New York, New Or
leans, San Francisco, Seattle
and Sault Ste. Marie, Mich.
�Young Men Pass Through Piney Point
iiSaiiitiiili
Graduating members of Class 49 pose for their class photo with
Robert Matthews, president of the Harry Lundeberg School of
Seamanship, as the group makes ready to leave for New York to
ship out. Left to right are Bobby Trainor, Jack Stein, Walt Ingram,
William Hanna, Alexander Berlin, Marcelo Gomez, Matthews, Morris
Hawkins, Barry Parsons, Mike Crockett, Peter Pantoja and Ken
McCarver.
Ronald McKinnie, left gets wristwatch and
cungratulatiuiis from Instructor John Shields
after McKinnie was selected by the staff of
the Hurry Lundeberg School of Seamanship
as the outstanding graduate of Lifeboat Class
54.
A
Lifeboat Class 55—members were, kneeling from left. Glen MacDonald, Jim Robak,
Pat Mattingly, Ron Brown, Jim Cooper, Ralph Mills, Dave Park and Bill Berulis. Second
row, Instructor John Shields, Dave Doherty, Tom Bakos, Leigh Rockwell, John Gilliam,
Jim Collins, Chris Devonish, Bill Cahill, Mike Hoctor, Bob Long and Danny Griffin.
Back row, Lee Cohen, Pete Wojtiuk, Eddie White, Frank O'Gara, Sandy McKeithan,
Rick Jiizang, Ron Cancel, Jim Watson, Dave Henderson, Bob Hawley and Jim
Welsheimer.
Bill Hall, director of trade union education at the Harry Lundeberg School of Seaman
ship at Piney Point, bids good wishes to graduating trainees of Class 50-A as they
prepare to leave for New York and their first ship. Left to right are Simon Hickey
Ronald Burdette, Charles Kirksey, Hall, Tommy Davis, Mark Stenson, and Bruce Kelley.'
Graduates of Class 51-B line up for a class photo as they prepare to leave the Harry
Lundeberg School of Seamanship after their 12-week training period to go aboard
their first ship. Kneeling from left are; Bill Cook, Bob Cecala, Percy Pay ton and James
Kutcha. Standing are John Wells, Mike Wall, Raul Suntana, Clement Colgano, Run
Shaw, Jeff Rash, James Kerrigan, Bob Koczian and Deputy Education Direirtor Paul
McGaham.
SIU Representative Frank Mongelli congratulates the graduates of Class 48 as they
prepare to go aboard their first ship. Left to right are John Kapustin, Tom Basile,
Tom McQuay, Harry Macon, Tim Hurley, Mongelli, Greg Fuller, Lottery Flemming,
Lee Buford, Richard Macon, and Richard Kirkland.
�mnee.
D
octors tap on them with lit
tle hammers, poke at them,
take pictures of their insides,
listen to heartbeats—prospec
tive trainees for the Harry
Lundeberg School of Seaman
ship at Piney Point, Md., are
given a head-to-toe physical.
These potential trainees re
ceive their physicals at the SIU
ainic in Brooklyn to assure
them a sound start toward a
career at sea.
A good physical examination
is preventive medicine and one
of the reasons the SIU operates
its clinics. Not only trainees,
but all Seafarers and their fami
lies can receive complete ex
aminations or treatment of
specific ailments.
Periodic examinations can
reveal illnesses which when
treated early can be cured be
fore becoming serious.
Bill Smoot, 20, of CSiarleston, W.Va., reads off the letters
on a vision testing chart.
V
Technician Roland Darhonne examines a hlood slide under
a microscope looking for signs of illness.
Technician Richard Brigham checks the weight of Kenneth Keeling,
18, of Charleston, W. Va., during a physical examination at the
SIU clinic before departing for Piney Point.
X
,
•
Keeping a thermometer in place under his tongue while answering
questions about his medical history is a tricky chore for anyone. This
time it is Melvin Ivey, 17, of Warrenton, Ga., who performs the balancing act for an interested medical staff.
i;i
Page 37
�Final Departures
Cul G. Pedersen
Carl George Pedersen, 76, died
July 9 in Boynton Beach, Fla.
He was an oldtimer in the SIU,
joining the imion
in 1938 in the
Port of Mobile.
Mr. Pedersen
smled in the deck
d^artment as a
bosun. When
he retired, Mr. Pedersen had
logged more than 60 years of
sailing. A native of Denmark,
he was a resident of Boynton
Beach. Among his survivors are
his wife, Maria. Mr. Pedersen's
body was taken to Greenwood
Cemetery in New Orleans, La.,
for burial.
Benjamin C. Bengert
Benjamin C. Bengert, 56, a
pensioner since 1969, died July
18 in New Or
leans, La., after
a long illness. He
joined the SIU in
1947 at the Port
of New York and
J sailed in the en
gine department.
1 Among the sur
vivors is a son, Benjamin* C., Jr.,
of Savannah, Ga. Burial was in
St. Vincent de Paul Cemetery,
New Orieans.
Carle C. Harris
Carle C. Harris, 69, passed
away July 11 in his home in Mc|Comb, Miss. He
j joined the SIU in
1947 and sailed
! in the engine de
partment. A widI ower. Brother
Harris is survived
^ by his sister, Mrs.
- Ethel Raybom of
McComb, Burial was in Holly
wood Cemetery in McComb.
6
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Widfer P. Ehrhardt
Walter P. Ehrhardt, 45, died
July 3 in Two Rivers, Wis., Mu
nicipal Hospital
after an apparent
heart attack. He
joined the Great
Lakes Tug and
Dredge District
™
sailed
n cook. Brother Ehrhardt made
his home in Sturgeon Bay, Wis.
He is survived by his wife, Edith,
and three sons, Jeffrey, Kurt and
David. He was buried in Eastbrook Cemetery, Fond du Lac,
Wis.
Remegio Flguu'oa
Remigio Figueroa, 36, drowned
Dec. 30, 1969, while serving as
a
crewman
aboard the S.S.
Merrimac,
docked in Am
sterdam harbor.
He joined the
SIU in 1967 at
New York and
sailed in the stew
ard department. Among his sur
vivors is his mother, Mrs. Eulogia
Figueroa, at his home in Yabucoa, P.R. Burial was in the Yabucoa Municipal Cemetery.
Schedule of
o
Membership
Meetings
*
James D. Cartledge
James D. Cartledge, 30, of
Augusta, Ga., was lost overboard
May 23 in the
South China Sea.
Brother Cart
ledge was sailing
in the engine de
partment aboard
the S.S. Rambam.
He was a gradu
ate of the Harry
Lundeberg School of Seamanship
Engineers School in New York
and was a second assistant engi
neer. He joined the SIU at New
York in 1967 after serving 11
years in the U.S. Coast Guard.
He is survived by his mother,
Mrs. B. A. Bailey of Aiken, S.C.
James A. Oawford, Jr.
James A. Crawford, Jr., 49,
died of an apparent heart attack
June 16 while
aboard the S.S.
Overseas Daphne
off the coast of
Charleston, S.C.
Brother Crawford
served as a U.S.
Army paratroop
er during World
War II and was wounded in ac
tion in 1943. He joined the SIU
in 1956 at New York and sailed
in the steward department.
Among his survivors are his wife,
Thelma and his mother Mrs.
Clara Hight both of New Or
leans. Burial was in Greenwood
Cemetery, New Orleans.
-
Eduardo S. Toro
Eduardo S. Toro, 60, an SIU
pensioner since 1963, died Aug. 1
near his home in
Mayaguez, P.R.
Brother Toro
joined the SIU in
1943 at the Port
of San Juan and
sailed in the
steward and en
gine departments,
survivors is his
daughter Mrs. Lillian Segarra
Betancourt of New York City.
Burial was in Puerto Rico.
At
as ar
SIU-AGLIWD Meetings
New Orleans Nov. 10—2:30 p.m.
Mobile
Nov. 12—^2:30 p.m.
Wilmington Nov. 16—^2:30 p.m.
San Fran
Nov. 18—2:30 p.m.
Seattle
Nov. 20—2:30 p.m.
New York ..Nov. 2—^2:30 p.m.
Philadelphia Nov. 3—^2:30 p.m.
Baltimore ...Nov. 4—^2:30 p.m.
Detroit
Nov. 13—^2:30 p.m.
Houston
Nov. 9—^2:30 p.m.
United Industrial Workers
New Orleans Nov. 10—7:00 p.m.
Mobile
Nov. 12—7:00 p.m.
New York .Nov. 2—^7:00 p.m.
Philadelphia Nov. 3—7:00 p.m.
Baltimore ....Nov. A—^7:00 p.m.
^Houston ...Nov. 9—7:00 p.m.
Great Lakes SIU Meetings
Detroit
Nov. 2—^2:00 p.m.
Buffalo
Nov. 2—7:00 p.m.
Alpena
Nov. 2—7:00 p.m.
Chicago
.Nov. 2—^7:00 p.m.
Duluth
Nov. 2—7:00 p.m.
Frankfort ...Nov. 2—^7:30 p.m.
Great Lakes Tug and
Dredge Section
Chicago .....Nov. 10—^7:30 p.m.
fSault
Ste. Marie Nov. 12—7:30 p.m.
Paao ^
Junes P. Creel
James P. Creel, 69, died July
17 in McComb, Miss., after" a
long illness. He
had been an SIU
pensioner since
1964. Brother
Creel joined the
union at the Port
of MobUe in 1938
and sailed as a
deck engineer.
Among his survivors in his wife,
Betty Jo. Burial was in Walker
Cemetery, Pike County, Miss.
Buffalo
Nov. 16—^7:30 p.m.
Duluth
Nov. 13—7:30 p.m.
Cleveland ...Nov. 13—^7:30 p.m.
Toledo
.Nov. 13—7:30 p.m.
Detroit
Nov. 9—7:30 p.m.
Milwaukee ..Nov. 9—7:30 p.m.
SIU Inland Boatmen's Union
New Orleans Nov. 10—^5:00 p.m.
Mobile
Nov. 12—5:00 p.m.
Philadelphia Nov. 3—5:00 p.m.
Baltimore (li
censed and
unlicensed)Nov. 4—5:00 p.m.
Norfolk
Nov. 5—5:00 p.m.
Houston
.Nov. 9—5:00 p.m.
Railway Marine Region
Philadelphia Nov. 10—10 a.m, &
8 p.m.
Baltimore ....Nov. 12—10 a.m. &
8 p.m.
•Norfolk ....Nov. 12—10 a.m. &
8 p.m.
Jersey City ..Nov. 9—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.
William D. Thiemonge
William D. Thiemonge, 72, an
SIU pensioner since 1967, died
Aug. 7 of heart
disease in Mercy
Hospital, Balti
more. Brother
Thiemonge joined
the SIU in 1948
at New Orleans
and sailed in the
steward depart
ment. Among his survivors is his
wife, Winifred, at their home in
Baltimore. Burial was in Mt.
Carmel Cemetery, Baltimore.
Ebenezer Telemaque
Ebenezer Telemaque, 56, died
July 23 while aboard the S.S.
Rachael V off
the coast of Bi| - tung, Indonesia.
He joined the
SIU in 1946 at
the Port of New
York and sailed
in the steward de
partment. He is
survived by his wife, Margery, at
their home in New Orleans. Bur
ial was in Surabayo, Indonesia.
Jesse E. Brooks
Jesse E. Brooks, 72, a pension
er since 1964, passed away May
3 in San Antonio,
Tex., after a long
illness. Brother
Brooks joined
IBU in 1957. He
'served 30 years
in the U.S. Army
during World
Wars I and II
and was wounded in action.
Among the survivors is his
daughter, Mrs. Theresa Diane
Anders, at his home in San An
tonio. Burial services were con
ducted at the Fort Sam Houston,
Tex., National Cemetery.
Olaf A. Olson
Olaf A, Olson, 76, died of an
apparent heart attack Aug. 22 in
Kenmore Mercy
Hospital, Kenmore, N.Y. He is
survived by his
wife Anna at
* their home in
Tonawanda, N.Y.
1Brother Olson
I
i
joined the SIU in
1960 at the Port of Buffalo and
sailed as a dredgeman. A native
of Sweden, he came to the United
States and served in the U.S.
armed forces during World War
I. Burial was in Mount Olivet
Cemetery, Tonawanda.
SIU Atlantic, Gulf, Lakes
& Inland Waters
Inland Boatmen's Union
United Industrial
Workers
PRESIDENT
Paul Hall
Arthur W. Kowles
Arthur W. Kowles, 23,
drowned July 23 after falling
overboard from
the tug New York
off the Louisiana
coast. Brother
Kowles
joined
the IBU in 1969
and sailed as a
tugboat captain.
Isa Among the sur
vivors are his wife Linda, daugh
ter Sheri Lynn and mother Mrs.
R. O. Webb, all of Pasadena,
Tex. Burial was in Forest Park
Cemetery, Houston.
DULUTH, Minn
2014 W. 3d St.
(218) RA 2-4110
FRANKFORT, MIeh
P.O. Box 287
416 Main St.
(610) EL 7-2441
HOUSTON, Ttx
6804 Canal St.
(713) WA 8-3207
JACKSONVILLE, Fla.
2608 Peaif St.
(904) EL 3-0987
JERSEY CITY, N.J. ..99 MontKomerp St.
(201) HE 6-9424
MOBILE, Ala
1 South Lawrenee St.
(206) HE 2-1764
NEW ORLEANS, La
630 Jackson Ave.
(604) 629-7646
EXECUTIVE VICE PRESIDENT
VICE PRESIDENTS
Earl Shepard
Al Tanner
Lindsay Williams
Robert Matthews
SECRETARY-TREASURER
WlUiam E. Richardson
Your family asks that you con
tact them by calling 919-453-8144
or writing to Rt. 1—Box 167, Mayock, N.C.
T. Arnold Lebto
Please contact Darlene Lehto,
714 Ann Ave., Everett, Wash.
98201.
Julian Sawyer
The San Mateo County Sheriff's
Office, Redwood City, Calif. 94063,
asks that you contact them as soon
as possible.
George W. Elboum
George W. Elbourn, 65, died
on August 12 in the USPHS
Hospital in Bal
timore after a
short illness. He
became a mem
ber of the Inland
Boatmen's Union
at the Port of
Baltimore in 1958
and sailed as a
barge captain. Among his sur
vivors is his son, George E., of
Rock Hill, Md. Burial services
were held at the Wesley Chapel
Cemetery, Kent, Md.
Directory of Union Hoiis
Cal Tanner
Personals
Leo S. Kervlnen
Leo S. Kervinen, 60, died May 25 in Duluth, Minn., after a
short illness. A ••
native of Finland,
he was a resident
of Virginia, '
Minn. Brother
Kervinen had '
been a member
of the G r e a t ^ '
Lakes Tug and ""
Dredge Region since 1968. He ^
sailed as a fireman-watertender
in the engine department. Among ,
his survivors is a sister, Mrs.
Aura Kale of Paramount, Calif. r<
Burial was in East Pike Ceme
tery, Virginia, Minn.
*
Al Kerr
HEADQUARTERS ....67S 4th Ave., Bklyn.
(212) HY 9-6600
ALPENA, M<ch
800 N. Sieoond Ave.
(617) EL 4-3616
BALTIMORE, Md. ..1216 E. BaltlmoM St.
(301) £A 7-4900
BOSTON, Mass
663 Atlantle Ave.
(617) 482-4716
BUFFALO, N.V
735 Washington St.
SIU (716, IL 3-9269
IBU (716) TL 3-9269
CHICAGO, ni
9383 Ewlng; Ave.
SIU (312) SA 1-0733
IBU (312) ES 6-9670
CLEVELAND, 0
1420 W. 26th St.
(216) MA 1-6460
DETROIT, Mich. 10226 W. deaerson Ave.
(313) VI 3-4741
NORFOLK, Va
116 3d St.
(703) 622-1892
PHILADELPHIA, Pa
2604 S. 4th St.
(215) DE 6-3818
PORT ARTHUR, TTez
634 Ninth Ave.
SAN FRANCISCO, Calif. 1321 MUsion St.
(416) 626-6793
SANTURCE, P.R. ..1313 Fernandez Jnneos
Stop 20
724-2848
SEATTLE, Wash
2606 First Ave.
(206) MA 3-4334
ST. LOUIS, Mo
4677 Gravols Ave.
(314) 782-6600
TAMPA, Fla
312 Harrison St.
(813) 229-2788
TOLEDO, O.
936 Summit St.
(419) 248-3691
WILMINGTON, CaUf
460 Seaside Ave.
Terminal Island, CaUf.
(213) 832-7280
YOKOHAMA, Japan .:
Iseya Bide.,
Room 801
1-2 Kalran-Dori-Nakakn
2014971 Ext. 281
*
'
,
r
<
'
�nmomrtiM for rf<ji5ti*ring
ill on ciihlo while paying out
Ht'Iicoplor
Landing Deck
Cable slowed
in cable lank
Ik
M
.
r
..
'
Buoy rack
Repeater
storage
Bow propelle
Hy
\1aking a Smaller World
C. S. LONG LINES
^
A cro88-8ection diagram of the
^ C^. Long Lines, a <19-milIion
ve88el incorporating the lateat
^ developments in design, naviga* tiop and cabie-laying technology.
If' V
•» •
r
t*
, I
'j'* *
J. L. Harris, first aid instruc
tor, checks medical supplies
in the dispensary. The Long
Lines is capable of evacuat
ing sick crewmen or techni
cians by a-helicopter landing,
area on the afterdeck.
r|nelephone calls from New York to London are becomX ing more and more commonplace with the help of an
SIU crew manning the modern cable ship, the C.S. Long
Lines. Owned by Transoceanic Cable Ship Co., a subsid
iary of American Telephone and Telegraph Corp., the
ship is operated by Isthmian Lines Inc.
The $19-million vessel has laid more than 23,000 nau
tical miles of underwater cable—a world record, which
is a distance that virtually spans the globe. The cable
links people in the U.S. with those in many foreign coun
tries.
Extreme accuracy in navigation is required for laying
cable, so the 90-man crew utilizes the most modem navi
gational aids—including navigating by satellite to insure
a "true course."
During cable-laying operations the crew is supple
mented by AT&T technicians. Cable is fed through a
stem slot while the 17,000-ton vessel maintains speeds
up to 8 knots.
A "sea plow" buries cable under the ocean bottom
within 100 miles of a coast line to protect against dam
age caused by trawlers or dredgers.
The world gets smaller with each length of cable laid
by the Long Lines.
Off the coast of Hawaii, the Long Lines prepares to connect cables
laid from Japan. The flotation buoys (foreground of picture at left)
will be used to mark connections in coastal waters (picture below).
The Hawaii to Japan cable cost (80 million.
iwii
The final splice is made in the Transatlantic cable-laying
operation from Green Hill, R.I., to San Fernando, Spain.
Technicians and crewmen cooperate for the accuracy in naviga
tion needed for telephone cable-laying operations.
fi...
I
Cable technicians wind a durable outer covering onto the telephone cable. The one and
a half inch inner core is capable of carrying 720 two-way simultaneous conversations.
This picture was taken off the coast of Hawaii.
«
October 1970
Page 39
�Vol. XXXii
No. 10
SEAFARERS^LOG
OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO
J.
SIU Blood Bank Can Mean
Difference Between Life and Death
f'
A"'I
'A
.
%'
i
r/1
J
'F-'
4
* A
.
r
r,
W
••1
The availability of blood often can be the difference be
tween life and death.
A Seafarer, after undergoing major emergency surgery
in a New Orleans hospital, was in desperate need of blood
transfusions. One phone call produced 30 pints of blood
which started the patient on his way to recovery.
A Seafarer who was stricken in Chicago with bleeding
ulcers, had 12 pints rushed to him in time to save his life.
Where did this blood come from? It came from the Sea
farers International Union's Blood Bank.
Since the Blood Bank was established on January 6, 1959
in New York, 8,342 pints of blood have been donated.
Because of this a Seafarer and his loved ones do not have
to fret over the high cost or availability of blood when the
need arises. He knows that thfs supply of blood can be
drawn upon anytime by himself or any member of his family.
However, this ready supply of blood can be assured only
if Seafarers continue to donate to the Blood Bank. Only
through the generosity of its members and their families
can the SIU continue this priceless benefit.
Eleven Seafarers already have donated a gallon or more
of blood and have become members of the Blood Bank's
Gallon Club. One Seafarer, Arthur Sankovidt, has given 19
pints of blood.
Because of the sacrifices of these men and others like
them, the SIU has been able to ensure all its members and
their dependents that they do not have to fear the lack of
or price of blood when it is needed.
Any Seafarer or member of his family who wishes to give
blood to the bank need only make an appointment. Those
who can should make an appointment at their convenience
with the SIU Brooklyn clinic. In other SIU ports, arrange
ments for donations can be made through the respective
port agents. Wherever there is a port agent, there is a local blood
bank. If a situation arises when the demand is greater than
the supply, the remainder can be supplied from New York.
This blood can be delivered anywhere in the United States.
Remember: Its for you.
•J
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 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
October 1970
Description
An account of the resource
Headlines:
NATIONAL HEALTH INSURANCE CALLED TOP PRIORITY ISSUE
SENATE, HOUSE GIVE MARITIME BILL APPROVAL; SENT TO NIXON
CONGRESSMEN STRESS IMPORTANCE OF NEW MERCHANT MARINE ACT
ECONOMY, INSURANCE, FISHING PROBLEMS HIT BY THREE CONGRESSMEN
OVERSEAS BUILDS FIVE NEW SHIPS
’39 LAW RESTRICTS BARGES IN ‘70
BARGES MOVE CARGO OF THE WEST
COUNCIL HITS MOVE BY MITCHELL TO SILENCE AFL-CIO POLITICALLY
UNIONS CONTINUE TO CRITICIZE POLITICAL INDICTMENT OF SIU
BUILDING BLOCKS FOR A BETTER UNION
NEW PROGRAM HELPS INCREASE READING SKILLS
HIGH SCHOOL PROGRAM PLANNED AT PINEY POINT
HEARING FADES WHILE DIN GOES ON – EARLY DEAFNESS RESULT OF NOISE
PORTLAND – PART OF SEA-LAND’S QUICK PUERTO RICO SERVICE
AMERICA’S SEA TRADITION PORTRAYED BY SHIPS
TAP, POKE, LISTEN – PHYSICALS FOR TRAINEES
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
10/1970
Format
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Newsprint
Type
The nature or genre of the resource
Text
Identifier
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Vol. XXXII, No. 10
1970
Periodicals
Seafarers Log